Page:Report of the Departmental Committee on Traffic Signs (1946).djvu/60

 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.

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