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G7 Traffic Signs and Markings

CHAPTER AIMS

• Discuss the influence of signs ¹ on making streets successful.
• Raise awareness of the visual impact of excessive signing.
• Direct practitioners to detailed guidance.
• Examine the flexibility allowed by the Traffic Signs Regulations and General Directions 2002 and the Traffic Signs Manual to ensure that signing is appropriate to the street and its intended uses.
• Encourage designers to optimise signing.

G7.1 TRAFFIC SIGNS

G7.1.1 The Traffic Signs Regulations and General Directions 2002 ² ( TSRGD) is a regulatory document which details every traffic sign prescribed for use in the UK. It includes all of the prescribed road markings, as a road marking is legally a sign. TSRGD also stipulates the conditions under which each sign may be used.

G7.1.2 Further advice on the use of signs is contained in the Traffic Signs Manual, ³ which gives advice on the application of traffic signs in common situations. Chapters likely to be of particular relevance to street design include:

• Chapter 1 Introduction: ⁴ sets out the background to, and principles of, signing;
• Chapter 3 - Regulatory Signs⁵ gives advice on the use of signs which give effect to traffic regulation orders ( TROs);
• Chapter 4 - Warning Signs⁶ gives advice on signs used to warn of potential hazards;
• Chapter 5 - Road Markings⁷ gives advice on the use of road markings in common situations.

G7.1.3 It is important that designers refer to the Traffic Signs Manual before embarking on the design of signing.

G7.1.4 Supplementary advice is also published by the Department for Transport in Local Transport Notes (the LTN series) and Traffic Advisory Leaflets (the TAL series). The publications relevant to signing include LTN 1/94 The Design and Use of Directional Informatory Signs⁸ and TAL 06/05 Traditional Direction Signs⁹.

G7.1.5 Designers need to understand the status of these documents. Compliance with TSRGD is mandatory. The Traffic Signs Manual, the LTNs and the TALs are guidance.

G7.1.6 On occasion designers may find that there is no prescribed sign which suits their purpose or that is standard sign layouts and materials are not appropriate for the setting. If so they can apply to the Scottish Government for authorisation to use a non-prescribed sign. However, they should check carefully beforehand to make sure that the situation they wish to address is not already covered by TSRGD - some applications for non-prescribed signs turn out to be unnecessary for this reason.

G7.1.7 Some streets feature few, or no, signs or markings. This may be appropriate in lightly-trafficked environments specifically designed to promote low speeds. It reduces sign clutter and the relative lack of signing may also itself encourage lower vehicle speeds. However, it is worth monitoring such arrangements to confirm that the level of signing is correct.

G7.1.8 In residential areas, minimal signing can work well if traffic volume and speed are low. Some designers have experimented with this approach on more heavily-trafficked streets but there is insufficient evidence to date to be able to offer firm guidance here.

G7.1.9 When planning how to sign a street, designers should note the following:

• the size of a sign should suit the speed of the traffic regardless of its purpose. It is not appropriate to use smaller signs simply because the sign is informative rather than a warning or regulatory sign. If the sign is necessary, motorists need to be able to read it;
• signs are most effective when not used to excess. Designers should ensure that each sign is necessary - they should use the flexibility within the TSRGD and associated guidance documents to ensure that signs are provided as required, but do not dominate the visual appearance of streets unlike those shown in figure G7.1 (c);
• signs which have no clear purpose should be removed to reduce clutter and to ensure that essential messages are prominent; and
• consideration should be given to incorporating colour contrast bands on poles and columns to help partially- sighted people. A single white or yellow band 150 mm deep with its lower edge between 1.5 m and 1.7 m from the ground is likely to be appropriate.

CLUTTER

Figure G7.1 (a) Sign clutter in residential areas; (b) the yellow backing board adds clutter and its use with the flashing amber lights is counter-productive. In addition, the sign post should not protrude above the sign.

Figure G7.1(c) Signage which dominates the appearance of a street (Fishertown, Nairn, WSP).

G7.1.10 Signs can clutter the street if used to excess (Fig. G7.1). Clutter is unattractive and can introduce hazards for street users.

G7.1.11 Cluttering tends to take place over time by the incremental addition of signs to serve a particular purpose without regard having been given to the overall appearance of the street. It is recommended that street signs are periodically audited with a view to identifying and removing unnecessary signs.

G7.1.12 In the case of new developments, some road authorities seek to guard against having to install additional signs at their own expense later, by requiring all manner of signs to be provided by the developer at the outset. This can lead to clutter and is not recommended. The preferred way of addressing such concerns is to issue a bond to cover an agreed period, so that additional signs can be installed later at the developer's expense if required.

G7.2 DESIGNING SIGNS

G7.2.1 No signs are fundamentally required by TSRGD per se. Signs are only needed to warn or inform, or to give effect to TROs and TSRGD simply sets out how signs must be used once it has been decided that they are necessary.

G7.2.2 Designers should start from a position of having no signs and introduce them only where they serve a clear function adopting a philosophy of each sign having to earn its place:

'Signs are used to control and guide traffic and to promote road safety. They should only be used where they can usefully serve these functions'.'¹⁰

G7.2.3 Street layouts, geometries and networks should aim to make the environment self explanatory to all users. Features such as public art, planting and architectural style can assist navigation while reducing the need for signs.

G7.2.4 The location and design of signs and signposts should be planned to permit effective maintenance (including access for cleaning equipment) and to minimise clutter.

G7.2.5 Providing additional signs may not solve a particular problem. If signs have proved ineffective, it may be more appropriate to remove them and apply other measures rather than providing additional signs. If motorists already have all the information they need, additional signing will simply clutter the environment.

'Appropriate warning signs can greatly assist road safety. To be most effective, however, they should be used sparingly'.¹¹

G7.2.6 The TSRGD provide significant flexibility in the application of statutory signs, including the use of smaller signs in appropriate conditions. Designers need to be familiar with the Regulations and with the published guidance, determine what conditions they are designing for and specify appropriate signs. Working drawings for most prescribed signs are available free of charge on the Department for Transport website. Designers should always start from these when adapting a prescribed sign for special authorisation.

Table G7.1 Prompts for deciding on the appropriate level of signing

G7.2.7 When designing for minimal signing, care should be taken that safety hazards are not left unsigned.

G7.2.8 The Scottish Government may be prepared to authorise departures from TSRGD to reduce signs and road markings in environmentally sensitive streets.

G7.2.9 The Traffic Signs Manual states that 'it is desirable to limit the number of posts in footways. Where possible, signs should be attached to adjacent walls, so that they are not more than 2 metres from the edge of the carriageway, or be grouped on posts'. ¹³ Lighting equipment may also be mounted on walls (see Chapter G8).

G7.2.10 In existing neighbourhoods, there can be legal difficulties associated with attaching signs (or lighting) to private property - this is less of a problem with new build.

G7.2.11 Existing streets should be subject to a signs audit to ensure that they are not over-signed and in particular, that old, redundant signs, such as 'New road layout ahead' have been removed.

G7.2.12 The prompts in Table G7.1 will help when deciding on the appropriate level of signing for a street.

7.3 COMMON SITUATIONS

CENTRE LINES

G7.3.1 The use of centre lines is not an absolute requirement. The Traffic Signs Manual Chapter 5¹⁴ gives advice on the correct use of road markings.

G7.3.2 Centre lines are often introduced to reduce risk but, on residential roads, there is little evidence to suggest that they offer any safety benefits.

G7.3.3 There is some evidence that, in appropriate circumstances, the absence of white lines can encourage drivers to drive at lower speeds:

• research undertaken in Wiltshire found that the removal of the centre line led to a wider margin being maintained between opposing flows. There was no indication that drivers were encouraged to adopt inappropriate speeds. At 12 test sites on main routes through villages, it resulted in slower speeds and reduced accidents ¹⁵ and
• research carried out in 20 residential areas during the preparation of MfS found no relationship between white centre lines and recorded casualties (see 'Starston case study box' and Fig. G7.2).

PARKING

G7.3.4 In residential locations, high levels of kerbside parking and inconsiderate behaviour can create problems with access, convenience and safety. It may be necessary to manage kerbside parking through the use of restrictions indicated by signs and road markings (also see Chapter G5).

G7.3.5 For designated parking spaces, markings indicating the ends of bays may be omitted if physical delineation is used, e.g. build-outs (see Traffic Signs Manual Chapter 5).

G7.3.6 The new edition of Chapter 3 of the Traffic Signs Manual (currently undergoing consultation) gives more guidance on footway parking and shared parking spaces.

G7.3.7 Parking restrictions are often ignored where enforcement is limited. The use of planting and placing of street furniture may be a more attractive and effective way of managing parking (Fig. G7.4).

^16,17

Figure G7.3 Street with no centre lining.

Figure G7.4 Kerb build-out defines parking area and provides room for planting clear of the footway.

JUNCTION PRIORITY

G7.3.8 Most unsignalised junctions are designed assuming a dominant flow, with priority indicated by give-way signs and markings. There is, however, no statutory requirement for junction priority to be specified.

G7.3.9 Some schemes, primarily on lower volume roads, feature unmarked junctions that require drivers to 'negotiate' their way through, with the aim of controlling speeds (Fig. G7.5). At UK residential sites studied in the preparation of Manual for Streets, unmarked junctions performed well in terms of casualties. There was, however, evidence of higher vehicle approach speeds compared with marked junctions. This may indicate an intention by drivers to slow down only when another vehicle is present. For unmarked junctions, it is recommended that the geometry on junction approaches is designed carefully to encourage appropriate speeds.

G7.3.10 Where there is a need to specify junction priority, it can be signed in three ways:

• a diagram 1003 'Give Way' marking;
• a diagram 1003 'Give Way' marking and a diagram 1023 triangle; and
• both these markings and a diagram 602'Give Way' sign.

G7.3.11 It may be appropriate to begin with the simplest option (i.e. with only the diagram), and introduce further signing only if deemed necessary in the light of experience.

Figure G7.6 Clear and legible street name sign attached to a building.

G7.3.12 LTN 1/94 The Design and Use of Directional Informatory Signs gives guidance on directional signs for drivers. The size of lettering (defined by the x-height) should be appropriate for the traffic speed. Guidance on relating the size of signs to traffic speed is given in Appendix A of the LTN.

G7.3.13 Streets need to be easy to identify. This is particularly important for people looking for a street on foot. A good system of street name plates may also make direction signs to certain sites, such as schools, churches, shopping areas, etc., unnecessary. Name plates should be provided at each junction. They should be legible with a strong tonal contrast, for example black lettering on a white background. Attaching the name plates to structures can help reduce clutter (Fig. G7.6).

G7.3.14 Non-statutory signs can also contribute to the sense of place of a street. This may include examples such as village signs, as well as the permitted use of a lower panel on statutory 20 mph zone signs, which allow for scheme specific artwork and messages (Fig. G7.7).

Figure G7.5 Four-way junction with no marked priority.

Figure G7.7 Design contributes to sense of place and reduces clutter by incorporating several direction signs on one post.

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