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.
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