RTSM V1 Uniform Traffic Control Device

DIGITISED VERSION May 2012
SOUTH AFRICAN COMMITTEE OF LAND TRANSPORT OFFICIALS

ROADS CO-ORDINATING COMMITTEE
ROAD TRAFFIC SIGNS TECHNICAL COMMITTEE
Chairman:
Mr P du Verster
Free State Department of Public Transport and Roads
Mr D Bain
De Leuw Cather (North) (Pty) Ltd-Consultant
Mr GWT Behrens
FEDHASA
Mr GW Botha
Free State Department of Public Transport and Roads
Ms D Briesch
National Department of Transport
Mr JJN Coetzee
Cape Provincial Administration Roads Branch
Mr RB Dryden
Mr DJ Eadie
Cape Town Metropolitan Transport Planning
Mr JS Falkner
Mr FJ Fick
Eastern Cape Provincial Administration
Mr WEW Hahn
Gauteng Department of Public Transport, Roads and Public Works
Mr PF Jordaan
National Department of Environmental Affairs and Tourism
Mr IJG Kriel
Northern Province Department of Public Works and Roads
Mr FJJ Labuschagne
CSIR-Roads and Transport Technology
Capt. R Askew
South African Police Services
Insp. S Mcintosh
South African Police Services
Mr AA Meiring
Northern Cape Department of Public Works and Roads
Mr A Muhajer
North West Department of Public Works and Roads
Mr EH Lowe
Department of Transport Namibia
Mr M Meijer
Gauteng Department of Public Transport, Roads and Public Works
Mr R Offord
Eastern Cape Department of Transport
Mr JJA Prinsloo
Stanway Edwards Ngomane Ass - Consultant
Mr MJ Raborifi
Prof. JD Sampson
South Africa Institute of Engineers
Mr WHJ Sator
CSIR- Roads and Transport Technology
Mr AL Sharples
KwaZulu-Natal Department of Transport
Mr RJV Slater
Ms A Swanepoel
Stanway Edwards Ngomane Ass - Consultant
Mr H Switala
Mpumalanga Department of Public Works, Roads and Transport
Mr V Trumper
Department of Transport Namibia
Insp. LA van Heerden
Institute of Traffic Officers
Mr B yan Oort
Automobile Association of South Africa
Mr R Scholtz
Automobile Association of South Africa
Mr SJC Venter
Human Sciences Research Council
Mr H Visser
United Municipal Executive
Alternate Representatives
Observers
0.1.1
LIST OF CONTENTS
CONTENTS:
Page Numbers
0.1.1 0.1.2
List of Contents
CHAPTER 1: GENERAL PRINCIPLES
1.1.1 1.1.9
1.2.1 1.2.2
1.3.1 1.3.5
1.4.1 1.4.8
1.5.1 1.5.7
1.6.1 1.6.12
1.7.1 1.7.5
1.8.1 1.8.5
1.9.1 1.9.2
1.10.1 1.10.3
1.11.1 1.11.2
Introduction
Road Classification
Road Traffic Sign Classification
Shape, Size and Colour
Specification and Manufacture
Sign Placement
Human Factors
Positive Guidance
Outdoor Advertising
Road Traffic Sign Maintenance
Road Traffic Sign Management Systems
CHAPTER 2: REGULATORY SIGNS
2.0.1 2.0.21
2.1.1 2.1.7
2.2.1 2.2.14
2.3.1 2.3.18
2.4.1 2.4.22
2.5.1 2.5.23
2.6.1 2.6.3
2.7.1 2.7.14
2.8.1 2.8.6
2.9.1
2.10.1 2.10.4
Contents (with all regulatory signs in colour)

Introduction
Control Signs
Command Signs
Prohibition Signs
Reservation Signs
Comprehensive Signs
Selective Restriction Signs
Regulatory Sign Combinations
De-Restriction Signs
National Variants
CHAPTER 3: WARNING SIGNS
3.0.1 3.0.8
3.1.1 3.1.4
3.2.1 3.2.4
3.3.1 3.3.6
3.4.1 3.4.27
3.5.1 3.5.9
3.6.1 3.6.6
3.7.1 3.7.3
Contents (with all warning signs in colour)

Introduction
Road Layout Signs
Direction of Movement Signs
Symbolic Signs
Hazard Marker Signs
Warning Sign Combinations
National Variants
CHAPTER 4: GUIDANCE SIGNS
Contents (with all guidance signs and symbols in colour)
Introduction
Arrows
Legend
Determination of Letter Size
Urban Guidance Signing
Location Signs
Route Marker Signs
Direction Signs
Freeway Direction Signs
Tourism Signs
Local Direction Signs
Diagrammatic Signs
Pedestrian Signs
Toll Route Signs
National Variants
MAY 2012
SADC RTSM VOL 1
4.0.1 4.0.43
4.1.1 4.1.8
4.2.1 4.2.12
4.3.1 4.3.15
4.4.1 4.4.17
4.5.1 4.5.21
4.6.1 4.6.9
4.7.1 4.7.17
4.8.1 4.8.20
4.9.1 4.9.43
4.10.1 4.10.37
4.11.1 4.11.17
4.12.1 4.12.35
4.13.1 4.13.9
4.14.1 4.14.16
4.15.1 4.15.3
CONTENTS
LIST OF CONTENTS
0.1.2
CHAPTER 5: INFORMATION SIGNS
Page Numbers
Contents (with all information signs in colour)

Introduction
Signs
National Variants
5.0.1 - 5.0.5
5.1.1 5.1.2
5.2.1 5.2.10
5.3.1 5.3.2
CHAPTER 6: TRAFFIC SIGNALS

Introduction
Vehicular Traffic Signals at Junctions and Crossings
Pedestrian and Pedal Cyclist Signals
Traffic Signals to Control Individual Vehicles
Lane Direction Control Signals
Flashing Red Disc Light Signal at Railway Crossings
Hand and Other Signals
6.1.1 6.1.4
6.2.1 6.2.14
6.3.1 6.3.3
6.4.1
6.5.1 6.5.2
6.6.1 6.6.2
6.7.1 6.7.3
CHAPTER 7: ROAD MARKINGS

7.0.1 7.0.9
7.1.1 7.1.10
7.2.1 7.2.31
7.3.1 7.3.9
7.4.1 7.4.6
7.5.1 7.5.5
7.6.1 7.6.3
7.7.1 7.7.2
Contents
Introduction
Regulatory Markings
Warning Markings
Guidance Markings
Roadstuds
Other Delineation Devices
National Variants
CHAPTER 8: NAVIGATIONAL AIDS
8.1.1 8.1.4
8.3.1 8.3.2
8.4.1 8.4.3
8.5.1 8.5.4
8.6.1 8.6.11
Introduction
Types of Navigational Aid
Route Optimisation
Route Numbering
Selection of Destinations
National Variants
CHAPTER 9: VARIABLE MESSAGE SIGNS
9.1.1 9.1.19
9.2.1 9.2.2
Introduction
Dimensions
CHAPTER 10: GLOSSARY
Introduction
General Terms
Road Sign Terms
Traffic Signal Terms
Road marking Terms
Tourism Signing Terms
10.1.1
10.2.1 10.2.8
10.3.1 10.3.6
10.4.1 10.4.3
10.5.1 10.5.3
10.6.1 10.6.4
CHAPTER 11: INDEX

11.1.1 11.1.23
11.2.1 11.2.5
11.3.1 11.3.2
General Index
List of Figures
List of Tables
CONTENTS
SADC RTSM VOL 1
MAY 2012
TITLE
SOUTHERN AFRICAN DEVELOPMENT COMMUNITY ROAD TRAFFIC SIGNS MANUAL
ISBN
Volume 1
STATUS
DOT FILE
DATE
Digitised Version
000/0/0/0
Digitised
May 2012
CARRIED OUT BY
Transport and Traffic Technology Africa (Pty) Ltd
P O Box 1109
SUNNINGHILL
2157
COMMISSIONED BY
Department of Transport
Private Bag X193
PRETORIA
0001
ORIGINAL AUTHOR
PUBLISHER ENQUIRIES
D Bain
Director-General: Transport
Private Bag X193
PRETORIA
0001
It is impossible for a publication of this nature to free of errors. It would be appreciated if errors be brought to the notice
of Director-General: Transport
Department of Transport
Infrastructure Network Management
Private Bag X193
PRETORIA
0001
COPYRIGHT
This publication is protected by copyright under the Bern Convention. In terms of the Copyright Act No. 98 of 1978, no
part of this publication may be produced or transmitted in any form or by any means, electronic or mechanical, including
photocopying, recording or by any information storage or retrieval system, without permission in writing from the
publisher.
National Department of Transport, South Africa, 1998, 2012
KEYWORDS
COST
ROAD SIGN, TRAFFIC SIGNAL, ROAD MARKING
SET
: Discussion document
Volume 1
Volume 2
Volume 3
Volume 4
SOUTHERN AFRICAN TRANSPORT AND COMMUNICATIONS COMMISSION

SUBCOMMITTEE
ON THE RECONCILIATION OF ROAD TRAFFIC SIGNS
IN THE SADC REGION
Chairman:
Secretary:
Mr E H Lowe
Department of Transport, Namibia
Mr M Matela
Ministry of Transport and Communications, Lesotho
Mr J M Ramashamole
Ministry of Transport and Communications, Lesotho
Mr S J Mkandawire
Ministry of Transport and Communications, Malawi
Mr R B Dryden
Department of Transport, South Africa
Mr J S Falkner
Ms L B Johnson
Mr R J V Slater
Mr L Mudaly
Mr D Bain
Ms A Swanepoel
Alternate representatives (not present
Consulting Engineer
Consulting Engineer
at all meetings)
PREFACE
Southern African Development Community
(SADC) member states decided, at their
meeting in Lusaka in June 1995, to enter
into a Protocol Agreement to expand and
deepen their co-operation in the areas of
infrastructure and services. An important
component of this Protocol Agreement is
the intention to harmonize road traffic signs
and their supporting regulations throughout
member states.
South Africa offered to undertake the work
required for this harmonization process. The
first phase of the work involved an
assessment of any differences existing
between the current systems, as documented
in the Southern Africa Transport and
Communications
Commission
(SATCC)
Road Traffic Signs Manual, published in
November 1990, and the South African Road
Traffic Signs Manual, published in January
1993. This assessment showed that the two
systems are very similar, both being based
on the European road traffic sign system.
The South African system, having recently
been developed to conform to European
signing principles, but also to satisfy African
requirements, contained a significantly
greater number of road traffic sign types.
These findings were considered by SATCC in
September
1995.
The
Commission
appointed a sub-committee comprising
members from Lesotho, Malawi, Namibia
and South Africa to monitor the work of the
South African team in the preparation of the
new harmonized Manual and model road
traffic sign regulations.
This Third Edition of the SADC Road Traffic
Signs Manual is structured to ultimately
appear in four volumes. However at present,
at the request of the sub-committee, only
Volumes 1 and 4 have been prepared. A
decision will be taken in the future on the
need to adapt Volumes 2 and 3 of the South
African Manual to SADC requirements.
Volume 1 of the Manual contains detailed
signing policy and design principles. The text
covering each sign, marking and signal starts
with a statement regarding the meaning, or
significance, of
the
device.
These
statements are essentially the same as
those given in the harmonized model road
traffic sign regulations, prepared at the same
time as Volume 1. The content of Volume 1
provides an in depth description of the road
traffic sign system and working detail on the
use of each individual component of the
system.
Volume 2, if required, will deal with the
collective application of signs, markings, and
signals for specific subject areas such as
traffic accommodation at roadworks, tourism
signing, public transport signing and signing
for the control of heavy vehicles.
Volume 3, if required, will provide in depth
detail on the
selection, installation,
operation and control methods for traffic
signals.
Volume 4 gives complete dimensional
details, together with accurate scalable
drawings, of all signs, markings and signals,
including details of all letter types used on
direction signs.
Absolute harmonization of all aspects of the
previous road traffic signs systems is not
possible for a number of reasons. In order to
accommodate specific needs of member
states several chapters in Volume 1 have a
final section dealing with what have been
termed
"national
variants".
Typical
examples of "national variants" are:
(i)
"mirror'' image signs for use in

states where vehicles are required to
travel on the right hand side of the
road;
(ii)
examples of standard text signs in

Portuguese -this type of sign has been
kept to an absolute minimum by a
strong reliance on the use of
pictographs or symbols, inherited
from the South African system;
(iii)
provision for specific member state

symbols for such facilities as police
services, national monuments etc.
In addition, several significant differences

have been noted between the two traffic
signal systems as documented in the
manuals existing prior to harmonization. The
cost implications of total harmonization of
the traffic signal systems have been
considered
unaffordable.
Volume
1,
Chapter 6: Traffic Signals, therefore
covers the differences between the two
systems in parallel. One system, considered
to be used by a majority of member states, is
recommended, and the other system is
recorded as an alternative system.
Typical of these differences are:
(i)
in the recommended system the

primary traffic signals are positioned
on the far side of junctions, whilst in
the alternative system the primary
traffic signals are positioned on the
near side of the junction;
(ii)
in the recommended system the

basic traffic signal sequence is red,
green, yellow, red, whereas in the
alternative system the basic traffic
signal sequence is red, red plus
yellow, green, yellow, red.
Due
to
the
size
of
the
Man
ual,
the
cost
of
print
ing
all
pag
es
in
full
colo
ur
woul
d
hav
e
bee
n
con
side
rabl
e.
To
mini
mis
e
this
cost
all
colo
ur
pag
es
hav
e
bee
n
con
cent
rate
d at
the
begi
nnin
g of
eac
h
relevant chapter in Volume 1. In this way

the whole sign system and each individual
sign, marking and signal is illustrated in
colour. A reference is also given in these
sections to where each individual sign,
marking and signal is dealt with in detail in
Volume 1, and to where they are
dimensioned in Volume 4. Throughout the
rest of Volumes 1 arid 4 a coded form
of black and white shading is used to
represent the sign colours.
Finally, acknowledgements are due to the
members of the various committees whose
work has led to the publication of this
Manual, to South Africa for funding the
work, and to the Chief Directorate: Roads in
the South African Department of Transport
for making this possible
SOUTHERN
AFRICAN
DEVELOPMENT
COMMUNITY
SOUTHERN AFRICAN
DEVELOPMENT
COMMUNITY ROAD
TRAFFIC SIGNS MANUAL
UPDATE
NO.
UPDATES
NUMBER
OF PAGES
LIST OF UPDATES
VOLUME NO.
DESCRIPTION
OF THE
UPDATES
DATE
V1.01 to
V1.03
16.04.12
Refer to Digitising Project

SMC 01/2011/INM
V1.1 to
V1.207
16.04.12
Volume 1 Error/Correction Record

16 April 2012
IN WITNESS WHEREOF, WE, the Ministers of Transport and Road Traffic affairs have signed
this Manual.
DONE AT .............................., on this ...................... Day of .............................., 1999.
For and on behalf of the Republic of Angola

For and on behalf of the Republic of Botswana
For and on behalf of the Democratic Republic of Congo

For and on behalf of the Kingdom of Lesotho
For and on behalf of the Republic of Malawi
For and on behalf of the Republic of Mauritius
For and on behalf of the Republic of Mozambique

For and on behalf of the Republic of Namibia
For and on behalf of the Republic of Seychelles
For and on behalf of the Republic of South Africa
For and on behalf of the Kingdom of Swaziland

For and on behalf of the United Republic of Tanzania
For and on behalf of the Republic of Zambia
For and on behalf of the Republic of Zimbabwe
SOUTHERN
AFRICAN
DEVELOPMENT
COMMUNITY
GENERAL PRINCIPLES
SECTIONS
1.1
Introduction
1.2
Road Classification
1.3
1.4
1.5
Specification and Manufacture
1.6
Sign Placement
1.7
Human Factors
1.8
Positive Guidance
1.9
Outdoor Advertising
1.10
1.11
MAY 2012
CHAPTER
SADC RTSM - VOL1
1.1.1
INTRODUCTION
CHAPTER 1: GENERAL PRINCIPLES

1.1
INTRODUCTION
1.1.1 General
1
components {the examples indicate Chapter 7):
The Third Edition of the Southern African Development

Community Road Traffic Signs Manual comprises four
volumes:
(a)
(b)
(c)
(d)
(e)
(f)
(g)
Volume 1: Uniform Traffic Control Devices: Detailing

signing policies and design principles together with
specific information on the meaning and individual
application of all traffic control devices.
Volume 2: Traffic Control Device Applications: Covers
the use of sets of signs, markings and signals for
specific applications.
Volume 3: Traffic Signal Design: Detailing, in depth,
requirements for the selection and installation of traffic
signals and their methods of control.
These numbers should be used for reference purposes.

They are used as such throughout the text.
3
The page layout includes a "header" at the top in

which the section name and page number are
indicated. Page numbers are restarted in each section
e.g.7.1.1, 7.2.1, 7.3.1 etc. A "footer" is located at the
bottom of the page and this indicates the date of
publication (or re-publication in the case of future
amendments), the name of the manual and the volume
number, and the chapter name. Figures 1.1 and1.2
illustrate the above elements.
At the front of each Part a basic list of contents for the

complete volume is included. At the front of those
chapters which deal with numbered road traffic signs a
chapter contents in colour is included for convenience.
Each such contents lists the included road traffic signs
pictorially, in colour and in numerical order, together
with references to subsections and page numbers. The
main index to the volume is given in Part 3.
Volume 4: Traffic Signs Design: Dimensional detail

for all road traffic signs and their signface components.
2
This Third Edition has been developed from a

harmonization of the earlier SATCC Road Traffic Signs
Manual, and the Third Edition of the South African
Road Traffic Signs Manual which contained a wider
range of signs. Initially only Volumes 1 and 4 will be
published. Volumes 2 and 3 may be published at a
later stage. In a relatively small number of instances it
has been necessary to deal with one or more signs
specifically for one member country. Primarily this
need arises from the fact that in Angola drivers travel on
the right-hand side of the road, and from the occasional
need to display Portuguese text for Angolan or
Mozambican conditions. Any such signs are identified in
the chapter contents section and are then described
at the end of the chapter in a section called "National
Variants".
This volume therefore covers the meaning and
application of individual traffic control devices available
to authorities having the necessary jurisdiction to place or
erect such devices in a public road.
1.1.3
Road traffic signs, by legal definition, include all

prescribed road signs, road markings and traffic
signals, and are to be used solely for the purpose of
traffic control and are not an advertising medium.
The meanings given to traffic control devices in this

volume are in accord with the meanings given in the
relevant Road Traffic Legislation. The meanings given
in the Legislation have legal precedence.
The text in the Manual is primarily provided in Arial 8.5 point

typeface.
A range of text conventions have been used to place

emphasis where this has been deemed necessary.
The conventions used and their functions are as
follows:
(a) bold italic- to indicate the significance of a specific
road traffic sign;
(b) bold - to place particular emphasis on a word or
section of text, including titles and section
headings;
(c) italic - to indicate the name of a chapter or other
document referred to in the text AND to indicate
foreign terms used in the text;
(d) UPPERCASE (or CAPITAL) letters - as a lower
level of emphasis, but particularly to indicate the
specific names given to road traffic signs.
The use of CAPITAL letters may be superimposed in the
BOLD I TALIC or BOLD conventions (see Figures1.1
and 1.2).
1.1.4 Terminology
1.1.2 Structure and Layout

1
For convenience of binding on a loose leaf basis Volumes are subdivided into a number of Parts.
The text is subdivided into the following numbered
MAY 2012
Text Conventions
Traffic control devices include all road traffic signs

and other devices, including delineation devices, used
to regulate, warn, guide or inform road users. Traffic
control devices are thus used to achieve an
acceptable level of road safety by providing for the
orderly and predictable movement of all traffic,
vehicular and pedestrian, throughout all levels of the
road network.
Chapters - 7;
Sections- 7.1;
Subsections -7.1.1;
Paragraphs- 7.1.1.1;
Figures - 7.1;
Details (within Figures) - 7.1.1;
Tables- 7.1.
1
A considerable effort has been made to obtain
close correlation between the language of the manual
with that used in Legislation.
2
The meaning attached to many terms represents, in

many instances, a de facto definition of the term. The
SADC - RTSM - VOL 1
GENERAL PRINCIPLES
INTRODUCTION
1.1.2
MAY 2012
Fig 1.1
Typical Page Layout and Text Conventions
GENERAL PRINCIPLES
SADC - RTSM - VOL 1
MAY 2012
1.1.3
INTRODUCTION
MAY 2012
Fig 1.2
MAY 2012
Typical Figure Page Layout

SADC - RTSM - VOL 1
GENERAL PRINCIPLES
INTRODUCTION
1.1.4
Manual does not, however, set out to define terms and no
attempt has been made to obtain agreement on the
meaning accorded many of the terms used. The
meaning attached to these terms. for the purpose of
understanding the interpretation and application of the
terms, in the context of the Manual, is given in Chapter
10 : Glossary of Terms. It should be noted that there
are many documents, including legislation, in which
terms are defined. Users of the Manual should adhere
to such definitions in relation to the l egal application of
such other documents.
(a)
(b)
(c)
1.1.5 Requirements for Traffic Control

Devices
1
The legal significance of these terms must be

understood by users of the Manual. It is very l ikely that
authorities will be subject to greater levels of legal
action in the future. Failure to adhere to the intention of
the Manual as indicated above could affect the
outcome of such action to the detriment of the
authority.
4
The word "SHALL" is used in two ways. "SHALL" is

used to refer to the actions required of road users and in
this context the provisions of the regulations take legal
precedence. "SHALL" is also used to refer to actions
required of authorities in the use of traffic control
devices. In many instances such a mandate is also
provided for in the regulations.
When the word "SHOULD" is used the condition

referred to is open to a measure of interpretation. This is
recognised in the Manual where, occasionally, the
word "RECOMMENDED" is used in place of
"SHOULD"."RECOMMENDED" should be understood to
have a stronger implication than "SHOULD". If an
authority chooses not to conform to the recommended
action, it would be well advised to record why it has
chosen not to do so.
The use of the word "MAY" is much wider and less

specific than the other two words. It is used directly
in relation to the actions road users and/or authorities
can take, at their discretion, with regard to the
function and use of road traffic signs. "May" is also
widely used in a general sense throughout the text of
the Manual.
The word "yellow" is used throughout the Manual in

place of "amber" with respect to traffic signal
indications. "Yellow" is the more common international
term.
The attention of users of the Manual is drawn particularly

to the dif ferences in the meanings of the following terms
(see Chapter 10) :
GENERAL PRINCIPLES
The functions of traffic control devices include:

(a) the regulation of traffic by assigning right-of-way
and indicating regulations in force;
(b) the warning of road users of hazards and of hazards
ahead, or of regulatory controls ahead; they may
often be temporary devices warning of the hazards to
road users or to workers and plant working on the
road;
(c) the guidance of traffic by the indication of direction,
distance, location and other navigational information;
and locally in the selection of the correct portion of
the roadway;
(d) the provision of additional information to road
users.
3 There are three words used throughout the Manual

dealing with the function, design and application of
traffic control devices, the interpretation of which is
fundamental to the use of the Manual. These words are
the very common words "SHALL", "SHOULD" and
"MAY". The meanings attached to these words for the
purpose of interpreting the Manual shall be:
(a) "SHALL"- a mandatory condition- when this word is
used it means that the condition or conditions
referred to must be complied with;
(b) "SHOULD"- an advisory condition- when this word is
used it is advisable or recommended to comply with
the condition or conditions referred to (see also
"RECOMMENDED" in paragraph 1.1.4.6);
(c) "MAY"- a permissive condition - the conditions
referred to are optional.
standard signs and variable message signs (VMS);

permanent signs and temporary signs;
retroreflective surface and reflective surface.
In order that they may best fulfil their required function

traffic control devices shall:
(a) fulfil a need;
(b) command attention;
(c) convey a clear, simple meaning at a glance;
(d) command the respect of road users;
(e) allow adequate time for the correct response from
road users.
3 Failure to fulfil the required functions may be the result of:

(a) inadequate engineering study prior to installation;
(b) disregard for specific site conditions such as gradient,
sight distance, or road surface and the local effects
of human factors. vehicle limitations or
weather conditions;
(c) lack of maintenance or misuse which encourages
disrespect;
(d) inadequate geometric design - traffic control devices cannot be expected to correct or alleviate
deficiencies in geometric layout.
4
The following criteria should be employed to ensure

that the required functions are met:
(a) design (see Section 1.4 and Chapters 2 to 7);
(b)
(c)
(d)
(e)
placement (see Section 1.6);

application (see all Chapters and Volume 2);
maintenance (see Sections 1.10 and 1.11);
uniformity.
To achieve these objectives, road traffic signs should

comply with the following requirements:
(a) conformity involving disciplined compliance with
nationwide policy so that road users may be
assured of the same signing principles and standards
wherever they may be in the system;
(b) accuracy of signface display to eliminate confusion
which may be experienced by road users if sign
messages do not relate to what can be seen on the
road ahead;
(c) uniformity of signface layout, colour code and sign
display sequence to enhance road users' abilities to
get the best from the system by reducing reading
times;
(d) consistency of signing practice so that like situ-
SADC - RTSM - VOL 1
MAY 2012
1.1.5
INTRODUCTION
ations are signed in a like manner;
(e) continuity of message display until the information
is no longer relevant.
6
engineering judgement.
2
Consistent with the requirement that they shall fulfil a

need, care shall be exercised not to install too many
signs thereby risking bringing the sign system into
disrespect. It is recommended that the use of
regulatory
and warning signs be undertaken
conservatively so that those that are really needed are
effective. However, to achieve reassurance and
continuity of navigational information route markers and
direction signs should be displayed at regular
intervals.
The decision whether or not to use a particular

device, and, if one is to be used, the decision on
how it shall be used, should be made at the very
least on the basis of an inspection of the site.
Specific site factors and the presence of other
devices will influence the use of a proposed new
device. It is strongly recommended that engineering
studies be undertaken by qualified traffic engineers
or traffic officers. If an authority does not have suitably
qualified personnel they should seek assistance from
larger authorities or a traffic engineering consultant.
1.1.9
1.1.6 Uniformity of Traffic Control
Devices
1 Uniformity of practice means treating similar situations in
the same way. The use of a uniform specified or
manufactured traffic control device does not in itself
constitute uniformity. Standard devices used in a
standard manner, in appropriate circumstances, reduce
the time road users need to recognise and understand the
message and to choose a course of action. The meaning
of the device should ideally be apparent at a glance.
2
The principles of design and application of road traffic

signs are detailed in the chapters of this volume. These
principles are summarised in this subsection.
All road traffic signs shall conform to the requirements of

paragraph 1.1.5.2. The guidelines given in the Manual
conform, in general terms, to the following basic
principles or assumptions:
(a) give a positive message in preference to a negative
message whenever such a choice is available;
(b) use symbols or diagrams in preference to words;
(c) signs should preferably have the same appearance
by day and by night (use of retroreflective
material);
(d) limit the amount of information given at any one
time to what can reasonably be observed and
processed by road users; however,
(e) when two required messages are linked or
complement each other, such as a regulatory
message and a warning message, it will
commonly improve the effectiveness of message
transfer to mount the relevant signs together;
(f) the overall approach to signing should embody the
principles of positive guidance (see Section 1.8);
(g) all candidate destination names cannot be displayed at any given point;
(h) pre-trip planning is essential;
(i) regional, area or district names are not a precise
enough source of information.
Uniformity of device and application is essential to law

enforcement and for traffic safety. A standard device
used in an incorrect manner can be as bad or worse
than a non-standard device, and can cause significant
disrespect and disregard for the law.
3 The need for uniformity is becoming more important for the

following reasons:
(a) present-day driving is becoming increasingly complex;
(b) the liability of government, at all levels, for public
safety is increasing;
(c) uniformity of design and manufacture result in
economic unit rates;
(d) a wide range of driver capabilities have to be
catered for;
(e) the amount of travel in unfamiliar road and street
systems is increasing.
1.1.7 Placement of Traffic Control

Devices
1
Traffic control devices and their supports shall be

placed for the purpose of regulating, warning, guiding
and informing road users only on the authority of a
public body or official having jurisdiction. No traffic
control device or its support shall bear any advertising
message or any other message not essential to the
control of traffic, with the exception of STREET NAME
signs GL1 and SUBURB NAME signs GL2 (see
Section 1.9).
Details of the orientation and longitudinal, lateral and

vertical placement of signs is given in Section 1.6.
Ministers, Administrators, or duly authorised officials,

have the power in terms of Road Traffic Legislation, to
remove, or order the removal of, any non-prescribed or
unauthorised sign.
Principles of Signing
The design and use of guidance signs further requires a

disciplined approach to the understanding and application
of principles as follows :
(a) navigation (see Chapters 4 and 8):
(i) primary aids :
route maps
route numbers
interchange (EXIT) and junction numbers
selective destination display to provide
orientation
distances to high speed exits;
(ii) sign information functions :
1.1.8 Engineering Study

1
direction
This Manual includes warrants and specific guidelines in

relation to the use of many of the traffic control devices it
covers. The Manual is, however ,not a substitute for good
MAY 2012
location (you are here)
SADC - RTSM - VOL 1
orientation
confirmation;
GENERAL PRINCIPLES
INTRODUCTION
1.1.6
(b) system efficiency:

(i)
1.1.11 Selection of Destinations
functional requirements (see paragraph

1.1.5.2);
(ii)
criteria to meet required functions (see

paragraph 1.1.5.4);
(c) signface design function (see Chapter 4) :
(i)
Full details on destination selection for direction signs are

covered in Chapters 4 and 8.
The following criteria are important in deciding which

destination will be most effective:
(a) availability at the destination of motorist services;
(b) ability to provide navigational orientation (familiarity);
(c) the next destination;
(d) the proximity of other destinations;
(e) importance in terms of:
clear and simple message transfer to enable road users to :

see sign (conspicuity)
recognise sign function (class identification)
read the sign (legibility)
(i)
population;
interpret the message (comprehension)
(ii)
regional centre (economic activity);
make a decision
(iii)
traffic generation;
(iv) transient tourist population;
act on the decision timeously;

(ii)
(f) junction or termination of routes.
important message transfer factors:

amount of information
1.1.12 Additional Signs and Symbols
length of words
similarity of words
letter/background contrast
upper/lower case letters
2 A number of rules apply to the design of symbols to

make them effective at high traffic approach speeds.
These rules differ for different sign types.
letter size and style

legibility distance/reading time
angle of display;
(d) information display (see Chapter 4) :
(i)
use standard symbols rather than words;
(ii)
display a standard quantity of information in

a standard way;
(iii)
3 In terms of Road Traffic Legislation Ministers or duly

authorised officials may authorise the use of an
experimental sign for a limited period of time so that the
suitability and effectiveness may be determined. No new
sign or symbol shall be used without prior approval. A
draft sign or symbol design may be submitted but
should not be used until it has been refined and
approved in terms of the standard design rules.
4
limit total amount of information.
1.1.10 Use of Numbers on Direction

Signs
1 Numbers have been allocated to the main routes i n
the road network to give a concise collective description
to what is commonly a lengthy piece of road (in a
similar way that postal codes serve to identify fairly
large areas). In addition distances are displayed on
many types of direction sign. These types of numbers
are differentiated by colour code (see Section
1.4).
2
Certain direction signs may also display the interchange exit or junction number which is also
exclusively colour coded.
(a) they are short and can be read at a glance;

(b) primary navigational decisions can be made on the
basis of their message;
(c) they permit accurate and quick correlation with
maps;
(d) they are not language dependant.
It is desirable, in the interests of uniformity, that the

need for a new symbol or sign be submitted, with
motivation, to:
The Secretary of the relevant countries' Road Traffic
Signs Technical Committee.
1.1.13 Lettering
1
This Edition has adopted the German DIN (Standard)

1451 Part 2, Styles "A" and "8", lettering for use on all
signs. All letter dimensions and spacings are fully
proportional for all sizes. This simplifies sign design
and results in a general reduction in the size of direction
signs.
DIN 1451 Part 2 lettering is reproduced by permission

of DIN Deutsches lnstitut fur Normung e.V. The
definitive version for the implementation of the
standard is the edition of this standard bearing the
most recent date of issue, obtainable from Beuth Verlag
GmbH, Burggrafenstrasse 6, D-1000 Berlin
30.
All words used on road signs should be displayed in the

manner normal for printed matter, using upper and
lower case letters, with the exception that the names
on all LOCATION signs or LOCATION information
Use of these numbers may assist message transfer

because:
GENERAL PRINCIPLES
This Edition of the Manual introduces a wide range of

new symbols for use on regulatory, warning, guidance and
information signs, markings and signals. The provision
of these symbols is often based on anticipated future
requirements.
SADC - RTSM - VOL 1
MAY 2012
1.1.7
INTRODUCTION
panels displayed as part of a larger sign, shall be

displayed in uppercase letters only. The use of
uppercase letters is part of the coding system used to
identify locational ("you are here") information. A
modified letter style is specified for this application.
This style, designated "B MOD", has an increased
l etter stroke width to reduce the risk of "overglow",
which could result under high levels of illumination
due to the high contrast between the specified white
retroreflective background and the semi-matt black
letters. Only uppercase letters and numerals are
available in this letter style.
1.1.14
1
A major new sign group for both permanent and

temporary use is the DIAGRAMMATIC guidance sign
group. This class of sign uses the principle of a
diagrammatic display of the (change in) road condition
ahead rather than attempting to put such a message
into words (see Chapter 4, Section 4.12).
The classification of road markings has been improved.

New markings have been added, and the significance
of the following markings has been changed (see
Chapter 7):
The use of maps is fundamental to the navigation

process. It is not reasonable for travellers to get into
their motor cars and drive off, heading for unknown
territory, and expect the road traffic sign system to
guide them there. Their acquired knowledge will vary
from almost nothing, to an intimate knowledge of their
own surroundings, but little or no knowledge of their
ultimate destination. It is therefore very important that
impending travellers undertake adequate pre-trip planning.
Maps are essential for this purpose.
For maps to fulfil their function, road users must have
confidence in them. They must be regularly updated and
they must reflect as closely as possible the information
travellers will find along the road. There is therefore a
responsibility on road authorities to ensure that changes in
the road network are communicated to map-makers.
Significant differences from the European sign system, with

particular reference to the regulatory class of signs, are:
Apart from the changes to letter styles and the use of

symbols, guidance sign design has undergone
numerous detail changes. A new class of LOCATION
signs, which includes STREET NAME signs, has been
incorporated. This class of sign indicates to drivers
MAY 2012
(a) PROHIBITORY LINE markings- have been reclassified

as two markings, the NO OVERTAKING LINE marking
RM1 and the NO CROSSING LINE marking RM2;
(b) WARNING LINE marking - is replaced by CONTINUITY LINE marking WM2;
(c) EDGE LINE marking RM4.1's significance has
been altered under certain circumstances (see
Chapter 7);
(d) PEDESTRIAN CROSSING LINE marking Type B - is
replaced by transverse marking PEDESTRIAN
CROSSING LINES RTM3.
1.1.16 Signing for Heavy Vehicles

1
Much of the motivation for expansion of the road traffic

sign system has been derived from the need to improve
upon the way in which the use of public roads by
heavy vehicles may be controlled. As a result many of
the new regulatory, warning and diagrammatic signs,
often using new symbols, have been provided to meet
this need.
The term "heavy vehicle" is generally used to describe

ALL vehicles with a GVM over 3500 kg, and includes
buses. If buses over such a mass are to be excluded
from a signing exercise, the signing should be
designed based on the class of vehicle known as "goods
vehicle" (see Chapters 2 and 3 and Volume 2).
The Road Traffic Sign System
The shape and colour code of the SADC road traffic sign
system conforms very closely to the principles of the
European interpretation of the international shape and
colour code. There are, however, several variations in
practice within Europe - e.g. the use of blue and green
for freeway and non-freeway direction signs is not
universal - some countries reverse the colour
application. There are other practices which have not yet
received universal acceptance - e.g. the use of a yellow
background colour for temporary road signs and the
brown background colour for tourism signs (see Section
1.4).
(a) ONE WAY ROADWAY signs R4 have a red background colour in the SADC system and a blue one in
the European system;
(b) PROHIBITION signs in the SADC system dealing
with actions and objects (rather than limits) use a
diagonal red slash to indicate the prohibition - the
same signs in the European system do not use the
diagonal slash.
3
Maps
Nothing symbolizes better than maps our human

dependence on knowing our location, or where we are.
Without knowing where we are we can hardly expect to
know how to proceed to where we want to be!
1.1.15
1
where they are, rather than where they may want to

be (DIRECTION signs).In addition two new classes of
supplementary direction signs are included in the
system. These are the TOURISM DIRECTION sign
class which uses a unique brown background
colour and utilises symbols extensively and the
LOCAL DlRECTION sign class, which is similar but
uses black symbols and letters on a white
background with a blue border (see Chapter 4,
Sections 4.10 and 4.11).
1.1.17 Signing for Public Transport

Vehicles
1
It has also been noted that there may be a future need for
improved signing for this class of traffic. Provision has
been made for the signing of a much wider range of types
of public transport vehicles.
The majority of new signs are regulatory signs and

several new symbols have been provided. Generally
these symbols utilize side views of the vehicles.
The provision also now exists to use symbols in place of

words on direction signs when a p u b l i c transport
terminal warrants inclusion on such signs. Generally
these signs use front view symbols. Care should be
exercised not to use these symbols on the wrong
class of sign.
SADC - RTSM - VOL 1
GENERAL PRINCIPLES
INTRODUCTION
1.1.8
1.1.18
Roadworks Signing
Motivation for an exclusive signing system for use at

roadworks has also been a major factor in the technical
revision process. A system of temporary signs has
therefore been created for use at roadworks and other
temporary situations.
The range of temporary signs is comprehensive. The

following important aspects should be noted:
(a) there is no temporary version of STOP sign R1,
YIELD sign R2, NO ENTRY sign R3 or ONE WAY
ROADWAY sign R4 - the standard permanent
forms of these signs shall be used in all
circumstances;
(b) certain signs are ONLY available in a temporary
form;
(c) certain signs are ONLY available in a permanent
form (in addition to those mentioned in (a) above).
It is, however, recommended that early attention be

given to the use of, or conversion to, the following road
traffic signs:
(a)
(b)
(c)
(d)
3- and 4- WAY STOP signs R1.3 and R1.4;

YIELD AT MINI CIRCLE sign R2.2;
ONE WAY ROADWAY signs R4;
BUSES ONLY signs R121 and BUS and BUS LANE
RESERVATION signs R301, R302 and R303;
(e) BUS STOP sign R325;
(f) FREEWAY BEGINS signs R401 and R402;
(g) NO STOPPING LINE marking RM12.
1.1.20
This conflict of interests is, in practice, rarely avoidable

in the interests of road safety. However, its effect should
be recognised and considered, particularly in visually
sensitive environments and the impact minimised if
possible. In almost any environment the
overs upply of road traffic signs, or indeed
any other form of sign, can be considered to
have an unacceptable environmental impact.
1.1.21
1
Awareness and Education
The extent of change in the sign system incorporated in

this Edition makes it obligatory on all authorities to coordinate awareness and educational campaigns directed
at:
(a)
(b)
(c)
(d)
(e)
(f)
Implementation
1 It is a requirement of the Legislation that all aspects of

the signing system conform to the provisions of the
regulations, and thereby of the Manual, by 31
December 2000 in South Africa. With the adoption of
this manual, and its relevant legislation, this deadline
may vary from one member country to another. Whilst
authorities may come under pressure to accelerate
change it is recommended that, in the interests of
economy, the updating of signs be generally achieved
through planned maintenance or as a result of new
capital works.
The significance and application of all individual

temporary signs is covered in this volume. The collective
use of temporary signs at roadworks is covered in
Volume 2, Chapter 13.
1.1.19
this, the necessary road traffic sign is designed to intrude

into the field of view of road users. On the other hand
this field of view may have some particular environmental
or aesthetic value.
road users;
road authority officials;
traffic officers;
those involved in vehicle driver training;
traffic control device manufacturers;
international visitors.
Awareness and educational effort should be directed at

the operational principles of the signing system.
1.1.22 Legal Aspects

1
References are made regularly to the legal implications of

the material contained in this Manual and in the relevant
regulations. Authorities should be aware that in many
instances the principles of common law also apply to their
actions in addition to those of Road Traffic Legislation.
1.1.23 Sign Colour Indication

1 It was originally intended to publish the Manual fully in
colour. As an economy measure colour printing has
been limited to a number of introductory pages, and the
contents pages for numbered road traffic signs covered by
Chapters 2 to 7. These pages do not cover all possible
colour examples or combinations. A black and white
shading system as indicated in Figure 1.3 has been
used to portray the colours throughout the rest of Volume 1
and in Volume 4.
Environmental Impact
The provision of a road traffic sign represents a conflict of

interests. On the one hand it is considered necessary to
communicate a message to road users and in order to do
GENERAL PRINCIPLES
SADC - RTSM - VOL 1
MAY 2012
Fig 1.3
MAY 2012
Key to Colour Coding
SADC RTSM - VOL 1
GENERAL PRINCIPLES
ROAD TRAFFIC SIGN MAINTENANCE

1.10
1.10.1
1.10.1 General
1
The basic functions of road traffic signs are to regulate,

warn, guide and inform road users, during daytime and
night-time and under all weather, climatic and traffic
conditions.
To be effective they should meet the following basic

requirements:
(a)
(b)
(c)
(d)
(e)
promotes road users' observance and avoids excessive

or unwarranted use of road traffic signs. Uniformity of
location will reduce the possibility of a driver not seeing a
particular sign.
4
fulfil an important need;

command attention;
convey a clear, simple meaning;
command the respect of road users;
give adequate time for response.
The condition of a sign may be determined objectively be

measuring the contrast and retroreflectivity of the sign
with standardization equipment, or subjectively by
assessing the night-time visibility of the sign under bright
and dim headlight illumination and its daytime contrast to
background clutter.
1.10.4 Road Signs

3
It is essential that the perception by motorists is

influenced positively by the condition of road traffic signs
and that signs should comply with driver expectancy.
Maintenance of road traffic signs should therefore be

undertaken to ensure that the above requirements are
met.
Road signs consist of the following elements that are

combined to provide an effective sign:
(a) the signface;
(b) the substrate to which the signface is applied;
(c) the frame support structure or stiffening to the
signface and substrate assembly;
(d) posts for ground-mounted signs;
(e) gantries for overhead mounted signs;
(f) lighting components for illuminated signs.
Deterioration or failure of road signs can be ascribed to

various factors. These may include:
1.10.2 Objectives for Road Traffic Sign

Maintenance
1
The primary objective for road traffic sign maintenance is

to ensure that the signs displayed on the road satisfy
criteria like conspicuity, legibility, comprehensibility,
credibility and uniformity in a cost-effective way so that
information can be clearly transferred to the motorist.
Because the physical appearance of signs is apparent to
all road users, the quality of this appearance has a high
profile in crediting or discrediting the authority or
authorities responsible for the provision and/or
maintenance of signs.
(a)
(b)
(c)
(d)
normal deterioration as a result of age or weathering;

vandalism;
signs damaged in vehicle accidents;
accidental damage to signs during other maintenance
operations like grading or mowing of grass;
(e) veld fires.
3
Road sign maintenance comprises all actions necessary

to ensure an effective road sign. This includes:
(a) periodic cleansing of the signface;
(b) repair of vehicle accident damage;
(c) repair of acts of vandalism or other accidental
damage;
(d) cyclic painting of frames, support structures and
posts;
(e) inspection of slip base torque where steel break- away
posts have been installed;
(f) control of vegetation or parking that might influence
the visibility of signs;
(g) structural examination of sign gantries and
cantilevers;
(h) replacement of lighting components;
(i) identification and removal of unnecessary signs;
(j) checking for interference from advertising signs.
Vandalism creates a significant problem and measures to

combat it should be implemented. These may include:
1.10.3 The Effectiveness of Road Traffic

Signs
1
The effectiveness of road traffic signs depends largely on

road user interpretation of signs. It is therefore necessary
that a road user should see the signs. The message on a
sign must be readable or the symbol clearly
understandable and the road user must perceive the
message to be true or appropriate under that particular
condition.
Significant factors in determining the effectiveness of road

traffic signs are an assessment of the uniformity of the
display of signs and an assessment of the performance of
the signs based on their condition.
Greater standardization of the display of signs should

reduce response time and limit the risk of confusion that
drivers may experience when driving in an unfamiliar
area. Uniformity of design should be pursued to improve
recognition and comprehension and will help convey the
message to drivers more clearly. Uniformity in application
MAY 2012
(a) using sign material that will continue to perform even

though damaged;
SADC RTSM VOL 1
GENERAL PRINCIPLES
1.10.2
(b) substrate stiffening;
(c) using rods or vanes at the bottom of posts to prevent
rotation or removal;
(d) installing signs high enough not to be in easy reach
(especially smaller signs);
(e) using the maximum lateral offset from the roadway
edge where it is possible;
(f) restoring vandalised signs as soon as possible to
curtail a perception that the vandalism of signs may
be acceptable practice;
(g) implementing an anti-vandalism programme.
5
It is essential that the effect new (road) works will have on

existing signs be assessed, and that changes to the
existing signs are made as part of the implementation of
the new works.
new lines on new or resurfaced roadways, repainting lines

that have become less visible or the removal of unwanted
lines.
6
The removal of unwanted road markings by over-painting

with black paint is not recommended as it is likely to lead
to confusing patterns in wet conditions, particularly with
the sun at certain angles and under artificial lighting.
7
The scheduling of any remarking of lines should take

proper cognizance of any resurfacing schedules and of
possible changes to markings to accommodate changes
in traffic patterns. In co-ordinating remarking and
resurfacing operations, the effect of an inadequately
marked road should be very carefully considered before
remarking is postponed for any length of time.
From time to time specialised products come on to the

market which can be significantly more effective than
normal road markings. Whilst these may not be costeffective in quantity, consideration should be given to their
localised use in high accident locations. Road or traffic
authority officials should maintain contact with the
traditional suppliers of such products for their possible
application in specialised circumstances.
1.10.5 Road Markings

1
Lines or road markings provide an indispensable

contribution to safety and to improved traffic flow on
modern roads. The effectiveness of road markings
depends to a large extent on the cleanliness of the
markings, on the contrast between the markings and the
surface to which they are applied and on the night-time
visibility of the markings.
Several types of road marking materials are in use

ranging from the solvent based non-reflectorised paint to
thermoplastic retroreflectorised material and preformed
reflectorised tapes. Retroreflectorisation is achieved
through the introduction of solid glass beads into the
material or on top of the newly applied marking
Road markings are re-marked or replaced primarily as a

result of one or more of the following reasons:
(a) markings deteriorate due to the mechanical action of
traffic on them;
(b) markings become obsolete due to changes in
operation on the road;
(c) markings lose their visibility due to maintenance
activities resulting in resurfacing of part or all of a
section of roadway.
The service life of the road markings depends primarily

on:
(a) traffic volume and type;
(b) the position of the marking (dividing line, lane line
etc.);
(c) the type of materials used;
(d) the thickness of the surface to which the material is
applied;
(e) the texture of the surface to which the material is
applied;
(f) the extent to which bituminous binders in the surfacing
have already weathered.
Road marking maintenance comprises all actions to

ensure daytime and night-time visibility of the road
marking. In practice this is simplified merely to painting
GENERAL PRINCIPLES
The removal of unwanted lines may be effected by:

(a) burning;
(b) mechanical grinding;
(c) high pressure water, sand or grit-blasting;
(d) chemical treatment;
(e) black preformed tape.
1.10.6 Roadstuds
1
Roadstuds provide a method for the delineation of roads

in a way superior to retroreflective road markings. The
height of a roadstud ensures that the stud protrudes
above the film of water that forms on the road surface
during rain and which obliterates conventional road
markings. The superior retroreflective properties of some
classes of roadstuds ensure better visibility of the studs
during adverse weather conditions like fog.
Different types of roadstuds are available, each being

appropriate in a particular application. The different types
include those with corner-cube retroreflectors, double
convex lenses and an all glass omnidirectional type.
Deterioration or failure of roadstuds can be ascribed

mainly to:
(a) loss of adhesion to the surface to which they have
been applied;
(b) loss of retroreflectivity because of the dulling of the
retroreflective elements due to scratching;
(c) loss of retroreflectivity because of a build-up of dirt on
the stud; and
(d)insufficient cleaning action by vehicle wheels;
(e)loss of retroreflectivity because of roadway
maintenance actions such as fog-spray or resurfacing;
SADC RTSM VOL 1
MAY 2012
1.10.3
periodically evaluated to ensure that the timing plans in

operation are co-ordinated with possible changes in traffic
demand patterns.
(f) breakage of roadstuds under impact by vehicle

wheels.
4
Roadstud maintenance actions are aimed at the

replacement of individual studs that have become
dislodged or inoperative or the replacement of complete
sections of roadstuds after resurfacing operations.
Specific routine maintenance tasks on traffic signals

include:
(a) functional checking of signal controllers;
(b) cleaning of reflectors and lenses;
(c) inspection of signal head supports or poles;
(d) replacing of signal lamps;
(e) inspection of vehicle detectors for proper functions;
(f) functional checking of pedestrian push-buttons;
(g) inspection of electrical supply cables to the controller
and aspects;
(h) inspection of interconnecting signal cables between
detectors, push-buttons and other controllers;
(i) inspection for proper earth connections;
(j) monitoring of data communication cabling in urban
traffic control systems.
Emergency maintenance tasks on traffic signals also

include:
(a) repairing damage to signal installations because of
vehicle accidents;
(b) repairing damage to vehicle detectors because of
excavations or other roadway maintenance
operations.
It may well be an advantage to display a service

telephone number on signal control boxes at junctions.
This together with a junction identity number could well
contribute to reduced repair times.
1.10.7 Traffic Signals

1
Traffic signals control the assignment of right-of-way at

locations where conflicts exist and where road signs or
markings do not provide the flexibility of control to move
traffic safely and efficiently.
Traffic signals consist of various elements that all have to

operate correctly in order for the traffic signal to operate
effectively. These elements include:
(a) the traffic signal controller;
(b) signal aspects and signal heads;
(c) signal lamps;
(d) vehicle detectors;
(e) signal supports;
(f) interconnecting cables.
To ensure the effective operation of traffic signals and

maintaining the integrity of the system it is necessary that
all aspects relating to the operation of the various
elements be properly maintained. Immediate traffic
problems will result when a signal is not operating or
when one malfunctions. For emergency maintenance it is
therefore essential that an appropriate fault reporting
system be established. It must also be recognized that
once traffic signals had been installed, they should be
MAY 2012
SADC RTSM VOL 1
GENERAL PRINCIPLES
ROAD TRAFFIC SIGN MANAGEMENT SYSTEMS
1.11.1
1.11 ROAD TRAFFIC SIGNS

MANAGEMENT SYSTEMS
1.11.1
1
General
Management has been defined differently by different

authors. Most definitions, however, recognize
management to be a process of i nfluencing members
of an organization and using organizational resources
systematically to achieve
stated
organisational
objectives. The process consists of planning,
organizing, leading and controlling elements that are
applied in an integrated way. Management systems are
therefore set up to guide the organization through this
process to improve the likelihood of achieving the
objectives.
Against this background it is necessary to clearly
establish the objectives that would be pursued before
the management system is set up. For example
management systems could be set up to provide
information on the condition of the roadway system or
roadside features or it could be set up to guide the
maintenance of the roadway system or roadside
features.
Information management systems normally include
functions such as the development of infrastructure
inventories and p r o c e d u r e s for the updating
thereof and for periodic or special report generation.
Maintenance management
systems utilise the
inventory information to identify deficiencies, prioritize
maintenance needs, schedule maintenance efforts and
to monitor conditions.
(d) planning of road sign, traffic signal and road

markings improvement programmes;
(e) controlling and optimizing field maintenance;
(f) analysing the effectiveness of various traffic control
devices;
(g) monitoring
performance
for
specification
development.
1.11.4 Inspection
1 Inspection of the different elements must be carried out
periodically to assess their condition. This can be done
through visual i nspection w h i c h results in subjective
assessment or through more objective methods
incorporating the use of sophisticated measurement
equipment like retroreflectometers.
1.11.5 Needs Determination

1
The determination of maintenance needs is done by

comparing the results of the condition assessment with
predetermined standards.
As use of a management system develops it can be

one of the objectives of the system to assist the
planning of maintenance well into the future. This will
involve the collection and incorporation of data suitable
for the development of prediction models covering the
deterioration of the different components in the system.
1.11.2 Road Traffic Sign Management Systems
1.11.6 Costing
Depending on the objectives of the authority establishing

a road traffic sign management system, a system should
be set up in such a way that it can be developed into a
sign maintenance management system.
After identifying the maintenance needs it is necessary

to estimate the resource requirements necessary to
execute the identified tasks.
Such a road traffic sign maintenance management

system could include the following components:
A more accurate and realistic determination of future

funding requirements may be achieved using a welldeveloped prediction model. This should enable an
authority to budget adequate funding to cater for the
longer term deterioration of the system.
(a) inventories of signs, signals and markings;

(b) inspections scheduled at pre-determined intervals
to assess and evaluate the condition of the
different elements;
(c) maintenance needs determination relative to set
standards;
(d) costing of identified maintenance tasks;
(e) determination of priorities;
(f) execution sub-systems including task scheduling
and cost allocation;
(g) monitoring.
1.11.3
1
It is not unreasonable to expect that the cost of all

identified maintenance tasks will exceed the available
budget. Objective priorities depending on the
importance of the task and of the road should be set.
The use of a prediction model may help to minimise

any accumulative effect of annual budgetary shortfalls
by providing effective motivation for maintenance
funding well into the future, and not just from one
year to the next.
Inventories
Inventories including road signs, traffic signals and road

markings should be developed with the objective of
providing information that will address some or all of the
following applications:
(a) assessing traffic control device adequacy and
visibility;
(b) analysing the need to upgrade traffic control
devices to meet uniformity and application
standards;
(c) providing the means to obtain information about
traffic controls for continuous monitoring and
adjustment to optimize traffic safety and
operations;
MAY 2012
1.11.7 Priorities
1.11.8 Execution
1
Execution sub-systems could include a wide range of

activities like scheduling, procurement, inventory control
and cost allocation, all at varying l evels of
sophistication.
1.11.9 Monitoring
1 The object of monitoring is to ensure that resources are
being used in the manner intended and that the desired
results are achieved.
SADC- RTSM - VOL 1
GENERAL PRINCIPLES
ROAD TRAFFIC SIGN MANAGEMENT SYSTEMS
1.11.2
1.11.10
Implementation of a Road Traffic

Sign Maintenance Management
System
Before implementing a road traffic sign maintenance

management system certain basic issues should be
carefully considered:
(a) the size of the network to be maintained;
(b) the level of detail to which analysis would be done
within the maintenance management system;
(c) the existence of an unambiguous location referencing system;
(d) access to a computer system that is well supported by
staff;
(e) centralization or decentralization of decision making;
(f) existence of appropriate objective standards;
(g) type of information needed from the system;
(h) updating of information;
(i) hierarchal needs of information;
(j) procedures for handling changes to the network.
It is therefore necessary that an authority set aside

sufficient resources at the conception stage for it to
investigate thoroughly a range of alternative strategies
and exercise skill and professional judgement before
embarking on a project that would have long term
financial implications (see also Volume 2, Chapters 17
and 18).
GENERAL PRINCIPLES
1.11.11
1
Bibliography
The following publications represent a selected reading list

for those interested in a road traffic sign management
system :
1. Federal Highway Administration. Traffic Control
Devices Handbook, Washington DC,1983;
2. Atkinson, K. Highway Maintenance Handbook,
Thomas Telford, London, 1990;
3. Robinson, R and Snaith ,MS. Some simple methods
of maintenance
management appropriate for
developing countries, Transportation Research
Record 1019, Washington DC, 1985.
4. Opiela, K and Perkins, DO. Infrastructure Inventories The starting point for effective highway management,
ITE Journal February 1986;
5. Datta, TK and Herf, L Cost-effective analysis for
various
inventory
procedures,
ITE
Journal,
September 1986;
6. Federal Highway Administration. Maintenance and
Highway Safety Handbook, Washington DC,1977;
7. AASHTO - Select committee on highway safety.
Highway design and operational practices related
to highway safety - 2nd E d i t i o n , Washington DC,
1974;
8. US Department of Agriculture - Forest Service.
Signs maintenance guide, Nettleton, T (Project
leader), Missoula, Montana, October 1979;
9. Woltan, HL. Sign M a i n t e n a n c e Management,
Transportation Research Record 979.
SADC - RTSM - VOL 1
MAY 2012
1.2.1
ROAD CLASSIFICATION
1.2
ROAD CLASSIFICATION
1.2.1 General
1 If GUIDANCE signing is to be effective in metropolitan
areas, in towns, and in a rural setting, at all levels of
the road network, for local drivers and for drivers
unfamiliar with the area in which they are travelling, it
is desirable that there shall be a good measure of
uniformity of signing practices throughout the member
countries.
2
The road networks in each country have been

classified for different functional purposes. In order
to aim for the objective of signing uniformity the
various existing classifications have been assessed
and in general terms were found to offer too wide a
range of categories for the purpose of GUIDANCE
signing. A road classification for signing purposes has
therefore been developed.
classes of road. It is the duly of road authorities to

satisfy such expectations.
3
The class of road may be indicated directly, through

differences in the guidance sign colour code e.g. by the
use of blue, green or other background colours. It may
also be made obvious by the use of signs with visibly
different appearances e.g. FINGERBOARD signs.
Alternatively a more subtle difference may be indicated
by the provision of a greater or lesser number of
guidance signs. The overall objective, however, should
remain that of obtaining an adequate state of
awareness in drivers, to changes in the levels of the
road hierarchy.
Different classes of road can also be indicated by

means of the route number allocated to the road although this is not applicable throughout the whole road
network (see Sections 4.1 and 4.6). It should be noted,
however, that different designatory letters are used in
member countries to identify classes of route which
have essentially the same characteristics as similar
classes of route in other member countries.
Roads are therefore broadly classified as RURAL or

URBAN and specific differences in signface display
rules are related to these basic categories. Within these
classes the road types have been further subdivided
into four groups, namely CLASSES A, B, C and D, as
indicated in Figure 1.4. If a need exists, each of these
classes may be further subdivided, provided recognisably
different methods of signing can be provided for each
class. CLASS A roads and URBAN CLASS B streets
are sub-classified as indicated in Figure 1.4. The
signing of roads in peri-urban areas requires particularly
careful attention since the operational boundary between
RURAL and URBAN classes is rarely as clear-cut as a
line on a map.
1.2.2 Road Classification for Signing

Purposes
1
This road classification is basic because there are

definite limits to the number of ways in which
GUIDANCE signs, and specifically DIRECTION signs,
can be made to indicate with sufficient immediate
recognition potential, the different classes into
which the road network is divided for signing
purposes.
It is considered necessary to treat the signing of
different classes of road in recognisably different ways
so that road users may be readily aware of the class of
road on which they are travelling, or which they are
about to enter. Such a state of awareness is necessary
to achieve the attention levels appropriate to the
complexity of the driving task likely to be experienced
on a given class of road, and thereby to the navigational
requirements appropriate to the road class. In such a
way drivers are likely to develop an appropriate level of
expectation with respect to the provision of
GUIDANCE signs on different
MAY 2012
SADC - RTSM - VOL 1
GENERAL PRINCIPLES
ROAD CLASSIFICATION
1.2.2
Fig 1.4
Road Classification for Signing Purposes
GENERAL PRINCIPLES
SADC - RTSM - VOL 1
MAY 2012
ROAD TRAFFIC SIGN CLASSIFICATION

1.3
1.3.1
General
The term ROAD TRAFFIC SIGN is the collective term used

in legislation to include all ROAD SIGNS, ROAD
MARKINGS and TRAFFIC SIGNALS. The classification
detailed in this section therefore covers all three
sub-categories of road traffic signs. Whilst road traffic signs
are directed at road users in general the majority of signs
are for drivers of vehicles (including bicycles). Signs are
broadly classified by function as REGULATORY,
WARNING, GUIDANCE and INFORMATION road traffic
signs (see Figure 1.5).
Road Signs
ROAD SIGNS represent by far the biggest numerical group

in the overall road traffic sign classification. The further
classification of road signs is necessary to assist in the
development of specific primary properties i.e. a sign shape
and colour code. Since the various classes of road sign
have significant functional differences it is important that
road users, observing a road sign, instantly recognise its
function, based on the primary properties, prior to
comprehending the specific signface message that is being
conveyed. In doing so they should, virtually automatically,
be in a state of readiness to act in accordance with the
message once this is observed and understood, and have
determined that such message has immediate application
to them.
The basic ROAD SIGN classification is as follows:
(a) REGULATORY signs - R numbering series and
generally a circular shape
(b) WARNING signs - W numbering series and generally a
triangular shape;
(c) GUIDANCE signs - G numbering series and generally
a rectangular shape;
(d) INFORMATION signs - IN numbering series and
The shape, size and colour characteristics of each of these

classes are described fully in Section 1.4. The
harmonisation process identified a lack of clarity in the
subdivision of the main classes of road traffic signs, to the
extent that occasionally new signs were being proposed
out of their correct class. This factor, together with the
relatively large increase in the number of signs, motivated
for the creation of clearly identified sub-classifications
within the main classes. This in turn made it advantageous
to re-number all but a very few road traffic signs. To do
otherwise would have resulted in significant confusion (see
Figure 1.6).
Virtually all road signs may be used in either a
PERMANENT or TEMPORARY form. Those that should
only be used in the one or the other form are clearly
identified on the individual sign description pages.
PERMANENT signs include all road signs used
MAY 2012
to indicate normal conditions - the status quo. A

SELECTIVE RESTRICTION regulatory sign which limits
the applicability of a regulation, for instance to only a part of
the day but every day, remains classified as a
PERMANENT sign because its application, although only
for part of the day, is constant.
A TEMPORARY sign on the other hand, is any sign which
is placed in view of road users to indicate a change to
normal circumstances, whether this be for a few minutes or
for several months. The message which should be inferred
by an observer of TEMPORARY signs is that normal
standards may not apply, and as a result, a higher level of
attention to surrounding circumstances, which are not
normal, is required. The interpretation of what is permanent
and what is temporary has presented difficulties for some
sign practitioners. A roadworks site that has been in
operation for several months could, for instance, be
considered to be a normal circumstance. It clearly is not,
<%2>because although it is of long duration, there may be
daily or even hourly variations of traffic accommodation
detail. Drivers must be sufficiently attentive to these
variations to deal with them safely - hence the use of
TEMPORARY signs to attempt to create the required
attention
levels.
Typical
TEMPORARY
signing
circumstances include:
(a) roadworks, maintenance, construction and other
building sites;
(b) accident sites;
(c) temporary traffic accommodation or control, including
school sites and scholar patrols;
(d) the temporary display and removal of a NO PARKING
or NO STOPPING prohibition during events for
example (not to be confused with the use of a
SELECTIVE RESTRICTION NO PARKING or NO
STOPPING sign which is permanently displayed).
Road signs may also be displayed in a STANDARD or a
VARIABLE MESSAGE form. The majority of road signs
covered by this Manual are standard signs. Variable
message signs are covered in Chapter 9 and in Volume 2.
generally a rectangular shape.

3
In addition to selected specific road traffic signs

incorporated into the overall signing system which relate to
pedestrians, for the first time this edition of the Manual
includes details of a GUIDANCE sign sub-class for
pedestrians.
1.3.2
1
1.3.1
REGULATORY signs have legal significance. Their

function is to control or restrict the actions of road users.
Disregard of such signs constitutes an offence. This group
of signs is subdivided into a wider classification as follows:
(a)
(b)
(c)
(d)
(e)
(f)
(g)
CONTROL signs;
COMMAND signs;
PROHIBITION signs;
RESERVATION signs;
COMPREHENSIVE signs;
SECONDARY MESSAGE signs;
DE-RESTRICTION signs.
The function of WARNING signs is to indicate

circumstances that are hazardous or potentially hazardous
to road users and they are classified as:
(a) ADVANCE WARNING signs - located before a hazard;
(b) HAZARD MARKER signs - located at the hazard.
SADC - RTSM - VOL 1
GENERAL PRINCIPLES
1.3.2
GUIDANCE signs are essentially those signs previously

classified as INFORMATION signs, which had a
directional or guidance (navigational) function rather than
simply an information function. GUIDANCE signs are
further classified as:
(a)
(b)
(c)
(d)
(e)
(f)
(g)
(h)
LOCATION signs;
ROUTE MARKER and TRAILBLAZER signs;
DIRECTION signs;
FREEWAY DIRECTION signs;
TOURISM signs;
LOCAL DIRECTION signs;
DIAGRAMMATIC signs
PEDESTRIAN signs.
10 Signs which do not include a directional or navigational

message component are classified as INFORMATION
signs. All INFORMATION sign numbers have been
changed - see Chapter 5.
1.3.3
1
Road Markings
ROAD MARKINGS are broadly classified as:

(a) REGULATORY markings - RTM and RM numbering
series;
GENERAL PRINCIPLES
(b) WARNING markings - WM numbering series;

(c) GUIDANCE markings - GM numbering series.
Regulatory road markings have a legal significance and
they are widely used to control the actions of road users.
Disregard of such markings constitutes an offence. It
should be noted that the road marking colour code is not as
specifically developed around regulatory markings as is the
colour code for regulatory road signs (see paragraph
1.4.4.10). Regulatory road markings are subdivided into:
(a) TRANSVERSE markings - RTM numbering series;
(b) LONGITUDINAL markings - RM numbering series.
For details of road markings refer to Chapter 7, and for
application examples to Volume 2, Chapter 2.
1.3.4
1
Traffic Signals
The vast majority of TRAFFIC SIGNAL applications have a

regulatory function. Failure to obey a TRAFFIC SIGNAL
constitutes an offence. One or more yellow flashing lights
may be used to supplement a road sign message to
increase its conspicuity and thereby warn of its presence
(see Chapter 6).
SADC RTSM VOL 1
MAY 2012
Fig1.5
MAY 2012
1.3.3
SADC - RTSM - VOL 1
GENERAL PRINCIPLES
1.3.4
Fig 1.6
Detailed Classification with Numbering Series
GENERAL PRINCIPLES
SADC RTSM VOL 1
MAY 2012
Fig 1.6
MAY 2012
1.3.5
SADC - RTSM - VOL 1
GENERAL PRINCIPLES
SHAPE, SIZE AND COLOUR
1.4
1.4.1
1.4.1 General
1
A road traffic sign is more easily seen, identified and

read if different classes of sign conform to different
shape and colour codes.
The shape, size and colour of a road traffic sign contribute to its conspicuity and to the transfer of its primary
function or class, and its specific signface message.
The conspicuity achieved by a sign may result from any or
all of these physical attributes of signs. Within
reasonable limits it is desirable to achieve effective
conspicuity in a particular road scene with the smallest
possible sign. In this way an acceptable compromise
between the conflicting objectives, for a road traffic
sign, of being seen by road users but of not causing an
unacceptable environmental intrusion, may be
achieved.
Effective message transfer will not be achieved if

there is not an adequate colour contrast between the
colour of the text or symbol used on a road traffic
sign and the colour of the sign background. It should be
noted that some colour combinations (message and
background) which are effective during daytime may
not work as well at night, and vice versa. In this regard
the use of retroreflective materials to achieve adequate
conspicuity of a sign at night may reduce the night-time
legibility of the message compared to that achieved in
daytime. For this reason it is recommended that
organisations purchasing road signs have an adequate
checking process to ensure that the signface materials
used conform to specifications (see Sections 1.1 and
1.5).
a variable message is of the light reflecting type it shall

retain the shape, size and colours of standard signs
(permanent or temporary).If a variable message sign is
of the light emitting variety it shall accurately represent
the shape and the border colour of regulatory and warning
signs, whereas the colours of the text or symbol, and the
background for such signs, should be reversed so that
the text and background colours are white and black
respectively (see Chapter 9).
8
Light emitting variable message signs, displaying

worded messages only, should do so within a rectangular
shape in white letters or numerals on a black
background. The provision of a border on such signs is
optional but recommended. The border may be
provided in white retroreflective material.
Shape, size and colour are also relevant for road

markings and traffic signals, however, the colour code of
road markings is not specifically related to function such
as "regulation" or "warning", and traffic signals have
limited variations in shape, size and colour.
1.4.2 Shape
1
The shape and size of a road sign play an important

part in ensuring that drivers actually see the sign. This
function is termed the "attention conspicuity" of the sign
and refers to the ability of a sign to attract attention
when an observer's (driver's) attention is not specifically
directed to the probable occurrence of the sign.
Signs which are traditionally small, because their message

i s short in terms of text or because it is represented by
a symbol, have been assigned to shapes that stand out
effectively from the background clutter. These shapes
give a better quality of edge definition, and therefore
shape recognition, to road signs seen against a
complex background. For these reasons more important
regulatory signs, those that are MANDATORY and
PROHIBITORY, are CIRCULAR, although there are
some exceptions, namely:
The colour of the reverse side of road signs shall be

grey, UNLESS:
(a) the signboard material is aluminium;
(b) the sign is a STOP sign R1,or one of its derivatives, in
which case the colour of the reverse side shall be
white:
(c) the sign is a portable sign in which case the reverse
side should be marked with yellow retroreflective
stripes on a black semi-matt background so that a
pattern of alternating 150 mm wide yellow and black
stripes is created;
(d) the sign is double-sided.
The colour of any post specifically erected for the

display of a road sign shall be as follows:
(a) if the post is steel - grey, or the natural colour if
plated {galvanised);
(b) if the post is wood - the colour of the wood as
treated;
(c) if the post is concrete - the natural colour of
concrete.
Road signs may be provided as PERMANENT or TEMPORARY signs and the colours used for a specific sign
change according to such use (see Subsection 1.4.4 and
Chapter 10).
The use of VARIABLE MESSAGE signs is growing. If
MAY 2012
STOP sign R1 - OCTAGONAL;
(b)
(c)
YIELD sign R2- TRIANGULAR;

PEDESTRIAN PRIORITY sign R5- DIAMOND.
All other regulatory signs are RECTANGULAR e.g.

ONE WAY ROADWAY sign R4, and all RESERVATION
and COMPREHENSIVE signs.
3
Signs which WARN

TRIANGULAR.
Guidance and information signs are RECTANGULAR

with a few exceptions as follows:
of
hazard
ahead
are
(a) ROUTE MARKER sign GE15 (RSA National) PENTAGON;

(b) ROUTE MARKER sign GE14 (RSA Provincial) DIAMOND;
(c) RIGHT OF WAY sign IN7 - DIAMOND.
If the road sign is mounted on the same post as a traffic

signal, the above requirements shall not apply and the
colour of such a post shall be the golden yellow specified
as standard for traffic signal supports.
6
(a)
When the message is brief rectangular signs are also

small, however, those used for guidance purposes of
some complexity are relatively large. Shape and colour
codes assigned to various classes of road sign are
illustrated in Figure 1.7.
SADC - RTSM- VOL 1
GENERAL PRINCIPLES
As a general rule sign classes are differentiated from

each other by shape, whereas subdivisions within a
class are differentiated from each other by colour.
Therefore, the first message to be interpreted by drivers
on seeing a sign, is the type or class of message that the
sign is to transfer.
Notwithstanding the development of a road sign shape
code, account should be taken of the nature of the
background envir onment in which a sign is to be
located, and the competition existing for the attention of
drivers. This applies particularly when designing and
erecting signs in complex environments such as
shopping areas or cit y centres. In such cases the
positioning of signs should also be considered carefully
to maximise their target value. It may be necessary to
consider the use of elevated or overhead signs or the
use of a HIGH VISIBILITY background to a regulatory or
warning sign, to improve the attention c ons pic ui t y of
the sign. This practice is well established for traffic
signals in the form of a black backing board with a
white border.
Whilst a high visibility background is rectangular and
may itself offer a lower level of edge definition against the
background, its function is to significantly improve the
target value of the whole sign, and to give better edge
definition, and hence shape recognition, to the
superimposed sign. When building a n e w r o a d ,
l a n d s c a p i n g can be used to provide a suitable
background for signs.
background the introduction of even one colour (say as a

border colour) serves to create a colour contrast between
the sign and the background (a "chromatic" sign).
2
The contrast between the colours used on a sign also

affects the l e g i b i l i t y of the sign message. As a
general rule a luminance ratio and a coefficient of
retroreflection ratio between the text or symbol colour,
and the signface background colour, should be at least
7 to 1 and preferably 10 to 1. These contrast ratios can
be reduced to around 4 to 1 for large areas of different
colours. Chromaticity charts covering the different
colours used on road traffic signs are given in Section
1.5 and full specifications of colours are covered by
SASS 1519: Road Signs, SASS 1459: Traffic Lights,
SASS 731:Road Markings and SASS 1442: Roadstuds.
The different colours, used on different shapes of sign

contribute to the early comprehension of the sign class or
the level of the sign within the overall sign hierarchy. The
use of a yellow background for all classes of
TEMPORARY sign is a specific example of this principle
(see Figure 1.10). Figure 1.7 illustrates the hierarchy of
the sign shape and colour code.
In Section 2.0, Figure 2.2 shows the colour code within the
REGULATORY sign class where border colour,
background colour and symbol colour are used to
differentiate between the sub-categories of regulatory
sign so that:
(a) CONTROL signs, which vary in shape, are always
white on red;
(b) COMMAND and PROHIBITION signs, which are circular in
shape, are differentiated by their colour code:
1.4.3 Size
1
Road Traffic Legislation lays down, through its

regulations, the m i n i m u m size of regulatory and
warning signs. These sizes are noted in Tables 2.4 and
3.1.
Minimum sized signs should only be used when the
environment in which the sign is located is conducive to
good attention conspicuity. The sign function should
become evident when the sign lies just within a driver's
cone of vision forming an angle of the order of 6 with the
normal to the direction of travel. If this parameter cannot
be met, the sign size should be increased so that its
shape is recognisable from a distance that places it
within the desired cone of vision.
The effective size of a sign can be increased by using a
larger standard sign size or by providing a HIGH
VISIBILITY background. The effects of choosing a
larger standard size of sign are likely to be of the order of
a doubling of conspicuity when using a 900 mm
diameter sign instead of a 600 mm diameter sign, or an
increase in conspicuity of five times if a 1200 mm
diameter sign is used in place of a 600 mm diameter
one (see Subsection 1.4.2 and Sections 2.8, 3.6 and
4.4).
1.4.4 Colour
1
Colour on its own is not considered a significant factor

affecting the conspicuity of a road traffic sign when
compared, message for message, with a white sign
with black text (an "achromatic" sign). This is because
the introduction of colour is likely to reduce the sign
luminance. The conspicuity of a sign can be attributed in
part to the luminance contrast between the sign and the
surrounding background. When there is little luminance
contrast between an achromatic sign and the
GENERAL PRINCIPLES
(i) COMMAND -white on blue with a white border;

(ii) PROHIBITION - black on white with a red order;
(c) RESERVATION and COMPREHENSIVE signs which
are rectangular in shape are differentiated by their
colour code:
(i)
RESERVATION- white on blue with a
white border;
(ii) COMPREHENSIVE - white on blue with a
red border.
5
Figure 1.8 expands the basic regulatory sign colour

code given in Section 2.0 Figure 2.2, by using as an
example, regulatory signs for heavy vehicle control.
In Section 2.0, pages 2.0.18 to 2.0.20, a variety of

examples of SELECTIVE RESTRICTION regulatory
signs, and of regulatory signs used within HIGH VISIBILITY backgrounds are shown. The secondary message
portion of selective restriction signs shall use the same
background, symbol and border colour code as the main
sign above it. High visibility signs with their increased
area of white or yellow background may be used to
increase the target value of the superimposed sign(s).
Section 3.0, page 3.0.1, shows the colour code used for
the warning sign class, for both PERMANENT and
TEMPORARY categories. If additional information is
required this shall be provided on a SUPPLEMENTARY PLATE IN11, below the warning sign as shown on
page 3.0.8. This colour code also applies if a
supplementary plate is required below a regulatory
sign or a HIGH VISIBILITY sign.
Figure 4.1 in C h a p t e r 4 , Section 4.0 shows the
SADC - RTSM- VOL 1
MAY 2012
1.4.3

Guidance Sign Classification for permanent Guidance
signs in colour.
9
Figure 4.2 in Section 4.0 shows the background colour

code for freeway signs, and illustrates the supplementary
code used for the various numbers which may appear
on such signs:
(a) INTERCHANGE (EXID or JUNCTION NUMBER black on white (location);
(b) ROUTE NUMBER -yellow;
(c) DISTANCE -white.
This figure also illustrates the function of the different
elements of information used on ground-mounted and
overhead freeway direction signs.
their colours. It should be noted that there is no distinct

colour code establishing a clear functional distinction
between the regulatory, warning and guidance classes of
road marking. Regulatory markings for instance are
variously white, yellow and red. Yellow is, however,
only used for regulatory marking applications.
11 Section 6.0, pages 6.0.3 and 6.0.4, illustrate the range of
traffic signal shapes and the relative positions of the
various standard colour indications.
12 Examples of TEMPORARY signs in the regulatory,
warning and guidance sign classes, including examples
of temporary selective restriction regulatory signs and high
visibility signs, may be found in their respective chapters
and in Figure 1.10.
10 Figure 1.9 shows typical details of road markings and
MAY 2012
SADC - RTSM- VOL 1
GENERAL PRINCIPLES
1.4.4
Fig 1.7
GENERAL PRINCIPLES
Basic Sign Shape and Colour Code

SADC - RTSM - VOL 1
MAY 2012
Fig 1.8
MAY 2012
1.4.5
Typical Examples of the Application of the

Regulatory Sign Colour Code to a Vehicle Class
SADC - RTSM - VOL 1
GENERAL PRINCIPLES
Fig 1.9
Typical Road Marking Shapes and Colours
GENERAL PRINCIPLES
SADC RTSM -VOL 1
MAY 2012
MAY 2012
SADC - RTSM - VOL 1
GENERAL PRINCIPLES
Fig 1.10
GENERAL PRINCIPLES
Temporary Sign Colour Code Examples

SADC - RTSM VOL 1
MAY 2012
SPECIFICATION AND MANUFACTURE

1.5
1.5.1
General
5
6
1.5.1
In South Africa the Bureau of Standards has a number of

"Specifications" (CKS) and "Standard Specifications"
(SANS) which are relevant to the manufacture and
appearance of road traffic signs. The most relevant of
these are:
(a) SANS 1519-1 2006/1519-2 - 2004: Road Signs
(b) SANS 731-1 2006/731-2 - 2006: Road Marking Paint
(c) CKS 192 - 1971: Drop-on Type Reflectorised
Road-Marking Paint;
(d) CKS 501 - 1981: Road Marking Paint, High Build,
Non-Skid;
(e) SANS 1442 - 2008: Roadstuds;
(f) SANS 1459 - 2004: Traffic Lights
Where these specifications do not include a colour
specification, such as for paints, this is covered by:
(a) SANS 1091 - 2004: National Colour Standards for
Paint; or
(b) CKS - 279 - 1971: Colours for Paints.
The above specifications do not cover the manner in
which signs, markings or signals shall be erected or
marked on the road surface. Such standards are either
under development or are provided as part of contract
documentation or departmental specifications.
This Manual supplements the standard specifications by
supplying sufficient detail for the accurate dimensional
design and manufacture of signs and signals so that they
appear to road users as intended. It also covers the widths
and line-to-gap ratios for all road markings.
Road Traffic Legislation, specifies a range of minimum
sizes for various, but not all, road traffic signs
In addition, the manner in which road traffic signs should
be installed in relation to each other (sometimes in a
sequential order) is covered by the Manual. More specific
details in this regard are covered in Volume 2.
Public authorities, will, from time to time, also make
available standard details in the form of manuals, standard
plans or additional specifications to cover interpretations of
the various factors covered by this Manual to suit their
geometric design and other standards.
The manufacture and positioning of road traffic signs shall
be accurately specified, AND they should be checked
for compliance with specification.
1.5.3 The Use of Retroreflective Materials

1
In general, any road sign or part of a road sign (typically

the message), the significance of which is to be
identifiable during the hours of darkness or l ow
ambient light levels, shall be retroreflective. This
requirement is covered on a sign-by-sign basis in the
Regulations and Volumes 1 and 4 of this Manual. Table
1.1 summarises this information.
An authority may specify a retroreflective background for

signs which are not required by regulations to have a
retroreflective background. Such action is recommended
when it is necessary that the colour code used on the sign
be recognisable at night as well as by day. Whilst it can
be argued that this requirement applies at all times, the
cost implications of using retroreflective backgrounds on
larger guidance signs are significant. Table 1.1 indicates
sign retroreflective backgrounds.
Retroreflective material is available in many grades of

quality. Three of these grades are specified in SANS
1519, namely Class I, Class II and Class Ill. Whilst
the standard specification requires compliance with
durability tests, the suppliers of materials are
commonly prepared to provide a warranty for the
above classes of material, provided various
conditions are complied with during manufacture. A
warrantied Class I material is considered to have an
acceptable level of degradation due to weathering
over a 7 year life, whereas warrantied Class II and
Class III materials are considered acceptable over a
1.5.2 Dimensional Tolerances

1
SANS 1519 refers to this Manual stating that "the layout of

the message on the signface shall conform to the layout,
given in the applicable drawings of the Manual, so that no
deviation exceeds 5% of the layout of the applicable
drawings". Legislation also permits a tolerance of 5%
below the minimum dimensions for certain signs. The
effect of these requirements, from a manufacturing and
checking point of view, is that the following elements of a
regulatory, warning, guidance or information sign shall not
be more than 5% under the stated dimensions nor more
than 5% over the stated dimensions:
(a) the overall height, length or diameter of a sign
MAY 2012
(b) any border;

(c) any internal space;
(d) the height, length or diameter of any arrow, symbol,
numeral or letter;
(e) any internal part of any arrow, symbol, numeral or
letter.
In terms of the provisions of paragraph 1.5.2.1 the internal
part of any arrow, symbol or letter shall, in addition, not
deviate BOTH over AND under the stated dimensions so
that the total deviation exceeds 5% (for example - one part
shall not be more than 2,5% under dimension if another
part is 2,5% over dimension).
In all other respects all lettering used on road signs shall
conform to the details of German DIN 1451 - Part 2 Styles
A and B (see Volume 4 - Chapter 11).
Legislation requires that a road marking has a minimum
width of 100 mm with a tolerance of up to 10% under such
dimension. Any wider road marking line dimensions shall
not deviate from the required width by more than 10 mm.
The length of broken lines and the gaps between them
shall, when either or both exceeds 1,5 m in length not
deviate from the lengths specified in Chapter 7 by more
than 150 mm. The longitudinal tolerance for road marking
line and gap dimensions under 1,5 m in length shall be 50
mm.
SANS 1459 specifies a maximum centre to centre
dimension for traffic signal aspects and permits a tolerance
of 10 mm on 210 mm diameter aspects and 20 mm on 300
mm diameter aspects.
SADC - RTSM - VOL 1
GENERAL PRINCIPLES
1.5.2
TABLE 1.1
RETROREFLECTIVE MATERIALS FOR ROAD SIGNS
TABLE 1.1
Permanent Road Signs - Recommended Class of Retroreflective Material

Type
REGULATORY
Control
Command
Prohibition
Reservation
Comprehensive
WARNING
Advance
Hazard
GUIDANCE
Location
Route Marker/Trailblazer
Direction
Freeway Direction
Tourism
Local Direction
Diagrammatic
Pedestrian
INFORMATION
Series
Background
Border
Text
Symbols/
Arrows
R1 - R6
R101 R140
R201 R242
R301 R354
R401 R403
1
1
1
*/1
1
1
1
1
1
1
1
1
1
1
1
1
W101 W363
W401 W415
1
1
1
1
GL
GE
GD
GA GB GC
GF
GDL
GS
GP
IN
1
1
*/1
1
*/1
1
1
*/1
1
NOTES:
Notes
1
1
1
1
1
1
1
1
1/3
1
1
1
1/3
1
River 1
Block 1
KEY:
(1) All temporary road signs shall have a retroreflective

background, and semi-matt border, symbol or letter.
(2) An authority may specify Class Ill in place of Class II if
satisfied that this i s cost effective (see Subsection
1.5.3).
(3) Check luminance factor before specifying higher than
Class I.
(4) Due to their small size STREET NAME signs GL1 are
recommended to be retroreflective.
1
3
Class I
Class III
Semi-matt
Not Applicable
Semi-matt instead
of Class I when only for
daytime applications
(5) Certain signs are specified as retroreflective (see

Regulations).
10 year life. The manufacturers provide these

grades of material with a watermark or other
permanent identifying mark indicating the class and
manufacturer of the material. Whilst there are obvious
cost implications to the use of Class I, II or Ill materials
in preference to shorter life materials it is strongly
recommended that purchasers of road signs specify at
least Class I materials, even for temporary signs. This
will enable effective checking of the quality of the
material supplied and will almost certainly result in a
sign life which is cost effective over time.
4
When specifying the manufacture of a road sign, which
GENERAL PRINCIPLES
requires the superimposition of one colour of

retroreflective material on another, care must be taken
to ensure that adequate luminance and retroreflective
contrast rates are achieved by the combination of
materials from the sign for the message to be legible.
The minimum coefficient of retroreflection for the three
standard classes of material for each colour is given in
SANS 1519.The actual coefficient of retroreflection for a
given sample and colour may vary widely from the
minimum, and for new materials is commonly higher
than the value given in SANS 1519. Colour contrast,
and therefore legibility, is normally sought by placing a
dark
SADC - RTSM - VOL 1
MAY 2012

letter on a light background, or vice versa. When
retroreflective materials are used it is possible that, for
instance, a poorer quality white placed on an above
minimum specification green background may result
in a low retroreflective colour contrast (under
illumination at night) which may be inadequate for
good legibility at night, although the luminance
contrast (under ambient daylight) is unlikely to ever be
inadequate. This effect can also occur with certain
combinations of class of retroreflective material e.g. a
Class I (white) on a Class III (green) might result in a
similar effect at night. As a general rule a contrast
ratio of the coefficients of retroreflection of colours
placed on each other, irrespective of class, is
recommended as follows:
(a) for small, finely detailed areas (letters and symbols)- a
minimum ratio for light-to-dark of 7 to 1, with a
preference for 10 to 1 or more;
(b) for large areas (arrows or blocks) - a minimum ratio of
3,5 to 1, with a preference for 5 to 1; or
recommended
retroreflective
material
class
combinations are given in Table 1.1.
1.5.4
1
2
mended by the International Commission of Illumination

(CIE). The colour of light reflected from a surface may be
defined in terms of its chromaticity co-ordinates "x", "y" and
"z", the sum of which is unity. Co-ordinate "x" is an
indication of the proportion of RED present in the colour
sample, "y" the proportion of GREEN, and "z" the
proportion of BLUE.
3 For practical purposes all ordinary surfaces can be
considered as REFLECTIVE. In effect an object
absorbs some light and reflects some l ight so that an
observer sees the object and experiences a colour
sensation. The relative brightness of the object, or its
parts, if it has several colours, is expressed as its
luminance factor(s).Thus a light colour will have a high
luminance factor and a dark colour will have a low
luminance factor. An ordinary surface in the context of
road signs can be considered as a painted surface.
4
Road Sign Materials
1 Sign board materials are specified at the discretion of the

purchaser. If a road sign is to be fully faced with
retroreflective materials the sign board or backing material
must have a life expectancy at least equal to that of the
specified retroreflective material.
1.5.5
1.5.3
Road Marking Materials
Limited comments on specifications of road marking

materials are given in Chapter 7.
SANS 1442 covers three categories of
namely:
5 As a result of these factors, the apparent colours of

reflective and retroreflective surfaces of the same colour,
will appear different to an observer under different
types of illumination (natural daylight and external light
sources at night).
6
roadstud,
(a) Category A - corner cube retroreflectors;

(b) Category 8 - biconvex retroreflectors;
(c) Category C -omnidirectional retroreflectors.
1.5.6 Traffic Signals

The specificati on of all aspects of traffic signals not
covered by SANS 1459 is covered in Chapter 6 of
Volume 1 , Volume 3 and Chapter 10 of Volume 4.
1.5.7 Colour Specification

1
The study of colour is a complex science and beyond the

scope of this Manual. However, since the use of colour
is considered fundamental to the functioning of the road
traffic sign system it is worth considering some aspects of
the use of colour. This may assist in the understanding
of why the use of some colours is more effective than
others.
There is general acceptance of the method of specifying

colour in terms of the trichromatic system recommended
MAY 2012
For manufacturing control purposes the required colours have been specified in terms of an area on the
"Chromaticity Chart". The limits of the area are thus
defined by four "x" and "y" co-ordinates for each colour.
Chromaticity Charts for a range of road traffic sign
materials are given for illustration purposes in Figures
1.11 to 1.14 as follows:
(a)
(b)
(c)
(d)
The specification does not cover temporary roadstuds nor

the manner in which roadstuds should be secured to the
road surface (see Chapter 7,Section 7.5).
If a surface is covered with a RETROREFLECTIVE

material light is reflected in quite a different way. Due to
the internal structure of the retroreflective material
incident light is reflected more or less back along the
incident path over a wide range of angles of incidence. As
a result of this, under diffuse daylight illumination, a
retroreflective surface may have lower luminance factors
than an ordinary surface. Only when illuminated by a focused
light source will the surface appear significantly brighter
than a similarly illuminated ordinary surface, because
the ordinary surface scatters the light directed on it.
painted sign surfaces;

retroreflective sign surfaces;
roadstuds;
traffic signals.
For more complete information on these specification

requirements the relevant SABS document should be
consulted (see paragraph 1.5.1.1).
7
The degradation or fading of the road traffic sign colours

is a factor relevant in the formulation of maintenance
programmes. Cut-off values to indicate a need for
replacement are not established in all cases but SANS
1519 does include an indication of colour change as a
result of weathering. Equipment capable of measuring
the appropriated values is becoming more freely
available and any authority setting up a road traffic sign
management system should initiate a programme of sign
measurement to establish sign life prediction patterns.
SADC - RTSM - VOL 1
GENERAL PRINCIPLES
1.5.4
Refer to SANS 1519 for specification and colour co-ordinates
Fig 1.11
GENERAL PRINCIPLES
Chromaticity Chart: Road Sign Paint
SADC - RTSM - VOL 1
MAY 2012
1.5.5
Fig 1.12
MAY 2012
Chromaticity Chart: Retroreflective Materials
SADC - RTSM - VOL 1
GENERAL PRINCIPLES
1.5.6
Fig 1.13
GENERAL PRINCIPLES
Chromaticity Chart: Roadstuds
SADC - RTSM - VOL 1
MAY 2012
1.5.7
Fig 1.14
MAY 2012
Chromaticity Chart: Traffic Lights
SADC - RTSM - VOL 1
GENERAL PRINCIPLES
SIGN
1.6
SIGN PLACEMENT
1.6.1
General
This section deals mainly with the positioning of

permanent road signs. The positioning of road markings
is covered partially in Chapter 7, and is dealt with more
comprehensively in Volume 2,Chapter 2.The positioning of
traffic signals i s covered in Chapter 6 and in Volume 3.
The position of a sign can be specified in three ways,

namely:
distance between signs does not exceed 150 m when a

prohibition is required for a greater distance. The
majority of regulations brought into effect by a regulatory
sign therefore apply from the point where the sign is
located. Such regulations remain in effect until
changed by another sign of the same type but a different
value e.g. a speed limit sign, or until de-restricted by a
DE-RESTRICTION sign (R)600. Notwithstanding t h i s
provision, it is recommended that signs be repeated
where necessary (after major junctions for
instance) to reinforce the regulatory message.
The following regulatory signs have a limited application.
For details of the actual limit see the individual sign subsections
in Chapter 2:
(a) longitudinally in relation to the roadway alignment;

(b) laterally in relation to the roadway cross-section;
(c) vertically.
Relatively wide tolerances may be assumed for any
guidelines given in relation longitudinal sign placing,
whereas tolerances in relation to lateral and vertical
positioning are much less and are given in Table 1.3 for
permanent road signs. The guidelines given in this
section do not apply to t h e positioning of
temporary road signs. For details of temporary
road sign applications see Volume 2, Chapter 3,
Section 3.5 and Chapter 13.
3
Unless noted specifically in the text covering an

individual sign, all permanent road signs should be
located on the left side of the road, or, if they are
mounted overhead, as close as possible over the centre
of the lane(s) to which they apply. Duplicate signs may
also be used on the right side of the road for extra emphasis
particularly on one-way roadways.
As a general rule a road sign should be visible from a

distance in metres numerically equal to the operating
speed of the road in kilometres per hour.
Signs and their supports should be positioned so as not to

obstruct sidewalks.
It should be recognised that sign supports may represent

significant hazards to road users. They must therefore be
sited to minimise this risk and be provided with protective
devices if necessary. Various road authorities have
standards in this regard which should be complied with.
(a)
(b)
(c)
(d)
(e)
(f)
(g)
(h)
NO EXCESSIVE NOISE sign R206;

NO HITCHHIKING sign R207;
NO OVERTAKING signs R214 and R215;
NO PARKING sign R216;
NO STOPPING sign R217;
PARKING R ESERVATION sign R305 - P;
LIMITED PARKING RESER VATION sign R306 -P;
ALL other PARKING RESERVATION signs R307 - P
to R323 - P;
(i) ANY selective restriction version of the above
signs.
Regulatory signs may also appear on the face of a

guidance sign. They may be located in advance of their
intended point of application to advise road users of the
approaching control. When used in advance, or on
another sign the regulatory sign should always be
associated with a distance, if necessary on a
SUPPLEMENTARY PLATE IN11 (see Section 2.8).
The l ongitudinal position of a WARNING sign used in

advance of the hazard to whic h it refers is covered by
Figure 3.1. The distances derived from Figure 3.1 should
be considered to be guidelines. If some obstruction exists
at the recommended distance the sign should normally
be located at a greater (and NOT a smaller) distance
from the hazard than that given in Figure 3.1 (see
Figure 1.15). If iit is necessary to position the sign
significantly further from the hazard than indicated in
Figure 3.1 consideration should be given to adding a
distance SUPPLEMENTARY PLATE IN11.3 (see
Section 3.6).
Hazard marker warning signs are located at, or very close to

the hazard. (See Figure 1.17 for details of the location of
hazard markers in relation to bridges, guard-rails etc.)
Certain hazard marker signs are used at regular
spacings. Details of recommended spacings are given in
Section 3.5. Figure 1.17 illustrates additional guidelines for the
placing of SHARP CURVE CHEVRON signs W405 or
W406.
GUIDANCE signs are commonly located in advance of a

junction, or at a junction or other roadside feature such
as a rest/service area or a layby. Recommended
advance distances are given in Figure 4.43. However, for
FREEWAY DIRECTION signs, which are placed in
sequential order, the recommended positions are given in
the text for each individual sign type. (Figures 4.41, 4.42,
4.46 to 4.53, 4.57 to 4.60, 4.68 and 4.69 all refer to guidance
sign sequence details.) The distances
1.6.2 Longitudinal Placement

1
Road signs generally fall into one of two groups with

regard to their longitudinal position. They are either
located at the point of reference, or at a determined
distance in advance of the point of reference. The point of
reference may be one of:
(a) the commencement of a regulatory control;
(b) a hazard to road users;
(c) a road junction.
REGULATORY signs are placed at, or as close as

possible to the point on the roadway from which t h e i r
message is to apply. Certain regulatory signs, such as
the NO OVERTAKING signs R214 and R215, NO
PARKING sign R216 and NO STOPPING sign R217
have specific l ongitudinal conditions relating to their
use. Signs R214/R215 are applicable for a distance of 500
m beyond the sign, and should be repeated if the
prohibition is required for a greater distance. Signs
R216 and R217 are required to be repeated so that the
MAY 2012
SADC - RTSM - VOL
SIGN
derived from Figure 4.43 should be considered to be
guidelines. If some obstruction exists which impairs sight
distance to a sign, or the location of the sign itself, the
tendency should always be to move the sign further from the
junction rather than closer to it (see Figure
1.15).Particular care must be taken when erecting
advance direction signs to avoid confusion with minor
junctions or driveways.
7
Guidance signs located at a junction should, where

possible, be positioned so that turning traffic passes in
front of the sign rather than behind it, particularly if the
approach is subject to control by a STOP or YIELD sign or
by traffic signals. The sign will then be in view for a
maximum period of time, although it can be obscured
occasionally by large turning vehicles.
Care must be exercised to avoid signs being too closely
spaced along the roadway. An absolute minimum
spacing on rural roads with an operating speed up to
100 km/h should be 80 m. If the first of two signs is a
large sign, a specific study should be made to determine
whether it will obscure the second sign at a distance at
which the second sign should be read by drivers. A
longitudinal separation of 150 m to 300 m is
recommended for rural roads and a minimum
spacing of 200m s houl d be observed on freeways. In
urban areas spatial constraints are significantly greater.
However, the principles relating to sign visibility are
the same. Those erecting signs in an urban
environment must take note of ALL other street
furniture, trees etc. when siting road signs. There is no
point in putting up signs if they cannot be seen.
permanent road signs are given in Figures 1.17 and

1.18.
2
Research has shown that there is a risk, when a

single support, carrying a regulatory, warning or other
small sign at a height of 1600 mm to 2000 mm, is
impacted by a motor car, that the sign may be flung
forward by the collapse of the support through the
vehicle windscreen. This risk is greatest for signs
mounted on steel supports.
Signs which are mounted very low are liable to

become easily obscured and will collect dirt. They
are also more susceptible to damage in the event of
grass fires and during roadside maintenance work.
Temporary DELINEATOR PLATE signs TW401 and
TW402 are particularly susceptible to collect dirt and
cleaning programmes must be put into operation. In
a roadworks environment there is little advantage to
raising the level of right side delineators because this
will quickly put them out of cut-off range of dipped
headlamps.
Signs which are mounted very high, including overhead signs, are difficult to see at night, particularly if
headlamps are dipped due to oncoming traffic.
1.6.5 Display Angle

1
If longitudinal separation of smaller signs such as regulatory

and warning signs is difficult to achieve adequately, two
such signs may be mounted on the same support,
particularly if their messages are complementary. This
technique is particularly appropriate in roadworks
situations (see Figure 1.16 and Subsection 1.6.4).
Fully retroreflective ground mounted signs, particularly

the larger guidance signs, should be mounted with
attention to detail. The signface should be angled at
approximately 93 to the direction of travel. If the sign is
located on the outside of a curve it should be placed at
93 to the tangent to the curve from the expected point
from which the sign will be read. This will maximise the
retroreflection and eliminate specular or mirror-like
glare
resulting
from
the
otherwise
glossy
retroreflective sign surface (see Figure 1.19).
10 The mixing of different messages in a sign sequence

should be avoided as far as possible. During the
geometric design of roads, streets and junctions, this
aspect shall be carefully considered. For example the
provision of lane drops immediately in advance of,
within, or immediately after an intersection or junction
which would require the display of warning signs within
the sequence of direction signs, should be avoided.
If the road gradient, when approaching an overhead

fully retroreflective sign is at +2,0% or greater the
vertical axis of the sign should be parallel to a plumb
line. If the road gradient is less than +2,0% the sign
should be aligned so that the vertical axis is inclined to
face upward at a rate of 10 mm per metre of vertical
signface for each 1% the road gradient differs from +2,0%
(see Figure 1.18).
Large signs should be inspected after installation for

the effectiveness of the above measures and adjusted
further in one or both axes, if necessary, to reduce
specular glare from vehicle headlamps, street lighting or
other sources. The vertical setback may aggravate the
collection of bird droppings on the signface (from birds
perched on top of the signs), particularly in coastal
areas. In such circumstances the sign may be mounted
with its signface vertical or a capping plate may be
used on top of the sign which projects a sufficient
distance away from the signface to reduce the risk of
contact of bird droppings with the retroreflective material.
1.6.3 Lateral Placement

1
Details of recommended lateral offsets of permanent

road signs from the edge of roadway or edge of the
shoulder are given in Figures 1.17 and 1.18.
It is not recommended that signs be placed significantly

further from the roadway or shoulder edge than
indicated in Figures 1.17 or 1.18 because this will
reduce sign conspicuity and therefore drivers' chances of
seeing the signs.
If the combination of longitudinal, lateral and vertical

positioning result in a guidance sign being partially
obscured at the appropriate reading distance by a cut
side slope, consideration must be given to modifying
this side slope to permit effective reading of the sign
(see Figure 1.16).
1.6.4 Vertical Placement

1
1.6.6 Other Delineation Devices

1
A range of delineation devices is detailed in Chapter 7,

Section 7.6. These will be most effective if not placed
too far to the left of the edge of the shoulder, and if kept
relatively low, subject to the likelihood of being
obscured by grass. All such devices should be placed at
the recommended spacings. At worst at least three
Details of recommended vertical mounting heights for
GENERAL
SADC - RTSM - VOL
MAY 2012
Distance Fig 4.58
Fig 1.15
MAY 2012
Distance Fig 4.58
Typical Problems with Longitudinal Positioning of Road Signs
SADC - RTSM - VOL
GENERAL
the message. This may result in drivers being unaware of

a hazard thereby increasing accident risks, or it may result
in a missed turn or exit with a subsequent increase in
travel time and distance. In either event drivers may
undertake hazardous manoeuvres at risk to themselves
and to other road users.
devices must be in the view of drivers at any time to

provide adequate delineation.
1.6.7 Obscuration of Road Signs

1 A driver's view ahead to a road sign or traffic signal, or in
some instances to important road markings, may be
obscured by other vehicles. The masking effect of other
traffic may be total, partial or intermittent. Drivers may
therefore need to adjust their speed and/or position on the
road to improve their opportunity of targeting the
necessary information. Such adjustments are only likely
to be attempted when the driver's level of expectation of
being presented with information is high. A driver is not
likely to take corrective action in relation to obscured signs
which are not expected. These circumstances should be
understood by road designers, and particularly those
dealing with the design and placement of road traffic
signs, and should be anticipated in the detail design of
the information sources provided for drivers.
2
As a result of the obscuration of a road traffic sign a

driver may pass such sign without being able to read
GENERAL
Features of the driving environment which may have an

influence on sign obscuration, and which should be
considered before finally positioning signs, are:
(a) sign and signal design and reading characteristics
(see Chapters 4 and 6);
(b) driver and vehicle dimensions (the size of obscuring
vehicles and driver's eye position and field of view);
(c) characteristics of the traffic (percentage of large
vehicles, traffic volumes, lane usage, speeds and
headways may all affect the degree of obscuration
experienced);
(d) geometric road features (horizontal and vertical
alignment, number of lanes, merging and weaving
sections etc.).
SADC - RTSM - VOL
MAY 2012
SIGN
Sight Distance from Table 1.2
Sight Distance from Table 1.2
TABLE 1.2
CLEAR SIGHT DISTANCE REQUIREMENTS

Letter Size
Minimum Sight Distance
(mm)
490
420
350
280
210
140
112
TABLE 1.2
(m)
380
340
300
260
220
180
160
NOTES:
(1) As an alternative to repositioning signs the shaded
area may be cleared or obstructions.
legibility distance for the l etter size PLUS 1OOm to

allow for observation of the sign prior to reading.
(2) The "Clear Sight Distance" values include the
Detail 1.16.2 Clear Line of Sight to Larger Guidance Signs
Fig 1.16
MAY 2012
Further Aspects of Longitudinal Positioning of Road Signs
SADC - RTSM - VOL
GENERAL
Fig 1.17
GENERAL
Positioning of Hazard Markers

SADC - RTSM - VOL
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Fig 1.17
MAY 2012
SADC - RTSM - VOL
GENERAL
TABLE 1.3
LATERAL AND VERTICAL PERMANENT SIGN PLACEMENT DIMENSIONS
Dimension
Minimum
(mm)
Preferred
(mm)
Maximum
(mm)
Remarks
1200
1500
2000
See note (8)
500
750
600(300)
2100
2500
See note (10)
2100
2500
3000
See note (11)
200
See Chapter 3
600
1200
2000
800
1200
1600
TABLE 1.3
See "R" and note (9)
6000
2000
4000
1600
2000
2400
750
5200
5700
6200
1000
1500
50
1000
600
1500
1800
See note (12)

See note (13)
See note (12) and (14)
See "R" and note (9)
See "8" , "N" and note (8)

4200
See note (15)
NOTES:
(Supplementary to Figures 1.17 and 1.18.)
on the approximate line of sight of drivers
approaching on the tangent
to the curve.
Subsequent signs should then be spaced at a
distance "S", backwards and forwards around the
curve from this point (Table 3.5).For the purpose of
such an exercise the value of the offset of the drivers'
line of sight to the left of the road centre line can be
assumed to be between 1200 mm and 1600 mm.
(Figure 1.17)
(1) The minimum size of DANGER PLATE signs W401

and W402 is 600 mm x 150 mm and the maximum
size1200 mm x 300 mm. The maximum size should
be used on roads with an operating speed of 100 km/h
or more at all bridge abutments, piers or parapets
not protected by a guardrail. (Figure 1.17)
(2)
A DANGER PLATE sign should not be used if is likely

to represent a greater hazard than the hazard it is
intended to mark e.g. cross-drain/culvert ends.
(Figure 1.17)
(3)
Any dimension given in relation to guardrails

presumes these are installed to correct safety
standards. (Figures 1.17 and 1.18)
(4)
SHARP CURVE CHEVRON signs W405 and W406

should only be displayed in minimum sets of three,
either as a connected set pointed in one direction, or
as a spaced set (see Table 3.5), also pointing in one
direction. (Figure 1.17)
(5)
(6)
When SHARP CURVE CHEVRON signs are used on

a long curve at least three signs must always be
visible through vertical and horizontal curves. This
requirement overrides any recommended spacing
given in Table 3.5. (Figure 1.17)
In order to position SHARP CURVE CHEVRONS to
best advantage on a long curve it is recommended
that the first sign to be positioned should be placed
GENERAL
(7)
Temporary SHARP CURVE CHEVRON signs may be

used as an alternative to DELINEATOR signs for
greater impact, in a similar manner, at roadworks
sites and detours.
(8)
Dimension "A" is measured from the shoulder break

point (refer to Figure 1.18).
(9)
In an urban environment, where signs are commonly

located behind a kerb, dimension "8" is suitable for
small signs. Dimension "R" is more appropriate for
larger signs such as DIRECTION signs. On higher
speed urban or peri-urban roads dimension "N" may
be used in preference to "R" or "8". (Figure 1.18)
(10) The range of mounting heights between 1500 mm and

2000 mm should be avoided for single pole mounted
signs (Dimension "C") because there is a significant
risk that, on impact by a motor car, the failure of a
steel pole may result in such a sign penetrating the
car windscreen. For a limited number of applications
RTSM
MAY 2012
NOTES: (continued from page 1.6.8)

certain regulatory and warning signs may be
mounted with a minimum vertical clearance of as
little as 300 mm. Such signs are commonly located
in the nose of dual carriageway median islands or to
demarcate a bell-mouth at a junction.
(11) Dimension "D" should be used in any situation where
pedestrians are likely to walk in close proximity to a
road sign OR the sign should be mounted at the
minimum value of dimension "C". (Figure 1.18)
(12) The maximum value given for dimension "H" should
be considered a guideline. It is not desirable to
exceed this value due to the limitations on light from
vehicle headlamps reaching the top of such a sign.
This value allows for a sign 4800 mm in height to be
mounted at the minimum value of dimension "K".
(13) Dimension "J" is preferred for rural and high speed
urban roads. In a low speed urban environment the
MAY 2012
lower values of dimension "R" may be considered.

(Figure 1.18)
(14) The maximum value for dimension "K" is preferred for
FREEWAY DIRECTION signs.
(15) The minimum height appropriate for an overhead sign
in the upward pointing arrow system is 30"d". A letter
size of 420 mm/300 mm ("d" = 60 mm) will therefore
result in a minimum sign height of 1800 mm. A sign
height less than this Dimension "T" is likely to look
ill-proportioned. (Figure 1.18)
(16) Countdown signs can, under certain conditions of
alignment (particularly on a left hand curve) obscure
the Exit Direction sign. II is recommended that the
COUNTDOWN signs be positioned so that they are
in a straight l ine with sign IN1 which is located further
from the edge of the shoulder than sign IN3. (Figure
1.19)
SADC - RTSM - VOL
GENERAL
Fig 1.18
Lateral and Vertical Positioning of Road Signs

Q)
GENERAL
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SIGN
Fig 1.18
MAY 2012

SADC - RTSM - VOL
GENERAL
SIGN
Fig 1.19
GENERAL
Offsets to Reduce Specular Glare from Retroreflective Surfaces
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1.7.1
HUMAN FACTORS
1.7
HUMAN FACTORS
1.7.1 General
1
The term "human factors" is used to describe the

interaction of man with man-made objects and various
processes within the
natural and
man-made
environment. This interaction of man in the roadway
environment is largely realised in the form of "driver
behaviour''. The efficient operation of the road traffic
system ultimately depends on the performance of the
system users, who are mainly drivers but can include
pedestrians, AND on the understanding by road
designers of the human factors involved in driver
behaviour in the road environment.
It is for this latter reason that this section is included in the

Manual. The coverage has, however, been limited.
Those readers involved in the design of roads and in
traffic engineering aspects of road use, are encouraged
to read further on the subject. Research is on-going on
a world wide basis (see Section 1.8).
It is generally agreed that the prime cause of almost 95%

of all accidents involves human factors. The
understanding of human factors and the incorporation
of this understanding into road design is therefore
important to the safety performance of the road traffic
system.
The human factors interaction process has four main

components:
(a) man - the road user;
(b) machine - broadly any object or process which man
uses to complete a driver related task - man and
machine interact so that man receives sensory
information from the machine and manipulates the
machine by the use of controls;
(c) workspace - the space in which man and machine
function;
(d) environment -the man - machine - workspace
combination exist in an environment which affects
individual performance - a working environment
including such aspects as illumination, sound,
vibration, climate and the psychological environment.
This information is illustrated simplistically in Figure 1.20.
to receive and process mainly visual inputs - be

stimulated by some, make predictions and decisions
about actions, execute the necessary actions, and
observe the outputs of the actions through the receipt
and processing of new information inputs. This is an
intermittent rather than a continuous process, varying
according to the changing complexity of the
environment. The driver is therefore acting as part of
a "driver-vehicle-road" closed-loop system.
It is important, when considering human factors, to

realise that there is no "a-typical" person. All the relevant
human factors are subject to wide variations in value.
Designers have to attempt to design to accommodate
the widest possible range of values, yet, in doing so,
will set limits outside which some percentage of the
population will fall e.g. the visual acuity of drivers.
(a) inadequate input for a given task e.g. negotiating a

complex junction;
(b) out-of-range inputs e.g. uncommon events;
(c) incorrect input sampling or slow processing by a driver
(see Section 4.4);
(d) an information overload resulting in the shedding of
load, and on judgement decisions on the relative
importance of information;
(e) comparisons and decisions are affected by stress,
arousal, motivation and type of input;
(f) drivers may make serious errors.
1.7.3 Driver Characteristics

1
T h i s section o n l y deals with the sensory and

physical abilities as they relate to the provision of road
traffic signs. Figure 1.20 illustrates a "Cognitive Motivational Model" dealing with driver behaviour.
2
It must be assumed that driving is the same as any other

human skill in that drivers carry out tasks using values,
norms, attitudes, motives and expectations which reflect
the views of their peer or social groups. Since these factors
form part of driver's social value structure they are difficult
to influence or change. It should also be accepted
that there are drivers who have below normal levels of
experience or even literacy.
Information input is received by drivers' sensory systems

as follows (in order of importance):
(a) visual (sight);
The driving process can be broken down into four main

tasks:
(a) pre-trip planning (macro-performance);
(b) control(micro-performance);
(c) guidance (vehicle manoeuvring performance);
(d) navigation (macro-performance).
situational
The driving system tasks require an "input - output"

operation which can be described as an "informationdecision-action-observation" sequence. A driver's task is
MAY 2012
(b) kinesthetic (movement);

(c) vestibular (equilibrium);
(d) auditory (hearing).
The information needs of these tasks is covered in Subsection 1.7.4 (see Figure 1.21).
2
The major aspects of driver behaviour are:

(a) psychological traits - intelligence, learning ability,
motivation, skills, attitudes and desires;
(b) sensory abilities- vision and hearing;
(c) physical abilities - response or reaction time;
(d) medical condition - alcohol, drugs, disease or
physical impairment.
1.7.2 The Driving System

1
These concepts are illustrated in a "Task Demand

Model in Figure 1.20.This model does not however
indicate the following:
In the driving task some 90% of a driver's information is

provided by vision. Visual sensory processes are the
only ones pertinent to maintaining course, detecting
obstacles, and for reading road signs, road markings,
traffic signals and other forms of delineation. Drivers do
not observe the road ahead continuously. They blink,
observe objects well off the line of the road, use the rear
view mirror, read the vehicle instruments together with
many other functions.
SADC - RTSM - VOL 1
GENERAL PRINCIPLES
1.7.2
HUMAN FACTORS
Fig 1.20
Human Factors Models
GENERAL PRINCIPLES
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1.7.3
HUMAN FACTORS
Fig 1.20
MAY 2012
SADC - RTSM - VOL 1
GENERAL PRINCIPLES
1.7.4
HUMAN FACTORS
The process is a sampling one. Sampling levels are low

when a driver has good local knowledge and need to be
higher when in an unfamiliar environment, when ambient
light levels are low or when traffic volumes are high. When
several such factors occur simultaneously, an
information overload will likely occur.
5
If the driver should be presented with several complex

situations at the same time or over a very short time span
a point may be reached when the driver cannot process
the information without error.
A priori knowledge relates to all three tasks. This knowledge, in an experienced driver, makes the control task
almost an automatic one and in a similar way reduces the
burden of the guidance task. The more information prepared during the pre-trip planning stage, the less will
need to be acquired during a trip to complete the
navigation task successfully.
The "Perception-Reaction time" I s the interval

between receipt of a secondary input and the initial
response output to what has been received. Often termed
the "Perception- Intellection-Emotion and Volition", or
the PIEV time. This time is made up of:
It is important that road designers and those providing

road signs recognise the potential for a build-up of
information, and take action wherever possible to spread
the information by keeping the less important information
for less busy areas, e.g. placing confirmation signs close
to an interchange but well beyond any other signs.
(a) perception time taken to form a mental image of

sensation received via the body;
(b) intellection involves reasoning towards a decision;
(c) emotion is the affective and subjective part of one's
consciousness;
(d) volition is the act of making a choice or decision.
At locations where driver's expectations are not realised,

drivers may require longer response time and will have a
tendency to make inappropriate or hazardous responses.
Although expectancies occur at all task levels, their
importance is probably greatest at the guidance l evel
(see Section 1.8).
In considering what information to put before drivers,

designers must therefore use good communication
techniques and provide information in a credible manner.
Coding is a technique commonly used on road signs to
reduce the time required to take in information. Coding
can use colour e.g. freeway sign background, or
numbers instead of words (route numbers), or symbols in
place of words. The use of numbers and symbols also
results in a reduced need for the display of word
messages in different languages. These codes are,
however, likely to be counter-productive if drivers are
not adequately made aware of their specific functions. If
new codes are introduced education must be
undertaken to improve the credibility of the traffic control
devices used.
There are several factors which affect visual ability. The

most important of these are;
(a) visual acuity - the ability of the eye to see fine detailacute vision is limited to very small angles of view and
decreases further as drivers age (see Section 4.4);
(b) visual sensibility - permits the detection of
luminance and contrast (see Sections 1.4 and 4.4);
(c) colour vision;
(d) perceptual and cognitive factors - including the times
for eye movement to occur and to complete a search
operation. These factors place a real limit on the
amount of new information drivers can obtain because of time limitations.
1.7.4 Information Needs

1
Drivers must receive reliable,

credible and
understandable information to minimise uncertainty in
order to make sound decisions in relation to driving
tasks.
Of the four tasks identified in paragraph 1.7.2.1 pre-trip

planning provides information which will be remembered
during the navigation task. The control task requires
information on vehicle position and orientation as well
as feedback from actions such as braking, accelerating
and steering. The guidance task refers to the selection of
speed and path within the roadway. Information is
therefore required in order to make decisions relating to
such activities as lane changing, overtaking, merging,
weaving etc. Information used in the navigation task
comes from memory (from pre-trip planning and
experience), landmarks and direction signs.
The three on-road tasks vary in their complexity and

primacy of action. The following five principles have been
developed in relation to the systematic presentation of
information to drivers:
(a) first things first - primacy;
(b) do not overload- processing limitations;
(c) acquire information before getting on the road-a priori
knowledge;
(d) keep the information at a consistent level- spreading;
(e) do not surprise- expectancy.
control or guidance level may lead to a catastrophic

result whereas a failure at the navigation level is noncatastrophic, unless of course some control or guidance
failure follows (see Figure 1.21).
The concept of primacy is based on the acceptance that

at any given instant some driver information is more
important than other information. A task hierarchy of
control before guidance or navigation, and guidance before navigation, is thus established. A task failure at the
GENERAL PRINCIPLES
10 The credibility of an individual traffic control device depends not only on its own specific physical context but
also on how it is used in relation to other traffic control
devices. This implies a clear responsibility on the part of
designers to consider not only the s p ec i f i c problem
in hand, but also the effect of the proposed solution on
the traffic system as a whole. Inconsistent signs and
traffic control devices tend to destroy general credibility
in the total traffic system.
1.7.5 Human Factors Checklist

1 The following critical items should be addressed in any
phase of road design:
(a) What is the driver's task?
(b) What is the information need?
(c) What is the information source and when is it
provided?
(d) Does the information contradict any other information?
(e) Does the information contradict driver expectation?
(f) Does anything interfere with the information
transfer?
(g) What are the likely consequences of an error?
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1.7.5
HUMAN FACTORS
Fig 1.21
MAY 2012
Information System
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GENERAL PRINCIPLES
1.8.1
POSITIVE GUIDANCE
1.8
POSITIVE GUIDANCE
1.8.1 General
1
"Positive Guidance" is a road safety philosophy that

advocates the creation and maintenance of a public
road environment which will provide road users with the
optimum amount of visual information which is:
(a) useful - the limitation is that non-useful or nonpertinent information takes time to process - this
reduces human performance for necessary
information processing and reaction;
(b) prioritized for importance - the performance limitation
again applies to human reaction;
(c) uniform (and without surprises - expectancy) - man
develops response habits as a defence mechanism driver expectancy results i n automatic, and time
saving, responses to standard stimuli- the ultimate
objective of positive guidance techniques; and
(d) easily visible under the widest range of conditions standards used must be as close to the ideal as
possible.
This information is deemed necessary to ensure that

competent drivers are given appropriate information
about hazards and inefficiencies to avoid errors. Positive
guidance combines road/traffic engineering and human
factors disciplines to produce a visual information system
matched to road facility characteristics and driver
attributes.
There are few situations where all factors combine in a

standard manner. Positive guidance procedures apply
standards and policies with sufficient flexibility, but with a
high quality, to effect safety at site-specific locations and
on a system-wide road network basis.
It is not appropriate to cover positive guidance in depth in

this Manual. However, in providing an insight into the
subject (as with "Human Factors" in Section 1.7) the
objective is to make designers aware or the philosophy and
to encourage them to incorporate the principles or the
Manual to their work.
1.8.2
1
principles various design values have been stated (see

Chapter 4). These values are economic values and
can, and should, be enhanced if there are indications of
inadequacy. Such indications may come from the
implementation of positive guidance procedures. It is of
fundamental importance that, when enhanced, the
enhanced values be adhered to consistently (see Subsection 1.8.3).
1.8.3 Driver Expectancy

1
The concept of "driver expectancy" is mentioned briefly

in Section 1.7 as a human factor. The term relates to
the process by which an individual (road user)
develops ideas and concepts which, when presented
with a stimulus of some sort (visual, tactile, auditory
etc.) conditions the response to the stimulus. The
response may be directly related to the stimulus or it
may be totally unrelated to it, except that the response
has been triggered by the stimulus. The predisposition
of an individual in the form or ideas and concepts is very
influential in determining the manner of response to a
stimulus and is referred to as the "expected set" or the
"expectancy" of the individual.
When these circumstances are applied to the driving

task, the expected situation is a constantly changing
one, and
environmental influences are
very
pronounced. This in turn reduces the predictability of
responses to stimuli. Driver expectancy can therefore be
described as an inclination to respond to a roadway or
traffic situation in a set manner, based on previous
experience. It must be understood that the response is to
an "expected" situation and NOT the actual one.
When the actual situation conforms to the expected

situation there i s little l i k e l i h o o d of uncertainty. When
the actual situation differs from the expected situation a
complex decision making and response process occurs.
The process will take the following generalised sequence:
Positive Guidance and the Manual
Although this Manual does not set as a basic concept the

practice of designing to 85 percentile values, the practice
is advocated occasionally and it is a common traffic
engineering practice. Specific requirements, sometimes
stated as warrants, are included in the Manual but not
universally so. This situation is deliberate because most
road user information situations have such a wide
range of potential variables, and combinations of
variables, that to prescribe these practices too closely is
considered inadvisable.
The Manual is intended to be used as a basic policy and
standards document and as such may at times appear
vague in i ts application. However, it leaves scope for
interpretation and extension of policy at, for instance,
local levels. In this context the Manual mainly offers
minimum requirements, although preferred or desirable
values are regularly stated. There is therefore always
scope to provide a greater level of visual information than
is perhaps indicated. This i s what "positive guidance"
is all about - not just doing the minimum.
In order to demonstrate the application of design
MAY 2012
(a) the i nformation available must be sufficient to

convince a driver that the expected situation is in
fact incorrect (this information is significantly more
than would have been required to confirm
expectancy);
(b) the incorrect set of expectations must be replaced by
a new set;
(c) the normal perception - reaction process may then
continue.
4
During the process of formulating expectations for typical

situations it is considered that drivers expect the
following from the visual information system on public
roads:
(a) that the information be uniform in its display and
detailing;
(b) that the visual elements will be sufficiently
conspicuous at a distance which will permit a safe
driver to perform the required manoeuvre(s) within a
speed limit related perception - reaction time
(when such conspicuity is difficult to achieve
additional measures, such as high visibility treatment
or
SADC - RTSM - VOL 1
GENER AL PRINCIPLES
1.8.2
POSITIVE GUIDANCE
visual information system of the road network. In this
regard the data requirements and the actions taken
should be integrated into established road network
planning
and
management
systems,
including
geographic information systems (GIS). Whilst there is a
place for the assessment of accident concentrations
from the positive guidance approach, this should be
carried out with the objective of determining system
safeguards. The use of the term "site" should therefore be
understood in the broad context.
sign repetition must be considered - examples of

such techniques are referred to regularly through out the Manual);
(c) that the information for all road users is appropriate to
the circumstances and relevant constraints.
5
Application of positive guidance procedures on a site specific basis can affect the resultant driver expectation for
similar
sites elsewhere. This effect may be
d e t r i m e n t a l i f expectancy levels become inflated
and common levels of positive guidance treatment do not
occur (see Subsection 1.8.5).
1.8.4 Visual Information System

1
The principal components of the roadway visual

information system are covered in depth in this
Manual. Visual information can be categorised as
formal or informal as indicated below:
(a)
(b)
(c)
(d)
(e)
(f)
(g)
(h)
(a) formal information sources:
(b)
(i)
road signs (Chapters 2, 3,4 and 5);
(ii)
road markings including other delineation

devices (Chapter 7);
(iii)
traffic signals (Chapter 6 and Volume 3);
(iv)
vehicle tail lights;
(v) road maps, brochures etc.;

informal information sources:
(i)
road geometry;
(ii)
roadside furniture and vegetation;
pedestrians and vehicles, both stationary

and moving;
(v)
a priori knowledge.
If drivers cannot always be protected from all hazards in

their environment they must be given sufficient visual
information to protect themselves.
In order to set up a uniform system-wide visual

information system and to assess specific problem
areas, adequate inventories and data must be available.
There are many situations where "stopping sight

distance" does not allow time for an appropriate, unhurried
response to stimuli. This is most likely to be when:
(a) there are complex and/or multiple decisions to be
made;
(b) there is visual clutter or "noise";
(c) stopping is not the appropriate hazard avoiding
manoeuvre.
Such situations are likely to be common on multi-lane
metropolitan freeways carrying heavy volumes of traffic.
Under these circumstances designers are recommended
to use the "decision sight distance" which is the distance
at which a driver can detect a hazard in an environment of
visual clutter, recognise it as a threat, select an
appropriate speed and path, and perform the required
manoeuvre safely and efficiently (see Sub- section
4.8.2.)
1.8.5 Positive Guidance in Practice

1
site definition;
site problem description;
site hazard identification;
hazard visibility assessment;
expectancy violation determination;
information load analysis;
information need specification;
system evaluation.
A similar system of "Highway Safety Audits" has been

developed in the UK. Both systems should be studied
and considered by road and local authorities since they
offer the prospect of high returns at low cost, or a good
cost-benefit ratio.
1.8.6
(iii) personal directions:

(iv)
The US Department of Transportation, Federal Highway

Administration, has developed detailed procedures for
positive guidance site investigations. The principle
components are listed below and diagrammatically i n
Figure 1.22. Each activity shapes or is shaped by the
preceding or following activity. The activities are:
Example of Driving Task I Information

System Assessment
Figure 1.23 shows a busy section of three lane freeway

carriageway and illustrates a number of typical traffic
manoeuvres, which under the circumstances, would
probably require greater than minimum time and I or
distance to accomplish.
The direction signs shown have generally been designed taking the road conditions into account. Overhead signs have been used in the main due to the high risk
of ground mounted signs being obscured by the
anticipated heavy traffic flows and expected significant
numbers of heavy vehicles.
Sign GC2U has been sited further from the exit point
than normal due to the mix of heavy traffic to allow more
time for lane changing manoeuvres by drivers wishing to
exit at EXIT "A".
4 Vehicle No. 1 is shown in various positions A, B, C. D.

E and F as it progresses along the section of roadway.
Prior to position 1A the driver would have seen sign
GA8 which indicates an exit some 3 km ahead. The
sign gives the interchange number and the destinations
for the next three exits. At position 1A the driver is
executing an overtaking manoeuvre, moving into the outer
lane. In doing so his limited ability to see sign GA1, over
the crest, is further diminished by his attention to the
manoeuvre. Having moved further to position 1B his sight
of sign GA1 is partially obscured by heavy vehicles and
he receives virtually no message (if he sees the sign at
all). Sign GA1 is also obscured, at the legibility distance,
for the driver of Vehicle No.2.
5 At position 1C the driver now receives the exit mes-
The primary positive guidance effort should be directed at

achieving better design and management of the total
GENERAL PRINCIPLES
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1.8.3
POSITIVE GUIDANCE
Fig 1.22
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Positive Guidance in Practice
SADC - RTSM - VOL 1
GENER AL PRINCIPLES
1.8.4
POSITIVE GUIDANCE
sage he requires from sign GC2U.To make the exit he will

need to make two or three lane change manoeuvres.
The sign tells him that there are two exit lanes. Under
the volumes of traffic shown such manoeuvres are likely
to take considerably more than the minimum time due to
the relatively few suitable gaps available. The two
manoeuvres are shown at 1D and 1E, taking a total of
around 20 seconds to complete at 120 km/h.
Confirmation of the exit position is received at position
1E and the decision is taken to move into the dedicated
exit lane (position 1F).This decision was taken
because a slow moving heavy vehicle had changed
lane, out of the dedicated exit lane in front of him
(position
4). The driver receives confirmation that he is 300m
from the exit some3 seconds after this last manoeuvre as
he passes the first countdown sign.
6
Other typical overtaking manoeuvres, of differing

complexity, are shown at positions 3,5 and 6.The
manoeuvre at position 5 is a complex control guidance
manoeuvre because of the movement of the heavy
vehicle to the left.
Movements at positions 7 and 8 illustrate the complexity of

weaving to and from EXIT "8", with a very short length of
lane in which to accomplish this. Following distances are likely
to fall below safety levels under such circumstances.
The location of sign GC3U is limited by the two overbridges at 450 m and 800 m resulting in limited sight
distance.
The regular obscuration of sign GA1 could be reduced by

relocating it to around 2200 m, and probably eliminated
by mounting it i n an overhead position. This would
reduce pressure on the lane change movements required
to exit at EXIT "A" and "8".
GENERAL PRINCIPLES
10 Other traffic control devices, most of which represent a

hazard of some sort, are indicated by a black dol.
1.8.7 Bibliography for Human Factors

and Positive Guidance
1
The following documents represent only a limited reading list.

Material from these documents has been incorporated into
Sections 1.7 and 1.8, particularly into Figures 1.20 to 1.23,
and is hereby acknowledged. Most include an extensive list
of further references:
1. International Commission on Illumination. Road
signs. Publication CIE No.74, 1988;
2. Southern African Road Federation. System Design of
Highways for Operational Efficiency and Safety
- Human Factors Considerations, 1976;
3. Exter J 0. Driver Information - Traffic Control Devices,
1977;
4. Alexander G J and Lunenfeld H. Positive Guidance in
Traffic Control, Federal Highways Administration,
1975;
5. Federal Highways Administration. A User's Guide to
Positive Guidance, 1977;
6. Federal Highways Administration. A User's Guide to
Positive Guidance. 3rd Edition, 1990;
7. Wright PH and Ashford N J. Transportation EngiNeering - Pl anning and Design, 3rd Edition, 1989;
8. Krause Ret a. Positive Guidance - New Visions for
Safer Highways - Report of the National Advisory
Task Force on Positive Guidance,1990;
9. Lay M G. Handbook of Road Technology, as
published in the Journal of the Australian Road
Research Board,1989.
10. The Institution of Highways and Transportation.
Guidelines for the Safety Audit of Highways, 1990.
SADC- RTSM- VOL 1
MAY 2012
1.8.5
POSITIVE GUIDANCE
Fig 1.23
MAY 2012
Typical Example of Positive Guidance Principles

SADC - RTSM - VOL 1
GENER AL PRINCIPLES
OUTDOOR ADVERTISING
1.9
1.9.1
OUTDOOR ADVERTISING
1.9.1 General
1
It is outside the scope of this Manual to offer in depth

guidance on the management of outdoor advertising.
However, the function of outdoor advertising, in the
main, is to attract the attention of road users. In this
respect such advertising can be considered to be in
conflict with the function of road traffic signs if not
properly managed.
If an outdoor advertisement can be considered to have
adverse effects for road users these effects can occur in
one of two ways, namely:
(a) environmentally - in the sense that the location of a
particular advertisement, or an accumulation of
advertisements, detracts from the appearance of an
attractive and cared for environment in cities, towns
and the countryside; and
(b) road safety - in that the display of an advertisement
may have an effect on the safe use and operation of
any form of traffic or transportation within or
entering a roadway, as a result of the behaviour of
drivers of vehicles, cyclists or pedestrians whose
attention is distracted by such an advertisement,
and also through any possible confusion with any
road traffic sign.
It is not unreasonable to accept, at least in part, that if

uncontrolled advertising attempts to provide in-trip
information, that there is likely to be a deficiency in the
information given by the official road signing provision.
This Manual makes provision in Chapter 4 for a
hierarchal range of direction signs including the subclassifications TOURISM and LOCAL DIRECTION
signs. These sign categories are intended to function in
a supplementary role to the main direction signing
system, and particularly at the local level. Even if pretrip planning is undertaken by longer distance travellers,
there are likely to be gaps in their knowledge at a local
level. These gaps may be satisfied by adequate
standards and levels of local area road signing, as
covered by the Manual, and provided by the responsible
road authority, or by informal unco-ordinated and
random advertisements. The adequacy of such local
level road signs will only be achieved if they are made
to conform to conspicuity and legibility guidelines, and
if road users are made aware of the manner of the
provision of road sign information at a local level.
In considering the management of outdoor advertising the
following factors are relevant:
(a) the environment;
(b) land use;
(c) the road type (based on traffic characteristics);
MAY 2012
In the context of a road environment three broad divisions

of environment appear to have significance:
(a) rural;
(b) peri-urban;
(c) urban.
Land use categories which generate particular demands for

advertising, or advertising management, are:
(a) agricultural;
(b) residential;
(c) industrial;
(d) commercial;
(e) public roadway;
(f) railway reserve;
(g) transport terminals - particularly airports and railway stations.
The last of these is included because it represents, in
some situations, a major land use where advertising
has been traditionally targeted at road users.
The information imparted to a road user by an outdoor

advertisement can be considered to fall into two broad
categories:
(a) in-trip information - aimed at offering specific services
or directions required by road users to break, continue or
complete their trip e.g. - fuel, food or accommodation
advertising; or
(b) non-trip information - general information having no
bearing on the fact that the observer is travelling on a
road system e.g. cigarette advertising.
(d) the type of advertisement.
The road type, in combination with the environment in

which it exists and in conjunction with the surrounding
land use categories, will dictate the complexity of the
driving task to which advertising information is added.
Relevant road types are:
(a)
(b)
(c)
(d)
(e)
freeway;
regional route/arterial;
collector/distributor;
access;
residential.
Types of advertisement can be broadly categorised

into large and small, and an appropriate division
appears to exist in this context over and under an area of
2 square metres. The intrusion of advertising into the
driving task, either into spare attention capacity or in
addition to an overloaded attention capacity situation, is
likely to result from one or more of the following
attributes of an outdoor advertisement:
(a)
(b)
(c)
(d)
(e)
size;
number (repetition);
colour(s);
movement;
concept.
1.9.2 Conspicuity
1
The conspicuity of road traffic signs can be adversely

affected by the presence of outdoor advertising signs.
When a target road traffic sign has to compete with a
visual clutter of advertising and other signs for the
attention of drivers, its conspicuity may have to be
improved by one or more of a number of measures,
such as:
(a) an increase in sign size;
(b) the mounting of the sign on a backing-board or high
visibility background;
(c) illumination.
SADC - RTSM - VOL 1
GENERAL PRINCIPLES
1.9.2
2
OUTDOOR ADVERTISING
Notwithstanding measures to manage outdoor

advertising there are certain environments that are
unlikely to change significantly with respect to the
competition offered to road traffic signs by
advertisements. Shopping streets and commercial
and industrial areas have well established advertising
practices that are unlikely to change. A road authority
should therefore recognise this situation, and if it
wishes to erect road traffic signs that must be seen, it
must take action to ensure that the road traffic sign
conspicuity is adequate. Research has shown that,
on average, the successful targeting of road traffic
signs may occur as little as 11% of the time if drivers
are not specifically looking for signs (attention
conspicuity), and only 50% of the time if they are
actively looking for signs (search conspicuity).
(ii) no advertising should be permitted within 50

m of the perimeter of an intersection on an
arterial road, or in peri-urban and rural areas;
(iii) no advertising should be permitted within 30
m of the front of any road sign or traffic signal;
(iv) great care should be exercised in permitting
advertising within the cone of vision of a driver
observing any road sign on a freeway or a
traffic signal, including a suitable effective
distance behind such signs or signals.
(c) be misunderstood to represent a road traffic sign
due to any factor, including the following:
(i) any form of arrow or other directional device;
(ii) any symbol, logo or other device as used on a
road traffic sign;
(iii) use of combinations of colours specified for road
signs;
(vi) statements calling for a driver to turn off the route
on which he is travelling or to make a U-turn;
(d) be aesthetically in conflict with the environment in
which it is placed.
1.9.3 Distraction
1
Limited research indicates that the distraction effect of

even large billboard advertisements is not necessarily
great. The attention conspicuity capability of an
advertisement
may, however, be significantly
increased by the use of moving components (variable
messages, wind rotation),illumination, or fluorescent
colours, or all of these factors to the detriment of the
attention conspicuity of road traffic signs. A traffic
hazard could result from such a level of distraction.
It is therefore recommended that, until such time as
a code of practice for outdoor advertising is available,
all advertising signs to be placed within, over or
directed at a public road be required to be submitted to
the road authority for approval prior to installation. An
authorised official should have the power to order the
removal of any advertisement which has been
installed without approval, and should refuse approval
for the installation of any advertising sign if, in his
opinion, the sign is likely to:
(a) distract the attention of a driver in a manner likely
to lead to unsafe driving conditions;
(b) conflict with any road traffic sign EXCEPT as
provided for in Subsection 1.9.4 - until such time
as a code of practice is available in this regard the
following controls are recommended:
1.9.4 Advertising in Association with Road

Traffic Signs
1
Advertising material comprising a sign, placard,

notice, sticker, or banner shall not be displayed from
a road traffic sign, or any road traffic sign support,
whether such support has any other purpose or n o t .
It should be noted that some sign manufacturing

specifications require sign manufacturers to include
their name, i n addition to other information, on the
reverse side of road signs to identify the manufacturer
of the signs. This is not, therefore, classified as
advertising.
In terms of legislation an association or club providing

a road authority with a road sign, as a form of service
or sponsorship, may display a badge or token on the
signface, under specified conditions.
(i) no advertising should be permitted within an

intersection;
GENERAL PRINCIPLES
SADC - RTSM - VOL 1
MAY 2012
SOUTHERN
AFRICAN
DEVELOPMENT
COMMUNITY
REGULATORY SIGNS
SECTIONS
2.0
Contents
2.1
Introduction
2.2
Control Signs
2.3
Command Signs
2.4
Prohibition Signs
2.5
Reservation Signs
2.6
Comprehensive Signs
2.7
2.8
Regulatory Sign Combinations
2.9
2.10
National Variants
MAY 2012
CHAPTER
SADC RTSM - VOL1
CONTENTS
2.0.1
CHAPTER 2:
REGULATORY SIGNS
2.0
CONTENTS
This contents listing illustrates each officially approved sign

in the regulatory sign class with the sign number and
name. A page reference is given within this chapter where
each sign is discussed and a cross reference is given to
Volume 4 where the symbol and other data are detailed.
The front page of the Contents gives an over view of the

regulatory sign class and its subdivisions which are
explained in more detail on the following pages and in
Section 2.1.
REGULATORY SIGN CLASSIFICATION AND COLOUR CODE
V4.2.12
MAY 2012
SADC - RTSM - VOL 1
REGULATORY
2.0.2
CONTENTS
The front page of the Contents gives an overview of the

Regulatory sign class and its subdivision using actual sign
examples. Figures 2.1 to 2.3 expand upon this illustration
to show how the shape and colour of signs have
significance. The Regulatory sign class is a relatively
complex grouping of signs, not least for the reason that
these signs, more than any others, have legal significance
both for road users and for authorities erecting the signs. It
is important therefore that the applicability of each type of
sign is clearly understood by all. In Figures 2.1 and 2.2 the
generic way to emphasise the importance of sign shape

and sign colour. Regulatory sign message can generally
be grouped into messages given by NUMBERS (LIMITS),
ARROWS (ACTIONS) and most commonly SYMBOL
(OBJECT), although in a limited number of cases, for
instance, an ACTION can be illustrated by a SYMBOL.
Regulatory signs are grouped into six different numbered
series R1, R100, R200, R300, R400 and 500 with a
small number of specific de-restriction in a R600 series.
Detail 2.1.1
Basic Regulatory Sign Class Subdivisions
Detail 2.1.2
Development of Shape and Colour
Fig 2.1
REGULATORY
Regulatory Sign Classification
SADC - RTSM - VOL 1
MAY 2012
CONTENTS
Fig 2.2
MAY 2012
2.0.3
Regulatory Sign Shape and Colour Code
SADC - RTSM - VOL 1
REGULATORY
2.0.4
Fig 2.3
REGULATORY
CONTENTS
Road User Symbols as Used on Regulatory Signs
SADC - RTSM - VOL 1
MAY 2012
CONTENTS
Section 2.2:
MAY 2012
2.0.5
CONTROL - Regulatory Signs
SADC - RTSM - VOL 1
REGULATORY
2.0.6
Section 2.3:
CONTENTS
COMMAND - Mandatory Regulatory Signs
REGULATORY
SADC - RTSM - VOL 1
MAY 2012
CONTENTS
MAY 2012
2.0.7
SADC - RTSM - VOL 1
REGULATORY
2.0.8
Section 2.4:
CONTENTS
PROHIBITION - Mandatory Regulatory Signs
REGULATORY
SADC - RTSM - VOL 1
MAY 2012
CONTENTS
MAY 2012
2.0.9
SADC - RTSM - VOL 1
REGULATORY
2.0.10
Section 2.5:
NOTE:
CONTENTS
RESERVATION Conditional Regulatory Signs
Reservation has been omitted from all sign names due to space constraints
REGULATORY
SADC - RTSM - VOL 1
MAY 2012
CONTENTS
MAY 2012
2.0.11
SADC - RTSM - VOL 1
REGULATORY
2.0.12
REGULATORY
CONTENTS
SADC - RTSM - VOL 1
MAY 2012
CONTENTS
2.0.13
Section 2.6:
COMPREHENSIVE Conditional Regulatory Signs
Section 2.7:
SELECTIVE RESTRICTION Regulatory Signs

EXCLUSIVE SECONDARY MESSAGE Regulatory Signs
NOTE:
Exclusive Secondary Message signs shall ONLY be used with another REGULATORY sign.
An Exclusive Secondary Message sign uses the same colours as that REGULATORY sign.
(1)
(2)
TIME LIMIT Sub - Group
MAY 2012
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REGULATORY
2.0.14
REGULATORY
CONTENTS
SADC - RTSM - VOL 1
MAY 2012
CONTENTS
2.0.15
TEXT MESSAGE Sub Group (Objects Category)
MAY 2012
SADC - RTSM - VOL 1
REGULATORY
2.0.16
CONTENTS
SYMBOL MESSAGE Sub Group (Objects Category)
References
V1 2.7.7
V4 2.7.31
REGULATORY
SADC - RTSM - VOL 1
MAY 2012
CONTENTS
2.0.17
References
V1 2.7.7
V4 2.7.36
References
V1 2.7.7
V4 2.7.37
References
V1 2.7.7
V4 2.7.38
References
V1 2.7.7
V4 2.7.43
MAY 2012
SADC - RTSM - VOL 1
REGULATORY
2.0.18
CONTENTS
In principle SELECTIVE RESTRICTION signs may be

created by combining any R1, R100, R200, or R300 series
sign with any sign in the (R)500 series. In practice the vast
majority of possible combinations are never likely to be
used. Signs used are likely to fall into two groups those
used commonly, and those required rarely for specialised
applications.
SELECTIVE RESTRICTION
signs comprise two
component parts. The upper component is a PRIMARY
MESSAGE sign from one of the R1, R100, R200, or R300
Fig 2.4
REGULATORY
series which is displayed with a lower component

SECONDARY MESSAGE sign from the (R)500 series. The
function of the secondary message is that it changes the
applicability of the primary message. Primary and
secondary sign components ALWAYS use the same colour
code. (R)500 sign shall not be used on their own.
All MANDATORY, COMPREHENSIVE and SECONDARY
MESSAGE signs can be categorised as representing a
restriction in some way, as a LIMIT, as an ACTION, or as
an OBJECT.
SELECTIVE RESTRICTION Regulatory Signs - SYSTEM

and EXAMPLES
SADC - RTSM - VOL 1
MAY 2012
CONTENTS
MAY 2012
2.0.19
SADC - RTSM - VOL 1
REGULATORY
2.0.20
Section 2.8:
CONTENTS
COMBINATION Regulatory Signs
Regulatory signs may be enhanced, without affecting their

legal meaning, by combination with other road traffic signs
such as:
(a) SUPPLEMENTARY PLATE information sign
IN11;
REGULATORY
(b) HIGH VISIBILITY background signs;

(c) flashing yellow signals SS3; OR combinations of
several of these
SADC - RTSM - VOL 1
MAY 2012
CONTENTS
Section 2.9:
2.0.21
DE-RESTRICTION Signs
All MANDATORY and CONDITIONAL regulatory signs

impose some form of restriction on some, or all, road
users. A restriction, once applied, normally remains in
force until it is changed. A restriction may be changed by
removal, or DE-RESTRICTION, or by the application of
another different restriction. DE-RESTRICTION is
achieved by displaying the original sign with a RED
CROSS (R)600 superimposed on the face of the sign.
MAY 2012
This option may be used with almost any COMMAND,

PROHIBITION, RESERVATION or COMPREHENSIVE
sign but is most common with the latter. SPEED LIMIT
restrictions shall only be changed by display of a new
SPEED LIMIT sign. In general, the use of the (R)600
element with PROHIBITION signs using a diagonal slash,
is not recommended.
SADC - RTSM - VOL 1
REGULATORY
INTRODUCTION
2.1.1
CHAPTER 2: REGULATORY SIGNS

2.1
INTRODUCTION
2.1.1 General
2.1.2 Types of Regulatory Signs
Regulatory signs are used to control the actions of road

users in the sense that road users shall take, or not
take, specific actions as indicated by such signs. Failure
to obey regulatory signs shall be an offence in terms
of various Acts, Ordinances, Regulations or By - laws as
may be in force from time to time.
Regulatory signs may be used to indicate a general law or

regulation applicable in the interests of safety, such as a
SPEED LIMIT, or in the interests of good traffic order
and efficient road use such as a traffic signal, or a STOP
or YIELD sign. Alternatively a regulatory sign may be
used to indicate a change in the general level of control
existing for road users to a different one. Examples of
applications include NO OVERTAKING, BUS LANE
RESERVATION or PARKING RESERVATION signs.
Regulatory signs may therefore be required as a result
of changes in road geometry or road network
characteristics.
Regulatory
signs
may
be
PERMANENT
or
TEMPORARY. (See Chapter 10- "Glossary of Terms"for further details of PERMANENT and TEMPORARY
signs). In the case of regulatory signs care shall be
taken when specifying TEMPORARY signs. It is a
common feature of PERMANENT regulatory signs that
they apply only for certain times of the day. Such signs are
not considered as "temporary" but are considered to
apply selectively (see paragraph 2.1.4.3 etc. and
Section 2.7). It is also necessary in certain instances to
display a regulatory message on a sign and then for some
time remove the message completely from the driver's
view. This type of simple variable message can be
achieved by using a split sign, part of which can be turned
so that the driver sees only the blank grey reverse
surface of the sign (see Chapter 9).Such signs should be
considered as TEMPORARY.
TEMPORARY regulatory signs may be used for short

periods of time (a matter of minutes), or for relatively
long periods of time running into months. The use of
TEMPORARY regulatory signs, often in conjunction
with other classes of temporary road traffic sign, indicates
that for some reason circumstances on the roadway are
not normal, or PERMANENT. Typical situations in which
TEMPORARY regulatory signs may be expected to be
used are:
The signs covered by this Chapter comprise a

systematic framework of regulatory signs which will
make expansion to cater for future needs a more
simple task (see Figure 2.1 and 2.2).
In order to assist the message transfer process, emphasis

has been placed on the development of symbols which
can communicate a visible, clear and comprehensible,
legally significant regulatory message to those to whom the
signs apply. This in turn should result in fair, and
simplified, enforcement procedures.
In exercising control over road users within the road

system, road authorities may need to regulate all road
users or selected groups or classes of road user. The
road authorities may also wish to regulate all or some
road users in one of several different ways. It is therefore important that the chosen regulatory sign clearly
indicates WHAT or WHO is regulated, and HOW it is
regulated.
It is a basic philosophy of the regulatory signing system
that whenever possible, signing should be POSITIVE,
e.g. a regulatory sign should not have its critical primary
message such as "STOP" or "NO ENTRY" modified so that
it becomes applicable only to a portion of the
approaching traffic.
In such a situation it is recommended that a sign be
used which indicates that entry is available ONLY to (some
class of vehicle or road user). This philosophy can also
be applied to other signs and will be incorporated into the
detail given in the descriptive sections on individual signs.
(a) at road, building or other construction sites;

(b) at accident sites;
(c) for temporary traffic control by police or traffic officers,
or by scholar patrols;
(d) for roadside traffic surveys.
In this Chapter, on the pages dealing with specific

regulatory signs each Subsection commences with a
statement of the functional significance of the sign in
terms of the relevant regulations. This statement will
normally include the significance of the sign as given by
the Road Traffic Regulations but may in some cases
amplify this. The significance given in the Road
Traffic Regulations shall be the applicable
significance in law.
MAY 2012
PERMANENT or TEMPORARY versions of the same

sign have the same legal significance. This
significance shall not be affected by the inadvertent
display of a PERMANENT regulatory sign when a
TEMPO- RARY regulatory sign is appropriate, or vice
versa.
3
Where conditions require greater visual impact or

emphasis regulatory signs may be displayed within a
HIGH VISIBILITY background (see Section 2.8).
In circumstances where varying conditions of topography,

weather, or traffic control needs occur, it may be
necessary to provide a VARIABLE MESSAGE regulatory
sign which is capable of displaying a number of different
temporary messages appropriate to the particular site.
2.1.3 Basic Classification of Regulatory

Signs
1
Regulatory signs have been classified into groups.

These are arranged into a framework to make the
allocation of new signs to the correct group more simple.
This framework takes into account the function of the
different regulatory sign groups and their applicability. The
framework uses a combination of shapes and colour
codes to identify the groups in the classification. Specific
colours are allocated to regulatory sign borders,
backgrounds and symbols in order to give a sign group a
particular significance.
SADC - RTSM - VOL 1
REGULATORY
2.1.2
2
INTRODUCTION
The terms regulate, control, restrict and reserve have

similar but subtly different meanings. For the purposes of
the classification of regulatory signs each is accorded
a different significance in order to clarify the stages of
the classification. In this context to REGULATE is
considered to mean to CONTROL, or to RESTRICT. A
restriction may be applied in the form of a LIMIT, such as
a speed limit, or it can be applied to an ACTION such as
a turning movement, or to an OBJECT such as a heavy
vehicle. A restriction may also be applied to a combination
of limits, actions or objects.
The APPLICABILITY of a regulation may be

MANDATORY in that drivers or other road users
SHALL, or SHALL NOT, take some action as indicated by
the sign. For example at a T-junction with a one-way
street all drivers SHALL turn in the one direction
indicated by a mandatory sign. A regulation may also be
APPLICABLE in a CONDITIONAL manner, in which
case a driver, or other road user, may choose to come
under the jurisdiction of the conditional sign or not. If,
for example, a driver approaches a one-way street on a
crossing road the driver may go straight on or turn into the
one-way street. If the driver chooses to enter the oneway street it SHALL only be in the direction indicated by
the conditional sign.
The basic classification of permanent and temporary

regulatory signs is summarised in Figure 2.1. This
classification is expanded further into a comprehensive
framework of sign applications in Figure 2.2 (see Section
2.0). This framework is described further in Sub - section
2.1.5.
object. Normally this means that limits are indicated by

numerals and/or letters, actions by an arrow and objects
by a symbol representing the object. The number of
symbols available for use on regulatory signs has been
significantly increased and, in general, those that have
existed for some time have been modernised and stylised
to improve legibility and recognition distances (see Figure
2.3).
3
It is a general rule that regulatory signs should only

display one symbol per sign. ln some instances in order to
achieve the desired significance in relation to an
application it may be necessary to display two symbol
messages at one time. This should normally be
provided by two signs mounted together (see paragraph
2.1.4.15). Such signs are termed SELECTIVE
RESTRICTION signs and may involve such message
combinations as the restriction of an action by a specific
object, rather than all objects (traffic), or the application of
a limit to a specific object, rather than all objects
(traffic). Table 2.1 gives the likely range of message
combinations which may be required. The first part of
each message combination is the PRIMARY message
and the relevant symbol shall appear in the uppermost
sign and in its standard sign shape. The SECONDARY
message and the relevant symbol shall appear in a
rectangular (secondary) sign below the primary sign.
Unless qualified by a secondary message varying
its applicability to certain times a regulatory sign
shall be applicable day and night, 24 hours every
day.
Symbols for use on primary message regulatory signs

are recorded in the Road Traffic Regulations and only
such symbols shall be used on primary message
regulatory signs (see Figure 2.3 and Sub - section
2.1.12).
The SHAPE of a regulatory sign is used to indicate the

applicability of the sign group. As depicted in Figure 2.1 the
general rule is that MANDATORY signs are CIRCULAR
and CONDITIONAL signs are RECTANGULAR. This
shape code does not apply to secondary messages
which form part of selective restriction signs.
2.1.4 Format of Regulatory Signs

1
Regulatory signs shall be easy to understand and to

enforce, and difficult to misinterpret. The classification
framework lends itself to clear distinction between the
various groups within the framework. The limit, action or
object which is the subject of the regulation is indicated
by the legend on the sign and its applicability is given by
the shape and colour of the sign groups.
In the majority of cases the legend used on regulatory
signs is a symbolic representation of the limit, action or
TABLE 2.1
Primary -
SELECTIVE RESTRICTION MESSAGE COMBINATIONS
TABLE 2.1
Secondary
Limit
Limit
(e.g. Mass limit for a limited time)
Limit
- Object
(e.g. Minimum speed limit for trucks)
Action - Limit
(e.g. No right turn at limited times)
NOTES:
(1) Secondary messages are provided by
EXCLUSIVE SECONDARY MESSAGE signs in
the (R)500 series (see Section 2.4)
(2) Signs in the (R)500 series are classified into

TIME LIMIT, ACTION, TEXT or SYMBOL
MESSAGE Sub-groups. Text messages may
refer to limits, actions or objects.
Action - Object
(e.g. No right turn by buses)
Object - Limit
(e.g. No pedestrians at limited times)
REGULATORY
SADC - RTSM VOL 1
MAY 2012
INTRODUCTION
6
2.1.3
Regulatory signs which would have the most serious

consequences in safety terms, should they not be
noticed or obeyed, have been identified for many years as
deserving special
consideration regarding their
conspicuity and uniqueness. Such signs are the STOP
sign R1 and the NO ENTRY sign R3.These signs have a
common function in that they apply regulations
which exercise control over the right of way of
traffic. They have therefore been designated as
CONTROL signs and form a major sub-division of
regulatory signs. CONTROL signs may occur in the
MANDATORY or CONDITIONAL applicability categories.
The majority have exclusive shapes and because
of
their
importance
PERMANENT
and
TEMPORARY CONTROL signs retain the same
SHAPES and COLOURS. Signs may apply to all traffic
or to specific types of traffic. SELECTIVE CONTROL
signs should be used with caution because of the
possibly serious consequences of the misinterpretation of
such signs.
The influence of sign shape o n t h e regulatory

sign classification is summarised in Figures 2.1 and 2.2.
The COLOURS of a regulatory sign are used in addition

to the shape as a further indication of the applicability of
the type of sign and to indicate whether the sign is
permanent or temporary.
A MANDATORY regulation may take the form of a

COMMAND or a PROHIBITION. The function of a
mandatory command restriction sign is to indicate that the
limit or action displayed SHALL be complied with:
(a) by drivers of all objects (traffic), e.g. KEEP LEFT
sign R103;
(b) by drivers of a specific object displayed, e.g. BUSES
ONLY sign R121.
The function of a mandatory prohibition restriction sign is
to indicate that the limit or action displayed SHALL NOT
be exceeded or taken:
(a) by drivers of all objects (traffic), e.g. SPEED LIMIT
sign R201;
(b) by drivers of a specific object displayed, e.g. NO
MOTORCYCLES sign R222.
The difference between the different categories of
mandatory restriction signs is indicated by the sign
colours as given in Table 2.2 and in Figure 2.2.
10 In addition to this colour coding mandatory

prohibition restriction signs which refer to
ACTIONS or OBJECTS have a diagonal RED SLASH.
TABLE 2.2
This red slash is located to have the least effect in

obscuring the sign symbol and may slope from lower left
to upper right or lower right to upper left of a sign.
Mandatory prohibition restriction signs referring to
maximum permissible values or LIMITS, SHALL NOT
use a red slash.
11 A CONDITIONAL regulation may be a RESERVATION or
the COMPREHENSIVE application of several regulations.
The function of a conditional reservation restriction sign is to
indicate to road users that a roadway, a portion of roadway,
or some other road traffic facility such as a parking area, is
reserved in terms of some limit, action or object, or
combination of these. This category of sign is commonly
used to apply to only drivers of one class of vehicle.
However, since use of the roadway, portion of roadway, or
other road traffic facility such as a parking area, is
OPTIONAL, the reservation only becomes applicable to the
user when the facility is in use. In terms of the
reservation the driver of any other object ( all other
traffic or classes of vehicle) shall not use the area so
reserved. This can be summarised as - if the driver of
an object (displayed by symbol) wishes to use the
reserved area, ONLY the driver of such object
(displayed by symbol) MAY use it, and NO driver of
any OTHER class of object shall use i t . In the
case of conditional reservation parking signs if the driver
of an object wishes to park and parking places are
reserved for such object by an appropriate
reservation sign, the driver of the object SHALL use
the reserved places and no other, and NO driver of
any OTHER class of object shall use the reserved
places. The function of a conditional comprehensive
restriction sign is to indicate to road users that the use of a
roadway, a portion of roadway, or some other road traffic
facility, is subject to compliance with a number of road traffic
regulations. The difference between different categories of
conditional restriction signs is indicated by the sign colours
as given in Table 2.3 and Figure 2.2.
12 Reservation signs may apply to the drivers of moving
vehicles, parked vehicles, or, in the case of a range of
public transport vehicle types, to places where drivers of
such vehicles are permitted to stop. To indicate these
differences signs relating to reservations involving
moving vehicles include the letter "R" and those relating to
parking include the letter "P". The signs may also include
a symbol to indicate the class of vehicle to which the
RESERVATION or PARKING RESERVATION applies.
On the signs for drivers of moving vehicles the symbol is
located above the letter "R" whereas on the signs for
parked vehicles the symbol is located
MANDATORY SIGNS COLOUR CODE
TABLE 2.2
Control Group
Command Group
All
Permanent
Temporary
Permanent
Temporary
Border
White
White
Yellow/Black
Red
Red
Background
Red
Blue
Yellow
White
Yellow
Symbol
White
White
Black
Black
Black
Examples
STOP sign
MINIMUM SPEED sign
MAY 2012
Prohibition Group
SADC - RTSM - VOL 1
MASS LIMIT sign
REGULATORY
2.1.4
INTRODUCTION
below the letter "P". Public Transport STOP RESERVATION signs have a unique symbol and signface
layout.
13 As mentioned in paragraph 2.1.4.3 it may sometimes
be necessary to use SELECTIVE RESTRICTION
signs in order to indicate when a primary sign message
is only applied selectively to some limit, action or object.
The colour code applicable to the rectangular
secondary message signs is that of the primary
message sign which it qualifies. Both signs in the
selective restriction combination therefore have the
same border, background and symbol colours.
SELECTIVE RESTRIC- TION RESERVATION signs
will commonly indicate the time(s) of applicability of the
signs as the secondary message (see Figure 2.4 and
Section 2.7).
2.1.5 Framework for Regulatory Signs

1
It is essential to the understanding of the regulatory

signing system and of its sub-division into groups,
and the applicability of these groups of signs, that
simple, easy to understand terms be used to
describe them.
Regulatory signs are therefore classified as follows:

(a) CONTROL group (R1 to R6).
These signs indicate the applicability of right of
way control regulations by mandatory command
prohibition restrictions, or by conditional reservation
restriction and conditional comprehensive restriction
signs.
(b) COMMAND group (R100 series).
These signs indicate the applicability of regulatory
restrictions by mandatory command other than
control regulations.
(c) PROHIBITION group (R200 series).
restrictions by mandatory prohibition other than
control regulations.
(d) RESERVATION group (R300 series).
restrictions by reservation on the basis of
conditional use, other than control regulations.
(e) COMPREHENSIVE group (R400 series).
These
signs
indicate the comprehensive
applicability of several regulatory restrictions on
the basis of conditional use, other than control
regulations.
(f) EXCLUSIVE
SECONDARY
MESSAGE
signs (R)500 series (Brackets are used to indicate
that these exclusive secondary message signs
shall not be displayed on their own.) These signs,
when displayed with one of the primary signs
covered in paragraphs 2.1.5.2 (a) to (e), indicate
that the applicability of such primary signs is
modified by the secondary sign. The sign
combination is a SELECTIVE RESTRICTION sign
which is numbered in two parts e g. R201-565.
(g) DE-RESTRICTION signs (R600 series) are used
to indicate the termination of a previously imposed
regulation.
14 The colour of the reverse side of regulatory signs shall

be grey semi-matt or natural aluminium finish, with the
following exceptions:
(a) temporary portable signs (see Subsection 2.1.9);
(b) (b) STOP sign R1,the reverse side Of which shall
have a white semi-matt finish.
15 When legibility at high speed is not a basic requirement
of selective restriction signs two or three symbols may be
included within the sign face of a single sign. Examples
of such signs are:
(a) a mandatory command restriction sign indicating a
shared cycle-track/footpath;
(b) a wide range of conditional reservation restriction
signs relating to public transport vehicles.
(See also Section 2.8).
16 Several regulatory signs incorporate a time or times into
their message. These time limits are fundamental to the
functional operation of such signs in that they indicate the
period of validity of the regulation related to the sign. The
sign is in effect inoperative outside the times
indicated. Due to restricted space or legibility
requirements the time limit(s) is displayed as a
secondary sign below the primary sign. These signs
are selective restriction signs and the secondary, or
sometimes tertiary, message shall be indicated in the
same colour code as the primary message. A
secondary sign
of this type is not a
supplementary plate sign (see Figures 2.2 and
2.3).
17 It is recommended that selective restriction signs be
manufactured from one piece of material to avoid the
risk of misinterpretation should one part of a two or
more part sign fall off or be removed.
TABLE 2.3
The short name used to describe the group

as indicated above in capital letters is used for
the rest of this manual.
3
This classification framework is summarised in Figure 2.2.

The figure also illustrates the basic regulatory sign
SHAPE and COLOUR code. The various individual reguTABLE 2.3
CONDITIONAL SIGNS COLOUR CODE
Comprehensive Group
Control Group
Reservation Group
All
Permanent
Temporary
Permanent
Temporary
Border
White
White
Black
Red
Red
Background
Red
Blue
Yellow
Blue
Yellow
Symbol
White
White
Black
White
Black
Examples
ONE WAY
ROADWAY sign
BUS LANE
RESERVATION sign
REGULATORY
SADC - RTSM VOL 1
DUAL CARRIAGEWAY
FREEWAY BEGINS sign
MAY 2012
INTRODUCTION
2.1.5
latory signs are covered in detail in subsequent

sections. Examples of the various categories of sign are
illustrated in Figure 2.5. These examples have been
related to regulatory signing for the control of heavy
vehicles since this is an area of application in which
signs of the type illustrated are commonly called for.
regulatory signs to supplement the messages of the signs, by

giving:
(a) descriptive information by text or symbol :
e.g.- police, customs, toll;
- remote location
(Oiiviershoek Pass from the N3);
- tow-away zone, etc.
(b) a distance:
e.g. - a distance to the point of application of the
regulation;
- a distance for which the regulation applies
with the word "For''.
2.1.6 Retroreflectivity and Illumination

1
PERMANENT control, command, prohibition and

comprehensive regulatory signs shall have fully
retroreflective borders, backgrounds and symbols when
the significance of the sign applies during daytime and
night-time. Black areas used on PERMANENT regulatory
signs shall have a semi-matt finish. PERMANENT
prohibition and reservation signs are commonly qualified
by a time of day for which their applicability is valid. The
use of retroreflective materials for border and symbols
is recommended to cover the possible applicability of
such signs during dusk. If such signs have no night-time
significance semi-matt finishes may be specified.
All TEMPORARY regulatory signs shall be fully
retroreflective apart from black symbols or borders which
shall have a semi-matt finish. If certain urban
maintenance units are organised in such a manner that
they operate only in daylight hours the temporary
regulatory signs used or displayed by these units may
have a semi-matt finish.
External or internal illumination may be specified as an
alternative to the use of retroreflective materials.
The message/legend of a supplementary plate sign

used with a regulatory sign should be such that if it were to
be removed from the main sign the significance of the
main sign would remain unaltered.
Selective restriction sign secondary messages

are not supplementary plate signs. In certain cases
a supplementary plate may be added to a selective
restriction sign.
SUPPLEMENTARY PLATE signs IN11 may incorporate a

symbol or a text legend.
Whenever possible a supplementary plate sign should be

dimensioned to match the width of the regulatory sign
with which it is to be used.
Supplementary plate signs used with PERMANENT

regulatory signs shall have a white background, black
border
and black legend. Those used with
TEMPORARY regulatory signs shall have a yellow
background and black border and legend. The materials
used shall be as given in Section 2.1.6. By contrast it
should be noted that SELECTIVE RESTRICTION
secondary message regulatory signs ALWAYS have
the same colour code as the primary message
regulatory sign with which they are used (see
Figures 2.3 and 2.4 and Section 2.7).
The use of distance supplementary plate signs with

TEMPORARY regulatory signs is recommended to
indicate to drivers the extent of a temporary regulation,
particularly at roadworks sites e.g. "For 8 km".
The use of a distance supplementary plate sign with a

regulatory sign to indicate the distance to the point of
applicability of a regulatory sign e.g. "100 m" or "150
m", is not likely to be common. However, in certain
instances such information may be necessary to aid
smooth traffic flow and to reduce the risk of
unnecessary or hazardous manoeuvres.
2.1.7 Location
1
In general the lateral and vertical location of regulatory

signs shall comply with the provisions of Chapter 1.
Regulatory signs should be located as close as possible

to the point from which the relevant regulation is
applicable. In many cases it is necessary, for purposes
of fair and reasonable enforcement, that regulatory
signs be repeated at regular intervals. Details will be
given in the descriptive sections on individual signs.
Special care should be taken with the placing of NO

STOPPING and NO PARKING signs in urban areas to
adequately indicate to drivers the extent of "no stopping"
and "no parking" zones. Details will again be covered in
the descriptive sections on individual signs.
In order to successfully alert drivers to the existence of
regulations ahead, which may necessitate actions on
the part of drivers or even the re-planning of their
routes, it may be necessary to locate regulatory signs in
advance of the point of application the regulations.
This may be necessary in such circumstances as:
(a) a roadway height, width, vehicle length or mass
restriction ahead;
(b) restricted turn conditions ahead for all traffic or for a
specific class of vehicle.
In such cases the regulatory sign should be combined with
a supplementary distance plate (see Subsection
2.1.8 and Section 2.8).
2.1.8 Supplementary Plates

1
2.1.9 Portable Regulatory Signs

1
Portable regulatory signs are commonly used for

temporary traffic control. Such signs should, with the
exception of CONTROL group signs, be in TEMPORARY
sign colours.
The reverse side of a portable regulatory sign which is

used or displayed in such a manner that it may be a
source of danger to traffic travelling in the opposite
direction should be marked with 150 mm wide yellow
retroreflective horizontal stripes on a black semi-matt
background.
SUPPLEMENTARY PLATE signs IN11 (Chapter 5,

Subsection 5.2.6) may occasionally be used with
MAY 2012
SADC - RTSM - VOL 1
REGULATORY
INTRODUCTION
2.1.6
2.1.10
Size
2.1.11 Applications
1 Full dimensional details of all regulatory signs are given in

Volume 4 of the Manual. Standard sizes covered in
Volume 4 are:
(a) circular signs - diameter
150 mm (for parking meters only)
300 mm (for cycle tracks only)
450mm
600mm
900mm
1200 mm
1600 mm
(b) rectangular signs - H x W (ratio 4:3)
Various combinations of sign types which may include

regulatory signs are covered in Section 2.8.
Examples of specific applications of regulatory signs in

combination with other regulatory signs or other classes of
sign will be covered in Volume 2 of the Manual particularly in
Chapters 3, 7, 8, 11 and 13.
2.1.12 Other Regulatory Signs

1
When no specific symbol is available to cover a required

regulatory sign primary message the appropriate message
should be indicated within the sign in black semi-matt or
white retroreflective letters of the DIN 1451 letter style, of the
style and size permitted by the space available, but not
less than 70 mm high. This provision does not apply to
secondary message signs used on selective restriction
signs or to BUS and MINIBUS STOP RESERVATION signs R325
and R326.
The need to manufacture any such sign shall be reported

immediately by the authority to:
300 x 225 mm
450
x 340 mm
600 x 450 mm
BOO x 600 mm
900 x 675 mm
1200 x 900 mm
1600 x1200 mm
2
Except when indicated otherwise the size of regulatory

signs should be as given in Table 2.4.
The dimensions in paragraph 2.1.10.1 (a) also apply to

STOP signs. YlELD signs are dimensioned in the same
manner as warning signs. The largest sizes given are
normally intended for use on overhead signs on a HIGH
VISIBILITY background.
The Secretary
Route Numbering and Road Traffic Signs Sub-Committee
c/o Department of Transport
Private Bag X193
Pretoria
0001
This will enable a co-ordinated approach to be adopted for
the design of an appropriate symbol for general use
wherever possible.
BUS and MINIBUS STOP RESERVATION signs R325

and R326 have unique sizes which are covered in
Section 2.6 and in Volume 4.
TABLE2.4
MINIMUM REGULATORY SIGN SIZES
TABLE2.4
Operating speed (km/h)

Stopping/
Parking
Circular sign
diameter
(mm)
Rectangular
sign-
x W (mm)
100 or more
70 to 90
60
1200
900
600
450
1200 X
900
900 X
675
600 X
450
450
340
Overhead
Signs
1600
(1)
1600 X
1200 (1)
NOTES:
(1) When used on
a HIGH VISIBILITY or
DIAGRAMMATIC overhead sign a regulatory sign
may be used with and without a distance or arrow.
If the regulatory sign is a permanent COMMAND sign
an additional contrasting semi-matt border shall be
placed outside the normal white border of such
signs. (See Volume 4, Chapter 2).
(2) If a temporary COMMAND sign is located overhead the
inset black border shall become the same width as the
normal white border on a permanent COMMAND
sign. (See Volume 4, Chapter 2).
REGULATORY
(3) Special reduced sizes are recommended for:

(a) cyclist and pedestrian control (300 mm diameter
and 300 x 225 mm);
(b) KEEP LEFT signs R103 on traffic bollards
(300 mm diameter);
(c) repeater signs on parking meters
(150 mm diameter);
(d) special application STOP signs R1.1 (See
Subsection 2.2.1 - 450 mm).
(4) See Table 2.6 for details of PAY TOLL sign R132
sizes.
SADC - RTSM VOL 1
MAY 2012
2.1.7
INTRODUCTION
NOTES:
(1) Masses in tonnes are equivalent to the gross vehicle
mass (GVM) or the gross combination mass (GCM).
(2) All heavy vehicles over 10 tonnes includes buses over
10 tonnes.
Fig 2.5
MAY 2012
(3) All goods vehicles includes all trucks over 3 500 kg

(GVM/GCM) but excludes buses.
(4) Goods vehicles exceeding 10 tonnes includes all
goods vehicles over 10 tonnes but excludes buses.,
Framework Applied to Regulatory Signing for Heavy Vehicles
SADC - RTSM - VOL 1
REGULATORY
NATIONAL VARIANTS
2.10.1
2.10.1
General
roadway. The following signs are additional national
Variants to cater for this situation:
1 Whilst the objective of the SADC Road Traffic Sign

System is to achieve the highest possible degree of
harmonization of the system throughout the region it is
likely that there will be a number of details which will
remain unique to individual member countries.
2
(a) YIELD AT TRAFFIC CIRCLE control regulatory

sign R2.2-Ang;
(b) YIELD TO ONCOMING TRAFFIC control regulatory

sign R6-Ang;
(c) TAXI command regulatory sign R118-Ang;
(d) ROUNDABOUT command regulatory sign R137Ang;
(e) NO U-TURN prohibition regulatory sign R213- Ang;
(f) NO OVERTAKING prohibition regulatory signs
R214-Ang and R215-Ang;
(g) NO TAXI prohibition regulatory sign R224-Ang;
(h) TAXI RESERVATION reservation regulatory signs
R309-Ang and R309-P-Ang;
(i) MINIBUS STOP "stop" reservation regulatory sign
R326-Ang;
(j) TAXI exclusive secondary message regulatory sign
(R)564-Ang.
For the purposes of identification any such signs are

considered as NATIONAL VARIANTS specific to one or
more of the SADC member countries. Variants can
occur in one of three ways, namely:
(a) as an ADDITIONAL variant using a modified or
different symbol for a sign function used in most
member countries; or
(b) as a UNIQUE variant where the sign is used in
only one country; or
(c) as an ADDITIONAL variant to accommodate. the
language of a SADC member country which does not
have English as an official language (at the time of
publishing such variations apply to the use of
Portuguese in Angola and Mozambique, although
every effort has been made to minimise this need by
the use of symbolic messages).
All signs are listed once in colour in the Contents

section and are provided with text describing their
meaning and function. Any additional National variants
involving a modified or different symbol will be
identified pictorially in the National Variants section.
Any National Variants which are unique to one country
will appear in the National Variants section complete
with appropriate text.
All signs are allocated numbers. An additional variant is
allocated a three letter suffix identifying the country to
which it belongs. In the case of a unique variant such a
sign will be allocated a unique number which includes the
appropriate National three letter suffix. If the sign
becomes more widely used the use of the suffix will be
discontinued. The letter codes allocated for each
member country are as follows:
(a) Angola
(b) Botswana
(c) Democratic Republic
of Congo
(d) Lesotho
(e) Malawi
(f) Mauritius
(g) Mozambique
(h) Namibia
(i) Seychelles
(j) South Africa
(k) Swaziland
(I) Tanzania
(m) Zambia
(n) Zimbabwe
DRC;
Les;
Mal:
Mau;
Moz;
Nam;
Sey;
RSA;
Swa;
Tan;
Zam;
Zim.
When National Variants occur they will be covered in

Subsections of this Section, bearing the name of the
country. All National Variants are identified in the
Contents by a black dot thus - e. The purpose in
identifying variants is to assist education on road traffic
signs within the region for travellers beyond National
borders, and to assist sign manufacturers.
2.10.2
1
Ang;
Bot;
Angola
The signs are illustrated in Figure 2.22 with references to

the relevant subsections where the applicable text can
be found.
2
The signs listed in paragraph 2.10.2.1 may be

manufactured by mirroring the standard symbols
specified for the signs for use in other SADC member
countries.
2.10.3
1
Angola and Mozambique
Since English is not an official language in Angola and

Mozambique National Variants are required of a number
of signs to cover the use of Portuguese equivalents to a
limited number of English words or abbreviations used on
the following signs:
(a) SIGA ("GO") temporary control regulatory signs
R1.5B-Ang and R1.5B-Moz;
(b) VEICULO ANORMAL (abnormal vehicle) command
regulatory signs R127-Ang and R127-Moz;
(c) AUTOCARROS
DE
TURISMO
(tour
bus)
command regulatory signs R129-Ang and R129-Moz;
(d) NAO A VEICULOS DE DIMENSOES ANORMAIS
(no abnormal vehicles) prohibition regulatory signs
R233-Ang and R233-Moz;
(e) NAO A AUTOCARROS DE TURISMO (no tour
buses) prohibition regulatory signs R235-Ang and
R235-Moz;
(f) VEJCULO ANORMAL (abnormal vehicle) reservation
regulatory signs R317-Ang, R317-P-Ang, R317-Moz,
and R317-P-Moz;
(g) AUTOCARROS DE TURISMO (tour bus) reservation
regulatory signs R319-Ang, R319-P-Ang,
R319-Moz, and R319-P-Moz;
(h) SEMANA (for "week" abbreviation of "weekdays")
and SABADO (for "Saturday") exclusive secondary
message signs (R)503-Ang, (R)503-Moz, (R)504Ang, (R)504-Moz, (R)505-Ang, and(R)505-Moz;
(i) ATE (for "up to ......") exclusive secondary message
signs (R) 533-Ang and (R)533-Moz;
(j) E SO ACESSO LOCAL (for "and Local Access Only")
exclusive secondary message signs (R)534-Ang and
(R)534-Moz;
Angola requires a number of National Variants to cater for

the fact that traffic travels on the right side of the
MAY 2012
SADC - RTSM - VOL 1
REGULATORY
NATIONAL VARIANTS
2.10.2
R2.2-Ang
R6-Ang
R118-Ang
R137-Ang
Refer: page 2.2.8
Refer: page 2.2.12
Refer: page 2.3.10
Refer: page 2.3.17
R213-Ang
R214-Ang
R215-Ang
R224-Ang
Refer: page 2.4.9
Refer: page 2.4.10
Refer: page 2.4.10
Refer: page 2.4.17
R309-Ang/R309-P-Ang
R326-Ang
(R)564-Ang
Refer: page 2.5.9
Refer: page 2.5.14
Refer: page 2.7.8
Fig 2.22
Regulatory Sign National Variants - ANGOLA

(Mirror image signs or symbols)
(k) DURANTE (for "For ..... km") exclusive secondary

message signs (R) 535-Ang and (R)535-Moz;
(I) VEICULO ANORMAL (abnormal vehicle) exclusive
secondary message signs (R)572-Ang and (R)572Moz;
REGULATORY
(m) AUTOCARROS DE TURISMO (tour bus) exclusive

secondary message signs (R)574-Ang and
(R)574-Moz.
The signs are illustrated in Figure 2.23 with references
to the relevant subsections where the applicable text
can be found.
SADC - RTSM - VOL 1
MAY 2012
2.10.3
NATIONAL VARIANTS
Fig 2.23
MAY 2012
Regulatory Sign Language Variants

Portuguese - ANGOLA and MOZAMBIQUE
SADC - RTSM - VOL 1
REGULATORY
NATIONAL VARIANTS
2.10.4
2.10.5
1
"Police" Signs - All Countries
Sections 2.5 and 2.7 show signs R322/R322-P and

(R)577 respectively with a generic "Police Vehicle"
reservation symbol. This sign may be. used in any
country in the SADC region. Alternatively individual
Fig 2.24
REGULATORY
countries may utilize a specific symbol representative of

the police in their country. Examples of such signs are
included in Figure 2.24 for the benefit of education on road
traffic signs and to assist manufacturers.
Individual National Variants of P o l i c e Signs i n Reservation

and Exclusive Secondary Message Classes
SADC - RTSM - VOL 1
MAY 2012
CONTROL
2.2.1
STOP SIGN
R1
COLOURS:
PERMANENT AND TEMPORARY
Border:
Background:
Legend:
2.2.1
White retroreflective
Red retroreflective
DIN 1451 Style 'W'
For dimensions
ref. Vol. 4
page
2.2.1
Stop
The STOP regulatory sign R1 imposes a mandatory

requirement that the driver of a vehicle shall stop
such vehicle with its front end in line with such
sign, or, if STOP LINE marking RTM1 is used in
conjunction with such sign in the prescribed
manner, immediately behind such stop line, and
that such driver shall not proceed until it is safe to
do so. When a STOP sign R1 is displayed at a railway
crossing a RAILWAY CROSSING hazard marker
sign W403 or W404 shall be displayed below the R1
sign. If a stop line has been marked but for whatever
reason is, for the time being, not visible, then the driver
shall act as if there is no stop line. It is recommended that
the word STOP be marked on surfaced roadways
immediately before the stop line (see Chapter 7).
A number of derivatives of STOP sign R1, are

available. These are illustrated in Figure 2.6 and are
described below:
LINE marking RTM2.

(c) 3 WAY-STOP sign R1.3 shall be used if all-way
stop control is required on a three-leg road junction; a 3
WAY-STOP sign R1.3 shall have the same
mandatory requirements of a driver as STOP sign R1;
additional requirements are covered in paragraph
2.2.1.4;
(d) 4 WAY-STOP sign R1.4 shall be used if all-way
stop control is required on a four-leg road junction; a 4
WAY-STOP R1.4 sign shall have the same
mandatory requirements of a driver as STOP sign R1;
additional requirements are covered in paragraph
2.2.1.4;
(e) STOP and GO signs R1.5A and R1.5B may be
used for temporary traffic control at roadworks or
other temporary public facility maintenance sites;
display of sign R1.5A imposes:
(i) a mandatory requirement that the driver of a
vehicle shall stop such vehicle with its front
end in line with the stop sign, and-
(a) Sign R1.1 may be specified in urban areas where the

footpath is narrow and visibility of the standard stop
sign is restricted by other signs or by vegetation. The
variation consists of an additional STOP sign R1,
450 mm wide, displayed on the same support as
the main stop sign at a minimum height to the lower
edge of 750 mm above the roadway. STOP sign
R1.1 shall have the same mandatory requirements
of a driver as sign R1;
(b) STOP/YIELD sign R1.2 imposes:
(i) a mandatory requirement that the driver of a
vehicle wishing to proceed straight-on or to
the right at the junction ahead shall act as for
STOP sign R1;
(ii) a mandatory requirement that the driver of a
vehicle wishing to proceed to the left at the
junction ahead shall yield right of way to all
traffic, from the right (both vehicular and
pedestrian}, on the roadway which is joined
by the roadway on which the driver is
travelling where such traffic is so close as
to constitute a danger or potential danger.
The YIELD portion of sign R1.2, which includes
a left turn arrow, shall not be used without a
STOP sign R1, and shall not be used at a traffic
signal. When STOP/YIELD sign R1.2-RSA is used
the STOP LINE marking RTM1 shall be replaced on
the path of the left turn movement by a YIELD
MAY 2012
(ii) a mandatory requirement that the driver

shall not proceed until permitted to do so by
the display of the GO sign, and then with
caution.
Signs R1.5A and R1.5B shall be mounted back-toback so that the legend STOP is displayed on one
side and the legend GO on the other side. The signs
may be mounted on a pedestal or staff to permit
easy rotation. The colours of sign R1.5B have been
altered to black on yellow from the white on green of
the earlier sign to conform to the temporary sign
colour code and to impart a message of "caution"
consistent with the application of the sign.
(See paragraph 2.2.1.9 for details of stop signs used at
police or customs check points and at toll-booths and
paragraph 2.2.1.11 for guidelines and further details of
application.)
3
Signs R1, R1.3 and R1.4 are not recommended for

display when a YlELD sign R2 would control a road
junction safely and with less inconvenience to the public.
Display of an R1sign or any of its derivatives shall
be given careful attention.
When considering the use of all-way stop signs, R1.3 and

R1.4 the effects such signs may have on traffic must
be particularly carefully assessed. All-way stop signs
may be useful as a safety measure in some
SADC - RTSM - VOL 1
REGULATORY
2.2.2
CONTROL
instances. Such control should ordinarily be used only

when the volume of traffic on the intersecting roads is
approximately equal. A traffic control signal is more
satisfactory for a road junction carrying a heavy volume of
traffic. In difficult cases it may become necessary to
evaluate each option within the framework of traffic
control alternatives on the basis of level of service,
capacity, economic factors, environmental impact and
collision history. Ultimately an engineering study may be
necessary. This should involve a detailed examination of a
wide range of factors, including:
(a)
(b)
(c)
(d)
(e)
(f)
(g)
(h)
(i)
(j)
In addition the installation of all-way stop control

is not recommended when one or more of the
following conditions exist:
(a) if the approach roads are divided carriageway
roads;
(b) if any approach road to the junction has more than
one lane for traffic;
(c) when the gradient of any approach road at the stop
line exceeds 8%;
(d) at skew or offset junctions;
(e) the junction is within 150 m of any other traffic
control device;
(f) where excessive traffic speeds are experienced and
are a problem;
(g) where adjacent property would suffer dis-benefit
due to increased vehicle noise and/or exhaust
emissions;
(h) if the traffic flow on one road (both approaches)
exceeds the total traffic flow on the other road (both
approaches) by more than 20% of the total traffic
through the junction.
7
Since vehicles on all approaches to a road junction

controlled by all-way stop signs are required to stop, the
informal "first in-first away" right of way rule has been
formalised to allow for departure from the stop line by all
vehicles in an orderly manner. It is therefore a mandatory
requirement that the driver of a vehicle approaching
a 3 WAY STOP sign R1.3 or a 4 WAY STOP sign R1.4
shall stop such vehicle in accordance with the
provisions of STOP sign R1, AND such driver shall
not proceed into the junction until every vehicle
which has stopped at any other STOP LINE marking
RTM1 at such junction first, and which would, in
the normal course of events, cross the path of the
driver's vehicle, has cleared the junction. This has
the effect that the vehicle may be made to proceed past
the STOP sign before such other vehicle(s) if the driver
is certain that the path of such other vehicle(s) shall not
cross or otherwise conflict with the path of the driver's
vehicle during the time the driver requires to clear the
path of such other vehicle(s). This will assist with the
legal process of apportioning blame in the event of an
accident within the junction.
Sign R1 may be displayed by a temporary scholar

patrol. Such signs should be 450 mm wide and should
There are potential environmental dis-benefits associated

with all-way stop control, such as:
(a) increased noise;
(b) increased exhaust emissions;
(c) increased speeds on blocks between controls.
A significant drawback to using accident statistics to
evaluate traffic control methods is the problem of getting
reliable local historical data and the problem of making
accurate predictions relating to future accident patterns.
The issue is complicated by the phenomenon of "accident
migration" which is difficult to detect, without very
extensive before-and-after studies, and even more
difficult to predict. This can be reflected in an apparent
reduction in accidents, as measured at a particular
site, which may or may not be related to a coincidental
increase in accidents at an adjacent site. Experience has
shown however that the installation of all-way stop control
can result in a significant reduction
REGULATORY
All-way stop control should not be applied at road

junctions when one or more of the following
conditions pertain to the junction:
(a) the road is a trunk road or major arterial road;
(b) the junction has more than four approach legs;
(c) the approach roads have a speed limit of 80 km/h or
more or that the 85-percentile speed of traffic
exceeds 85 km/h;
(d) the junction is on a public passenger transport
route;
(e) where pedestrian movements on an average day
exceed 200 persons in any one hour across any
single approach road;
(f) the junction lies on a route between junctions controlled by co-ordinated traffic signals.
sight distances;
drainage;
road widths;
channelisation and road markings;
road surface and edge condition;
parking;
approach gradients and road crossfall;
street lighting;
pedestrian movements;
advance signing.
It has been generally found that when all-way stop

control is introduced at heavily trafficked or multi-lane
road junctions, driver confusion may result and significant
delays occur, thereby reducing the level of service.
Frustration of driver's mobility on higher category roads
due to the use of all-way stops, may result in a
redistribution of traffic onto lower category roads. This in
turn may create new traffic, environmental and accident
problems remote from the routes and junction in
question. Investigations aimed at producing a numerical
warrant for all-way stop control have indicated that the
range of traffic flows for which control might be
warranted is so limited and the probability of these
conditions being truly representative of the optimum
performance range is so small, that a practical warrant
does not exist. If, however, a traffic signal volume
warrant indicates that traffic signals are justified then allway stop control may be installed as an interim
measure until signalisation can be implemented. This
would include the situation where there is no existing
electricity supply to the site. It should be noted that, in the
case of this type of control, the need for manual control
by traffic officer often still exists during peak periods.
Although it is quite feasible to undertake an
environmental impact assessment, the measurement and
prediction of this impact is demanding.
5
in the severity of accidents. The foregoing points are

summarised in the form of installation guidelines in
paragraph 2.2.1.11(c).
SADC - RTSM - VOL 1
MAY 2012
CONTROL
2.2.3
STOP/YIELD
STOP SIGN
COLOURS:
For dimensions
ref. Vol. 4
page

Border:
Background:
Legend:
Red retroreflective
DIN 1451 Style "A"
R1.2
R1.1
2.2.1
2.2.2
.,
COLOURS:
3-WAY STOP
4-WAY STOP
R1.3
R1.4

Border:
Background:
Legend:
Red retroreflective
DIN 1451 Style "A"
Border:
Background:
Legend:
Fig 2.6
MAY 2012
2.2.3
COLOURS:
TEMPORARY
COLOURS:
TEMPORARY
Red retroreflective
DIN 1451 Style A
For dimensions
ref. Vol. 4
page
Border:
Background:
Legend:
Black semi-matt
Yellow retroreflective
Black semi-matt
DIN 1451 Style A
For dimensions
ref. Vol. 4
page
2.2.4
Stop Sign Derivatives
SADC - RTSM - VOL 1
REGULATORY
2.2.4
CONTROL
TABLE 2.5
MINIMUM STOPPING SIGHT DISTANCES

Effective Approach Speed (km/h)
70
60
95
70
125
80
150
85
165
Where vehicles are to stop for the requirements of

police officers, traffic officers, customs officials or at toll
plazas relevant SUPPLEMENTARY PLATE signs
IN11.577 indicating the POLICE symbol, CUSTOMS, or
TOLL may be displayed below the STOP sign R1. The
requirements of such signs shall be as for a STOP sign R1
without the SUPPLEMENTARY PLATE sign IN11 except
that it shall be a mandatory requirement that the driver
shall not proceed until directed to do so by a police
officer, traffic officer, or customs or toll official. The
colours of such SUPPLEMENTARY PLATE signs
should conform to the permanent and temporary colour
code for information signs and a symbol, when used,
should conform to the colours appropriate to that
symbol (see Section 2.8 and Chapter 5).
10 Where advance visibility of a stop sign R1 or any of its

derivatives is inadequate and stop control may be
unexpected, the use of permanent or temporary TRAFFIC
CONTROL "STOP" AHEAD warning signs W302 or
TW302, as appropriate, is recommended in accordance
with the provisions of Subsection 3.4.2. The use of a
distance SUPPLEMENTARY PLATE sign IN11.3 with the
warning sign is also recommended. The distance
displayed should take into account the stopping distance
requirements of approaching vehicles and the likely
existence of traffic queues at the stop sign. Mini- mum
stopping sight distances are given in Table 2.5. An
allowance of an additional 40% distance should be
considered when the approaching road surface is
gravel.
When the stop signs are all-way stop signs R1.3 or
R1.4 and advance warning sign W302 or TW302 is
required it is recommended that the distance information
plate include the legend "4-WAY" or "3-WAY" as
appropriate. Temporary SCHOLAR PATROL AHEAD
warning sign TW305 shall be displayed in advance of an
REGULATORY
Minimum Sight Distance Required (m)
50
be manufactured from a light-weight material and in a

back-to-back or double sided manner, when used in
two-way streets, so that sign R1 is displayed in both
directions by each scholar operating a patrol. A scholar
patrol shall include a scholar operating R1 signs on
each side of the roadway. Temporary scholar patrol
signs do not qualify as all-way stop control signs
although both approaching streams of traffic will
commonly be stopped at the same time. A STOP
regulatory sign R1 displayed by a member of a scholar
patrol imposes a mandatory requirement that the driver
of a vehicle stop such vehicle in front of such sign
or immediately behind a YIELD LINE marking RTM2 in
conjunction with which the sign is used, and
remain stationary until the sign is no longer
displayed.
9
TABLE 2.5
R1 sign used at a temporary scholar patrol crossing and

temporary "STOP-GO" CONTROL AHEAD warning sign
TW343 shall be displayed in advance of an R1.5A and
R1.5B sign set used at a STOP and GO control when
these respective signs are in use (see Subsections 3.4.5
and 3.4.35 respectively).
11 Owing to the unique requirements that STOP sign R1, and
its derivatives, place on road users, applications of these
signs should be undertaken with care and attention to
detail. Guidelines for the use of the various R1 signs are
given in the following paragraphs:
(a) STOP sign R1 is recommended for use on the
minor approach leg(s) to a road junction when:
(i) the total traffic on the minor leg(s) differs from the
total traffic on the major leg(s) by more than
20%,AND
(ii) the shoulder sight distance to either side is
inadequate for safe installation of a YIELD
sign R2 (see Figure 2.7 and paragraph
2.2.1.12), AND
(iii) the shoulder sight distance to both sides is
adequate for safe crossing of the major roadway
by traffic which has stopped on the minor
roadway (see Figure 2.8 and paragraph 2.2.1.11
(c));
(b) STOP sign variant R1.1 is recommended for use
under the same conditions as the standard R1 sign
when, in addition:
(i) visibility of the R1 sign mounted at a standard
height is, or may become, limited due to
reduced side space, building canopies and/or
supports, vegetation etc.;
(c) STOP/YIELD sign R1.2 should only be considered to
vary the control of left turning traffic at road
junctions when:
(i) the shoulder sight distance to the right, available to left turning traffic, complies with the
provisions of Figure 2.7; AND
(ii) neither a YIELD sign R2 nor a STOP sign R1,
ONLY, would be adequate to control all traffic
movements safely.
(d) ALL-WAY STOP signs R1.3 and R1.4 may be
considered for use when :
(i) the operation of a traffic control signal is warranted, as an interim measure until the signal is
installed (the time period for such an installation
may be considerable due to the inability of the
road authority to meet the capital costs of signal
SADC - RTSM - VOL 1
MAY 2012
2.2.5
CONTROL
installation, particularly if there is no electricity

available at a remote site.);
(ii) a traffic control signal is not warranted AND, on the
basis of a detailed engineering analysis, with
particular regard to shoulder sight distance from the
STOP LINE, it can be reasonably concluded
that the level of safety will be improved and the
accident potential reduced, AND all other feasible
measures to improve safety and reduce accidents
have been implemented (see paragraph 2.2.1.12).
Remote candidate sites for traffic control signals can
present special maintenance problems. Rather than
perpetuate a potentially dangerous and uneconomic
situation the use of an ALL-WAY STOP control may be
the only feasible solution available.
(e) STOP and GO signs R1.5A and R1.5B are
recommended for use at roadworks and other
temporary public facility maintenance sites when :
(i) traffic volumes are more than 200 vehicles per
hour, AND
(ii) single lane traffic is required, AND
(iii) drivers' visibility of the length of the site is
restricted, OR
(iv) to control construction traffic crossing the path of
general traffic within a work zone.
The use of signs R1.5A and R1.5B is not
recommended for traffic control at road junctions or
at sites which require traffic control during the hours of
darkness. In the latter case the use of temporary traffic
signals is recommended.
12 STOP sign R1 and ALL-WAY STOP signs R1.3 and
R1.4
have
been
used
within
residential
neighbourhoods to control the speed of traffic and limit the
effects of "rat-running". This may appear an economical
way of dealing with such problems due to low initial
costs BUT additional fuel used in stop-start conditions
is inefficient on a national scale and the widespread use
of STOP or ALL-WAY STOP control rather than other
forms of control results in higher noise and fume pollution
levels. New township developments and longer term
traffic control solutions aimed at "traffic calming" should
preferably make use of techniques which are more
MAY 2012
environmentally attractive. These include:

(a)
(b)
(c)
(d)
(e)
YIELD signs;
small traffic circles or mini-circles;
partial or complete road closures;
landscaping;
speed humps.
13 With the exception of STOP and GO signs R1.5A and

R1.5B,and sign R1 used by a temporary scholar patrol,
STOP sign R1 and its derivatives should be displayed on
the left side of the roadway on which vehicles are
required to stop. R1 signs shall be located as close as
possible to the STOP LINE marking RTM1 when this is
provided. The preferred distance of the sign from the line
is 1,5 m in advance. If site conditions or junction
geometry prevent this, the signs may be located up to15
m, but not further, in advance of the line. If the
roadway is a one-way roadway, or junction
channelisation is provided signs R1, R1.1, R1.3 and R1.4
may be repeated on the right hand side of the roadway
or on a median island and shall be repeated on the right
side when the one-way, turning roadway or sliproad has
two or more traffic lanes. All signs shall be sited in such a
manner as not to reduce visibility of traffic on the
intersecting roadway (see Volume 2, Chapter 3, Section
3.1, Figure 3.1).
14 All CONTROL regulatory signs, whether used
permanently or temporarily, shall be displayed in the
PERMA- NENT colours only. With the exception of
STOP and GO sign R1.5A and R1.5B, and sign R1
used by a temporary scholar patrol or for other
temporary use such as a police road block, the colour of
the reverse side of stop signs shall be white.
15 Apart from signs used by scholar patrols which are
covered in paragraph 2.2.1.8, STOP sign R1 and its
various derivatives should be sized in accordance. with the
provisions of Table 2.4 for circular regulatory signs. The
YlELD portion of sign R1.2 should be sized as for warning
signs, as given in Table 3.1, and so that the side length
of the triangle is effectively one size larger than the
diameter of the STOP sign above it (see Volume 4,
Chapter 2).
SADC - RTSM - VOL 1
REGULATORY
2.2.6
CONTROL
YIELD
For dimensions
ref. Vol. 4
page
COLOURS:
R2
PERMANENTAND TEMPORARY
Outer border:
Inner border:
Background:
2.2.5
Red retroreflective
2.2.2 Yield
1
The YIELD regulatory sign R2 imposes a mandatory

requirement that the driver of a vehicle approaching
such a sign shall yield right-of-way to all:
Where advance visibility of a YI LD sign R2 is

inadequate, or a yield control may be unexpected, the
use of a TRAFFIC CONTROL "YIELD" AHEAD warning
sign W303 within the provisions of Subsection 3.4.3 is
recommended.
The
use
of
a
distance
SUPPLEMENTARY PLATE sign IN11.3 with the warning
sign is also recommended. The distance displayed
should take into account the stopping distance
requirements of approaching vehicles. Yield control and
information arrow markings may also be used to
advantage in advance to indicate that yield control is
ahead.
YIELD sign R2 is recommended for use on the minor

approach leg(s) to a road junction when:
(a) traffic on the roadway which is joined by the

roadway on which he is travelling; or
(b) rail traffic on the railway line which is crossed
by the roadway on which he is travelling;
where such traffic is so close as to constitute a
danger or potential danger.
When a YIELD sign R2 is displayed at a railway crossing a
RAILWAY CROSSING hazard marker sign W403 or
W404 shall be displayed below the R2 sign. It is
recommended that a YIELD LINE marking RTM2 be
applied to permanent road surfaces and that a YIELD
CONTROL AHEAD marking WM5 be marked on surfaced
approach roadways for additional emphasis (see Chapter
7).
2
On a particular section of roadway which has been

accorded priority over entering side roads it is preferable that the control method applied to all of these side
roads be the same e.g. yield OR stop, not both forms of
control.
Sign R2 should not be displayed:

(a) against the major traffic flow at a junction, OR
(b) in conjunction with a traffic control signal (unless
controlling traffic using a left-turning roadway or
sliproad physically separated from through or
rightturning traffic by a raised traffic island), OR
(c) as an all-way yield condition (this requirement does
not include YIELD signs provided at traffic circles,
including mini-circles), OR
(d) at a junction where a STOP sign R1 is displayed on
other approaches.
(a) the total traffic on the minor leg(s) differs from the
total traffic on the major leg(s) by more than 20%,
AND
(b) the shoulder sight distance to both sides is
adequate for safe crossing of the major roadway (see
Figure 2.7), AND
(c) kerb or curve alignment permits left turning vehicles to
negotiate the junction safely at a speed of more than
20 km/h, OR
(d) a left turning roadway is provided at a channelised
junction without full acceleration lane facilities in the
major roadway.
7
Sign R2 should be displayed on the left side of the

roadway as near as possible to the point at which the
driver is required to stop when yielding right of way. The
preferred location of the sign is 1,5 m in advance of the
yield line when this is used. If site conditions or junction
geometry prevent this, the signs may be located up to15
m, but not further, in advance of the line. If the
roadway is a one-way roadway, or junction
channelisation is provided, sign R2 may be repeated on the
right side of the roadway or on a median island and shall
be repeated on the right side when the one-way, turning
roadway or sliproad, has two or more traffic lanes (see
Volume 2, Chapter 3).
The size of the sign should be as given in Table 3.1 for

warning signs. The sign shall be mounted with the apex of
the triangle lower-most (see Chapter 3,Section 3.1).
(See paragraph 2.2.2.7 and Figure 2.6).

4
The R2 sign variant YIELD TO PEDESTRIANS sign

R2.1 shall be used at mid-block pedestrian crossings.
The similar variant VIELD AT TRAFFIC CIRCLES sign
R2.2 may be used at traffic circles (see Subsections
2.2.3 and 2.2.4).
REGULATORY
SADC - RTSM - VOL 1
MAY 2012
2.2.7
CONTROL
YIELD TO PEDESTRIANS
COLOURS:
R2.1

YIELD segment
Outer border:
Inner border:
Background:
Red retroreflective
For dimensions
ref. Vol. 4
page
2.2.6
PEDESTRIANS segment
Border & symbol: White retroreflective
Background:
Red retroreflective
2.2.3
Yield to Pedestrians
The YIELD TO PEDESTRIANS regulatory sign R2.1

imposes a mandatory requirement that the driver of
a vehicle approaching such a sign shall yield
right- of-way to pedestrians crossing the public
road, or waiting to cross the public road.
Sign R2.1 shall be located between 3 m and 6 m in

advance of the road marking indicating a pedestrian
crossing. YIELD TO PEDESTRIANS signs R2.1 shall be
used at mid-block pedestrian crossings marked in
accordance with the provisions of Chapter 7 and the
guidelines given in Volume 2.
The crossing point shall be marked with a BLOCK

PEDESTRIAN CROSSING marking TM4 which shall be
preceded on each approach by a YIELD LINE marking
RTM2. PEDESTRIAN CROSSING AHEAD LINE
marking RM11 shall be used on the approaches.
Sign R2.1 may also be located on turning roadways or
MAY 2012
sliproads, which are not subject to some other form of

control, to indicate the location of a pedestrian crossing
point and the requirement that drivers shall yield right- ofway to pedestrians in the prescribed manner.
5
YIELD TO PEDESTRIANS signs should be located on the

left side of the roadway. If a pedestrian refuge island is
placed in the centre of a pedestrian crossing an
additional sign may be placed on this island to the right of
approaching traffic. An R2.1 sign shall be repeated on the
right side when a one-way, turning roadway or sliproad
has two or more traffic lanes.
Sign R2.1 shall not be used in situations where visibility to

the crossing point is not of a high standard.
The "yield" portion of sign R2.1 should be sized as for

warning signs whilst the "pedestrian" symbol plate size is
based on the sizes of rectangular RESERVATION signs
(see Volume 4, Chapter 2).
SADC - RTSM - VOL 1
REGULATORY
2.2.8
CONTROL
YIELD AT MINI CIRCLE

For dimensions
ref. Vol. 4
page
R2.2
COLOURS:
Outer border:
Inner border:
Symbol:
Background:
2.2.7
Red retroreflective
Black semi-matt
2.2.4 Yield at Mini Circle

1
The YIELD AT MINI CIRCLE regulatory sign R2.2

imposes a mandatory requirement that drivers of
vehicles approaching a mini circle shall yield
right of way to any vehicle which will cross any
YIELD LINE marking RTM2 at such junction before
them, and which, in the normal course of events,
will cross the path of such drivers' vehicles, and
that the driver shall move in a clockwise
direction in such junction and attempt not to
encroach on the mini circle. YIELD LINE markings
RTM2 shall be applied to permanent road surfaces on
all approaches to a traffic circle when YIELD AT MINI
CIRCLE signs R2.2 are used. A YIELD CONTROL
AHEAD marking WM5 may be marked on surfaced
approach roadways for additional emphasis (see
Chapter 7).
The "rules of the road" prescribe the action required of
drivers entering a junction containing a traffic i s l a nd.
The use of YIELD AT MINI CIRCLE sign 2.2 and
ROUNDABOUT sign R137 (see Subsection 2.3.1)
must be carefully controlled. Sign R137 effectively
provides exactly the same measure of control as the
relevant "rules of the road" appropriate to traffic circles
at which no control sign has been erected. The use of
sign R2.2 is appropriate at mini circles, particularly
those which can be classified as mini-circles, where a
modified yield procedure, as described in paragraph
2.2.4.1 is recommended in order to obtain maximum
operational efficiency of such junctions. If traffic
volumes exceed 150 vehicles per hour on two or
more conflicting approaches during any hour of the day
at a small or mini circle in an essentially residential
area then the use of signs R2.2 is recommended.
REGULATORY
When advance visibility of a YIELD AT MINI CIRCLE

sign is inadequate, or the traffic circle may be
unexpected, the use of TRAFFIC CIRCLE warning sign
W201 within the provisions of Subsection 3.3.1 together
with the use of a distance SUPPLEMENTARY PLATE
sign IN11.3 is recommended. The distance displayed
should take into account the stopping distance
requirements of approaching vehicles.
Sign R2.2 should be displayed on the left side of the

road as near as possible to the point at which the driver
is required to stop when yielding right of way. The
preferred location is 1.5 m in advance of the yield line.
If the approach to the mini circle is provided with a
median island sign R2.2 may be repeated on the right
side of the approach roadway (see Volume 2, Chapter
3).
Details of road marking arrows for use within mini circles

are given in Subsection 7.2.19.
Traffic circles may be used as part of a particular style

of town planning road layout or they may be provided
for a more functional traffic control purpose. This
purpose may be to restrict the speed and flow of traffic
within a residential environment (traffic calming), or it
may be to efficiently handle significant flows of
conflicting traffic when gap acceptance is a viable
traffic control technique, as an alternative to a traffic
signal. The design of traffic circles to perform one of
these functions involves more than the simple
application of road signs and road markings and
i s o u t s i d e the scope of this Manual.
SADC - RTSM - VOL 1
MAY 2012
2.2.9
CONTROL
NO ENTRY
COLOURS:
PERMANENTANDTEMPORARY
Background:
Red retroreflective
R3
For dimensions
ref. Vol. 4
page
2.2.8
2.2.5
No Entry
The NO ENTRY regulatory sign R3 is to indicate to

the driver of a vehicle that the entry of all vehicular
traffic is prohibited.
Sign R3 should be displayed to prohibit "wrong way"

entry to a roadway when confusion may exist as to the
direction of travel in a roadway or at a road junction.
Sign R3 may be particularly relevant when one or more
ONE-WAY ROADWAY signs R4.1, R4.2 or R4.3 are not
adequate or appropriate, for whatever reason. Likely
locations are:
classes of vehicle. If a need exists to reserve access to

a portion of roadway or to some off-street facility used
by vehicular traffic, to a specific class of vehicle or for a
specific time of day, then an appropriate RESERVATION
sign should be used. (See paragraph 2.1.1.6 and
Section 2.5 and in particular Subsections 2.5.6 and
2.5.7.)
5
Care should be taken in siting R3 signs to avoid the

possibility of confusing drivers as to which roadway
they apply to. The sign should normally be displayed on
the left hand side, as near as possible to the beginning of
the roadway to which entry is prohibited. Where additional
emphasis is required, an additional sign should be
displayed on the right hand side of the roadway. In
some cases the signs may need to be sited a short
distance into the roadway junction to improve visibility
and it may often be desirable to orientate the sign to suit
the direction of approach of traffic by mounting the sign at
an angle to the edge of the road, kerb line or road reserve
boundary.
An R3 sign may be included in the sign face of a

map-type direction sign to indicate in advance that the
junction ahead is with a one-way roadway and that
movement is limited to only certain legs of the junction
(see Section 2.8).
NO ENTRY sign R3 should be sized in accordance with the

provisions of Table 2.4.
(a) freeway off-ramp junctions with cross roads;

(b) one-way exit only roadways from bus termini or car
parks;
(c) at junctions where one-way roadways become twoway roadways.
3
Consistent with the philosophy of giving a POSITIVE

message rather than a NEGATIVE message, wherever
possible, the POSITIVE regulatory ONE-WAY ROADWAY signs R4.1, R4.2 or R4.3 are preferred to the
NEGATIVE regulatory sign R3 at junctions of one way
roadways. However, in special situations where the
background environment to signs R4.1 or R4.2 or R4.3 is
busy and/or confusing, emphasis may be provided by
using both sign types (see Subsections 2.1.1 and
2.2.5 and Volume 2).
NO ENTRY signs R3 should not be qualified by making
them applicable only for a portion of the day, or to some
MAY 2012
SADC - RTSM - VOL 1
REGULATORY
2.2.10
ONE-WAY ROADWAY
For dimensions
ref. Vol. 4
page
CONTROL
R4.1
R4.3
COLOURS:
Border & arrow:

Background:
2.2.9
Red retroreflective
R4.2
2.2.6
One-way Roadway
The ONE-WAY ROADWAY signs R4.1, R4.2 and R4.3

impose a mandatory requirement on drivers, that if
they intend to use the roadway concerned, then they
shall only proceed in such roadway in the
direction indicated by the arrow.
Signs R4.1 and R4.2 should be used at junctions with

one-way roadways to indicate that two-way travel is not
permitted. The additional use of NO ENTRY sign R3 at
such junctions should be reserved for special situations of
alignment or visibility where emphasis is required (see
Subsection 2.2.4 and Volume 2).
The signs should be carefully sited at the potential point of

wrong-way entry to a one-way road to avoid possible
confusion as to which leg of the road junction is
affected. In most situations the use of two signs, one on
REGULATORY
each side of the roadway, is recommended. It may be

necessary to site the signs a short distance into the oneway roadway and it may often be desirable to orientate
the signs to suit the direction of approaching traffic.
4
Sign R4.3 may be displayed in a one-way roadway

between junctions on the left and/or right side of the
roadway to indicate to traffic entering from minor junctions
such as property accesses that the roadway is one-way
in the direction indicated. This sign may also be
appropriate at the start of a one-way roadway to
indicate that conditions have changed from two-way to
one-way.
The signs should be sized in accordance with the

SADC - RTSM - VOL 1
MAY 2012
2.2.11
CONTROL
PEDESTRIAN PRIORITY
For dimensions
ret. Vat 4
page
COLOURS:
PERMANENT AND TEMPORARY Border
& symbol: White retroreflective
Background:
Red retroreflective
2.2.7
1
2.2.10
Pedestrian Priority
2
In some cases traffic regulations will prohibit access to all

vehicles and/or motor vehicles at all times. In such cases
the use of sign R5 is not required, however,
depending on circumstances it may be necessary to
permit access to emergency or maintenance vehicles.
Such provision is best made by having movable or
demountable barriers, of an aesthetic design, with provision for access by such vehicles being covered by bylaw rather than signs.
shall be permitted in an area set aside as a

pedestrian precinct marked by such signs and the
vehicle contemplated in paragraphs (a), (b) and (c)
shall:
The design of pedestrian precincts which permit

vehicular access should ensure the points of entry or exit
of vehicles are clearly identifiable to pedestrians within the
precinct.
(i) yield right-of-way to all pedestrians who are

in, or who are crossing or about to cross their
path;
(ii) observe a maximum speed of 15 km/h unless
another speed limit is indicated by an
appropriate sign; and
(iii) if they are delivering or loading goods, shall
only do so in places marked for such
purpose in such area by a road traffic sign.
Where a relatively high frequency of vehicle access has

been deemed acceptable it may be necessary to
introduce signs to guide pedestrians (see Chapter 4,
and Volume 2, Chapter 14).
All other signs used to control the movements or actions

of vehicles permitted access to a pedestrian precinct
may be of minimum size and may be specially mounted to
blend harmoniously with the environmental treatment of
the area.
Sign R5 should be displayed at all possible vehicular

points of entry to a pedestrian precinct where full access control is not exercised. Sign R5 may be used in
conjunction with an appropriate RESERVATION sign if
access to the area is required to be given to a specific
class of vehicle such as those used by hotel residents or
post office officials.
The side length of the sign shall be 600 mm for standard

applications. Signs with a side length up to 900 mm may be
used if special circumstances require.
The PEDESTRIAN PRIORITY sign R5 is to indicate to

drivers of vehicles that only:
(a) a vehicle for the purpose of delivering or
loading goods;
(b) a
vehicle
used
in
connection
with
maintenance;
or
(c) an emergency vehicle,
MAY 2012
SADC - RTSM - VOL 1
REGULATORY
2.2.12
CONTROL
YIELD TO ONCOMING TRAFFIC

For dimensions
ref. Vol. 4
page
COLOURS:
Border:
Symbol:
2.2.11
Background:
Red retroreflective
Red retroreflective
and black semi-matt
2.2.8 Yield to Oncoming Traffic

1 The YIELD TO ONCOMING TRAFFIC sign R6
imposes a mandatory requirement that the driver of
a vehicle approaching such a sign shall yield
right- of-way to all oncoming traffic, at the point
where the sign is displayed, where oncoming
traffic is so close to the obstruction or constraint
in the roadway ahead that the driver will not be
able to pass such obstruction or constraint
without causing danger or potential danger to the
oncoming traffic, or require them to stop.
2
Sign R6 shall not be used at a road junction. Sign R6

shall only be used on a section of roadway between
junctions, where a part of the section is only wide
enough to accommodate traffic in one direction at a
time. It is recommended that sign R6 only be used
when approaching drivers can see the whole length of the
narrow roadway at night and by day.
Sign R6 may be repeated in advance of the yield point to

indicate that such a priority control exists up ahead. When
used in this manner the sign display shall include a
SUPPLEMENTARY PLATE sign IN11.3 indicating the
distance to the yield point. This distance should be
sufficient for drivers to slow down and stop if necessary in
order to yield right-of-way.
A YIELD TO ONCOMING TRAFFIC sign R6 should be

positioned on the left side of the roadway sufficiently far
from the obstruction that a stopped vehicle will not
obstruct traffic travelling in the opposite direction. If
necessary to ensure this clearance a YIELD LINE
marking RTM2 may be marked in the appropriate
position.
Road users who are travelling in the opposite direction

should be provided with an ONCOMING TRAFFIC
SHALL YIELD diagrammatic sign GS155 or a RIGHT OF
WAY sign IN7. If the geometry of the obstruction may
make the traffic priority unclear, for example at a traffic
calming chicane or pinch point, a diagrammatic sign
showing the obstruction GS156 may be used in place of
signs GS155 or IN7.
YIELD TO ONCOMING TRAFFIC sign R6 is classified as

a CONTROL sign. In common with all signs in this
category of regulatory sign, if a temporary application of
sign R6 is called for, the permanent version only shall be
used.
Sign R6 should be sized as for circular regulatory signs

as indicated in Table 2.4
Typical situations where the use of sign R6 may be

appropriate are:
(a) at a narrow bridge suitable only for traffic in one
direction at a time, when it is considered necessary to
maintain priority in one direction rather than the other,
but where traffic volumes are such that sufficient
opportunities to proceed will still occur in the nonpriority direction;
(b) at chicanes and pinch points which form part of
traffic calming measures.
For examples of the application of sign R6 see Volume
2, Chapters 3 and 12.
REGULATORY
SADC - RTSM - VOL 1
MAY 2012
2.2.13
CONTROL
Fig 2.7
MAY 2012
Shoulder Sight Distance for Yield Condition

SADC - RTSM - VOL 1
REGULATORY
2.2.14
Fig. 2.8
REGULATORY
CONTROL
Shoulder Sight Distance f or Stop Condition

SADC - RTSM - VOL 1
MAY 2012
2.3.1
COMMAND
MINIMUM SPEED
COLOURS:
R101
PERMANENT
Border:
Background:
Numerals:
Blue retroreflective
"BMOD"
For dimensions
ref. Vol. 4
page
2.3.1
TEMPORARY
Inner border:
Background
& outer border:
Numerals:
Black semi-matt
Black semi-matt
"BMOD"
TR101
2.3.1 Minimum Speed

1
The MINIMUM SPEED regulatory sign R101 imposes a

mandatory requirement that drivers of vehicles on
a public road shall maintain or exceed the minimum
speed indicated in kilometres per hour by means of
a number on such sign. Minimum speeds shall only be
displayed in increments of 10 km/h.

roadway with the provision that a second sign may be
displayed on the right side of a one-way roadway. The
sign is recommended to be repeated at intervals not
exceeding 5 km on a freeway if not displayed at the start
of and at all entry points to the freeway.
Sign R101 should only be displayed where it is necessary

to control the presence of slow-moving vehicles so that
they do not impede the normal safe flow of traffic. The
maximum value of minimum speed which may be
displayed on a MINIMUM SPEED sign R101 shall be 80
km/h. When ordering signs it is recommended that the
sign be ordered stating the speed value after the
number e.g.. R101-50.
Temporary regulatory sign TR101 may be used under the

same circumstances as permanent MINIMUM SPEED
regulatory signs when temporary roadworks or other
conditions require.
A MINIMUM SPEED sign R101 may be incorporated into

the sign face of a guidance sign, either ground
mounted or overhead, to indicate that a route or lane is
subject to a minimum speed limit and that other route(s)
or lane(s) are not. The intention of such a display is to
limit the use of certain lanes to vehicles which can travel
above the indicated minimum to reduce the congestion
and delays caused by slow-moving vehicles to a
minimum. The use of sign R101 is preferred to the use
of such signs as NO OVERTAKING signs R214 and
R215, NO GOODS VEHICLES sign R229 or NO
GOODS VEHICLES EXCEEDING MASS sign R230,
since sign R101 still permits faster moving heavy
vehicles to overtake slow moving vehicles. Diagrammatic
guidance signs of this type may be appropriate during
restricted traffic conditions common during roadworks, or
on climbing lanes or lanes provided to permit overtaking
opportunities (see Subsection 2.8.4 and Chapter 4).
The sign may be displayed on the same post below a

DUAL CARRIAGEWAY FREEWAY BEGINS regulatory
sign R401 or a SINGLE CARRIAGEWAY BEGINS
regulatory sign R402 to indicate that until signed differently
traffic using the freeway ahead is regulated to travel at,
or in excess of the minimum speed indicated.
The sign may be displayed on the same post below a

SPEED LIMIT regulatory sign R201 to indicate a
change in a previously posted minimum speed limit, or the
introduction of a minimum speed limit on a public road
on which none had been previously posted.
When mounted with another sign the lower edge of sign

R101 should be at least 1,2 m above the level of the
adjacent roadway.
The sign should be sized to match the sign with which it is

displayed or in accordance with Table 2.4.The sign should
never be larger than a SPEED LIMIT sign R201 with which
it is displayed.
MAY 2012
10 Signs R101 or TR101 should not be displayed if there is

no intention of enforcing compliance with them.
SADC - RTSM - VOL 1
REGULATORY
2.3.2
COMMAND
VEHICLES EXCEEDING MASS ONLY

For dimensions
ref. Vol. 4
page
COLOURS:
R102
PERMANENT
Border:
Background:
Numerals:
2.3.2
White retroreflective "B
MOD" ("t" in
DIN 1451 Style B)
TEMPORARY
Inner border:
Background
& outer border:
Numerals:
TR102
Black semi-malt
Black semi-malt
"B MOD" ("t" in
DIN 1451 Style B)
2.3.2 Vehicles Exceeding Mass Only

1
The VEHICLES EXCEEDING MASSONLV regulatory

sign R102 imposes a mandatory requirement that the
use of a public road or portion of public road by
drivers of vehicles is restricted to vehicles of a mass
that exceeds that indicated in tonnes by means of a
number, only, and that the driver of such a vehicle
shall only use the public road or portion of public
road designated by the sign. The value indicated in
tonnes is the equivalent of the gross vehicle mass
(GVM) or gross combination mass (GCM) of the
vehicle in kilograms.
Sign R102 should be displayed where it is required to
direct all heavy vehicles, including buses, exceeding the
mass indicated, into an exclusive heavy vehicle
compulsory stop area, a weigh station or an inspection
area. If only goods vehicle drivers are required to act in
the manner required by sign R102 then GOODS
REGULATORY
VEHICLES ONLY sign R123 or GOODS VEHICLES

EXCEEDING MASS ONLY sign R124 should be used, as
is appropriate to the mass required to be regulated.
3
The sign should be displayed on the left-hand side of the

roadway. On dual carriageway roadways it is
recommended that the sign be mounted overhead to
indicate the lane into which vehicles exceeding the mass
shall move (see Subsection 2.8.4).
When ordering signs it is recommended that the mass

limit value be indicated after the sign number e.g. R10210 for a PERMANENT mass limit of 10 tonnes. The sign
should be sized in accordance with Table 2.4.
Temporary regulatory sign TR102 may be used under

similar circumstances to permanent VEHICLES EXCEEDING MASS ONLY regulatory signs.
SADC - RTSM - VOL 1
MAY 2012
KEEP LEFT- KEEP RIGHT

COLOURS:
R104
R103
PERMANENT
Border & arrow:
Background:
2.3.3
2.3.4
TEMPORARY
Inner border
& arrow:
Background
& outer border:
For dimensions
ref. Vol. 4
pages
Black semi-matt
TR104
TR103
2.3.3 Keep Left and Keep Right

1
The KEEP LEFT and KEEP RIGHT regulatory signs

R103 and R104 impose a mandatory requirement
that the driver of a vehicle shall pass only to the
left-hand side or the right-hand side, as indicated
by an arrow, of an obstacle in the roadway on which
the sign has been placed. Signs R103 and R104 may be
displayed as a SELECTIVE RESTRICTION sign in
conjunction with a secondary message indicating a
class of vehicle to which the mandatory requirement
applies (see Section 2.7).
Signs R103 and R104 must be displayed with

extreme care, so that the arrow shall point downwards at
an angle of approximately 45 towards the side on
which traffic must pass. If the arrow is incorrectly
aligned the meaning of the sign could be altered to that of
the PROCEED LEFT ONLY, PROCEED RIGHT ONLY
or PROCEED STRAIGHT ONLY signs R105, R106 and
R107.
The signs should normally be displayed with their lower

edge 750 mm above the surface of the roadway. The
height of display should, however, take into account the
vertical alignment of the roadway. If the sign is located
just beyond a crest curve it should be further elevated to
improve visibility. Sign R103 is commonly used to
indicate the beginning of a median island. In this case it
may be mounted lower in combination with a DANGER
PLATE hazard marker W402, on one post, to indicate
that traffic must pass the sign to the left. The sign does
not need to be repeated at subsequent openings in an
otherwise continuous median island unless special
conditions require the repetition of the message. Sign
R103 may, for instance, be displayed on the end of a
median island to the left of a NO ENTRY sign R3, when
there is a risk of traffic entering the opposing roadway.
MAY 2012
Signs R103 and R104 SHALL NOT be displayed side by

side on a channelising island which traffic may pass either
to the left or right of, even if by doing so traffic will reach
the same destination e.g. a pedestrian refuge in a one-way
roadway. Such a device should be signed using SHARP
CURVE CHEVRON hazard marker signs W406 and
W405 mounted side by side or by DANGER PLATE
hazard markers W401 and W402. (These combinations
should preferably be manufactured from one piece of
material).
A KEEP RIGHT sign R104 will normally be reserved for

use in special situations such as the start of a dedicated
and separate portion of roadway, on the left side of the
main roadway, such as a cycle lane or a bus lane. In this
case general traffic is directed to pass to the right of a
channelizing island whilst cyclists or buses may be
directed to the left.
Temporary regulatory signs TR103 and TR104 are

widely used at temporary roadworks sites to indicate
temporary obstructions in the roadway or temporary
changes in direction of the roadway which traffic is
required to negotiate. Signs TR103 and TR104 may be
used in conjunction with TEMPORARY BARRICADE
sign TW411 to demarcate roadway deviations. At the
start of such deviations or at the beginning of a tapered
reduction in roadway width it is recommended that two
TR103 or TR104 signs, as appropriate, be mounted on the
same pole, one above the other. The signs should also be
elevated as high as is practical to improve visibility of
this often critical point in a roadworks zone.
Signs R103 and R104 should be sized in accordance

with the provisions of Table 2.4.
SADC - RTSM - VOL 1
REGULATORY
2.3.4
COMMAND
PROCEED LEFT ONLY - PROCEED RIGHT ONLY - PROCEED STRAIGHT ONLY

For dimensions
ref. Vol. 4
pages
R105
R107
R106
Border & arrow:

Background:
TEMPORARY
2.3.5
2.3.6
2.3.7
Inner border
& arrow:
Background
& outer border:
TR105
2.3.4
Black semi-matt
TR107
TR106
Proceed Left Only, Proceed Right

Only and Proceed Straight Only
The PROCEED LEFT ONLY, PROCEED RIGHT ONLY

and PROCEED STRAIGHT ONLY regulatory signs
R105, R106 and R107 impose a mandatory
requirement that the driver of a vehicle shall
proceed only in the direction indicated by an arrow
on such sign.
Signs R105 and R106 should be displayed on the far

side of a one-way roadway facing traffic wishing to
enter the one-way roadway from the stem of a T-junction
or from an exit from a site generating significant
volumes of traffic.
Sign R107 should be displayed at the side of a roadway in

advance of a junction to indicate that traffic shall only
proceed straight on.
COLOURS:
PERMANENT
Temporary regulatory signs TR105, TR106 and TR107

may be used at temporary roadworks or at other tem-
REGULATORY
porary traffic control situations under the same

circumstances as permanent PROCEED LEFT ONLY,
PRO- CEED RIGHT ONLY or PROCEED STRAIGHT
ONLY signs. Signs TR105 and TR106 may commonly
be used at a roadworks site when a temporary road
closure is required and movement is only permitted to
move to the left OR right as the case may be. Sign
TR105 and TR106 SHALL NOT be mounted together if
traffic is permitted to move to the left AND right of the road
closure i.e. into a two-way cross road. In such a situation
a T-JUNCTION CHEVRON hazard marker sign W409
should be used.
5
Sign R105 and R106 or TR105 and TR106 should be

located so that traffic obeying the signs turns in front of the
signs. The signs should be sized in accordance with Table
2.4.
SADC - RTSM - VOL 1
MAY 2012
TURN LEFT- TURN RIGHT

COLOURS:
Border & arrow:
Background:
R109
R108
PERMANENT
2.3.8
2.3.9
TEMPORARY
Inner border
& arrow:
Background
& outer border:
For dimensions
ref. Vol. 4
pages
Black semi-matt
TR108
TR109
2.3.5 Turn Left and Turn Right

The TURN LEFT and TURN RIGHT regulatory signs
R108 and R109 impose a mandatory requirement
that the driver of a vehicle shall proceed only in the
direction indicated by the arrow on such sign, at
the junction ahead .If the sign applies only to certain
period(s) of the day or to a specific class of vehicle this
may be indicated by a secondary message below the
primary signs. The latter application will classify the
combined sign as a SELECTIVE RESTRICTION sign
(see Section 2.7).
Signs R108 and R109 should only be displayed in

advance, on an approach to a junction where traffic
from that approach may only enter one leg of the
junction as indicated by the sign.
If the mandatory requirement excludes one class of

vehicle the movement which that class of vehicle shall
undertake should be signed separately.
MAY 2012
Signs R108 and R109 may be used in combination with

ONE-WAY ROADWAY signs R4.1 or R4.2 to control
traffic movements at a junction. The signs should be
sized in accordance with Table 2.4.
The signs should be displayed on the left side of the
roadway at least 15 m in advance of the junction. If the
roadway is a one-way roadway a second sign may be
located on the right side of the roadway. Care shall be
taken to see that no property access lies between the sign
and the junction.
Temporary regulatory signs TR108 and TR109 may be
used under the same circumstances as permanent TURN
LEFT and TURN RIGHT regulatory signs when a
temporary detour is required in an urban area, particularly
within a business or central business district.
SADC - RTSM - VOL 1
REGULATORY
2.3.6
COMMAND
PEDESTRIANS ONLY
COLOURS:
PERMANENT
R110
For dimensions
ref. Vol. 4
page

Background:
2.3.10
TEMPORARY
Inner border
& symbol:
Background
& outer border:
Black semi-matt
TR110
2.3.6
1
Pedestrians Only
The PEDESTRIANS ONLY regulatory sign R110

indicates that the public road or portion of public
road is set aside for pedestrians only and imposes
a mandatory requirement that pedestrians shall only
use such public road or such portion of public
road. This has the effect that no other class of road
user shall use the public road or portion of public road
indicated by the sign (see Subsection 2.3.8).
Sign R110 should be displayed at the beginning of a
path, route or lane which has been specifically provided for
pedestrians only. It is, however, not required that the
normal sidewalk or footpath provided for pedestrian
movement in urban business districts or residential
areas be so signed unless there is a particular
problem of control which requires such a sign. It may
be necessary to repeat the sign at intervals along the
pedestrian path.
The sign should be located on the left side of the
REGULATORY
pedestrians only facility provided that, if a physical

separator exists between the path or route, and an
adjacent roadway it may be more effective to locate the
sign on the right side of the pedestrians only facility. A NO
PEDESTRIANS sign R218 should not be displayed on the
traffic side of a PEDESTRIANS ONLY sign R110.
4
Sign R110 should not be used as a pedestrian

direction sign in combination with an arrow. If there is
a need to guide pedestrians, specific rectangular
guidance signs should be provided.
Temporary regulatory signs PEDESTRIANS ONLY are

unlikely to be required. However, it is possible that at
complex urban roadworks sites or at building construction
in city centres the use of temporary PEDESTRIAN ONLY
signs TR110 may be appropriate.
Since sign R110 is relevant to all traffic the sign size

should be in accordance with Table 2.4.
SADC - RTSM - VOL 1
MAY 2012
2.3.7
CYCLISTS ONLY
COMMAND
COLOURS:
R111
PERMANENT
Background:
For dimensions
ref. Vol. 4
page
2.3.11
TEMPORARY
Inner border
& symbol:
Background
& outer border:
Black semi-matt
TR111
2.3.7
1
Cyclists Only
The CYCLISTS ONLY regulatory sign R111 indicates

that the public road or portion of public road is set
aside for cyclists only and imposes a mandatory
requirement that cyclists shall only use such public
road or such portion of public road. This has the
effect that no other class of road user shall use the
public road or portion of public road indicated by the
sign. (See Subsection 2.3.8 for details of shared
cyclist/pedestrian facilities).
Sign R111 should be displayed at the beginning of a
path, route or lane which has been specifically provided for
cyclists only. It may be necessary to repeat the sign at
intervals along the cyclepath, route or lane where
crossing traffic, including pedestrians may need to be
advised of the presence of the cyclists only facility.

cyclists only facility provided that if a physical separator
exists between the path or route, and an adjacent
roadway it may be more effective to locate the sign on the
right side of the cyclists only facility.
A NO CYCLISTS sign, R219, should not be displayed

on the traffic side of a CYCLISTS ONLY sign R111.
Temporary regulatory signs CYCLISTS ONLY are unlikely

to be required. However, a temporary version TR111
may be appropriate during complex urban work sites even
if permanent versions of the sign are not normally
required at the same location.
Since sign R111 is relevant to all traffic the sign size

should be in accordance with the provisions of Table
2.4.
MAY 2012
SADC - RTSM - VOL 1
REGULATORY
2.3.8
COMMAND
CYCLISTS AND PEDESTRIANS ONLY

For dimensions
ref. Vol. 4
pages
COLOURS:
PERMANENT
Background:
2.3.12
2.3.13
2.3.14
2.3.15
TEMPORARY
Inner border
& symbol:
Background
& outer border:
Black semi-matt
R112
R113
R114
R115
TR112
TR113
TR114
TR115
2.3.8 Cyclists and Pedestrians Only

1 The CYCLISTS and PEDESTRIANS ONLY
regulatory signs R112, R113, R114 and R115
road is set aside for cyclists and pedestrians only
and imposes a mandatory requirement that
cyclists and pedestrians shall only use such
public road or such portion of public road. This
has the effect that no other class of road user shall use
the public road or portion of public road indicated by
the sign. (See Subsections 2.3.6 and 2.3.7 for details of
signs for exclusive pedestrian and exclusive cyclist
facilities).
2
Signs R112 and R114 should be displayed to indicate that

the shared facility is an INTEGRATED one. Cyclists and
pedestrians utilise the same path which may or may not be
divided longitudinally by a broken white road marking. When
such a marking is used it is recommended that painted
symbols indicating which portion should be used by cyclists
and which by pedestrians should be marked on the
roadway surface in appropriate positions.
Signs R113 and R115 should be displayed to indicate
that the shared facility is a SEGREGATED one. Cyclists
and pedestrians utilise separate but parallel paths. The
division between paths may be a physical separator or a
single continuous white painted line. Painted symbols
depicting a cyclist and a pedestrian should be applied
to the surface of the roadway to indicate which
portions each should use.
The correctly handed versions of the CYCLISTS and
PEDESTRIANS ONLY signs should be used for integrated and
segregated facilities. The decision as to which sign is
REGULATORY
most appropriate is likely to be subjective based on local

conditions. If in doubt arrange signs so that pedestrians
are furthest from passing vehicular traffic. Signs R112 or
R113 will then be used in one direction and signs R114
or R115 in the opposite direction.
5
Signs R112, R113, R114 or R115 should be displayed,

as appropriate, at the beginning of the shared path which
has been specifically provided for cyclists and
pedestrians only. It may be necessary to repeat the
appropriate sign at intervals along the path to indicate to
other crossing traffic that it is a cyclist and pedestrian
only facility.
The signs should be located on the left side of the path

provided that if a physical separator exists between the
path(s) and the adjacent roadway it may be more
effective to locate the sign on the right side of the path.
A NO CYCLISTS and PEDESTRIANS sign R220 should

not be displayed on the traffic side of a CY- CLISTS
and PEDESTRIANS ONLY sign R112, R113, R114 or
R115.
Should temporary regulatory signs CYCLISTS and

PEDESTRIANS ONLY be required they should be
numbered TR112, TR113, TR114 or TR115 as
appropriate.
Since signs R112, R113, R114 and R115 are relevant

to all traffic the sign size should be in accordance with
the provisions of Table 2.4. If signs are required
purely
to control the segregation of cyclists and
pedestrians the sign size may be reduced to 300 mm
diameter.
SADC - RTSM - VOL 1
MAY 2012
2.3.9
COMMAND
2.3.9
1
Other Command Signs
Other COMMAND regulatory signs referring to specific

classes of vehicle indicate that the public road or
portion of public road is set aside for the class
of vehicle indicated on the sign only and impose a
mandatory requirement that the driver of the class
of vehicle indicated on the sign shall only use
such public road or such portion of public road.
This has the effect that no other class of road user shall
use the public road or portion of public road indicated by
the sign.
Signs R116to R131 should be used with care to ensure that

they do not become over-utilised or incorrectly utilised,
thereby reducing their effectiveness when really required.
Temporary versions of regulatory signs R116 to R131 are

unlikely to be required. If required these should be
numbered in the TR100 series from TR116 to TR131 and
should be manufactured with a black semi-matt symbol
and border on a yellow retroreflective background.
Such signs have the significance that for a
temporary period due to roadworks or other
traffic deviation or detour, the class of vehicle
indicated may only use the roadway designated by
the sign, and that no other class of vehicle is
permitted to use the roadway so signed.
The size and positioning of signs R116 to R131 and

TR116 to TR131 should follow the general
requirements for regulatory signs as given in Table
2.4,Chapter 1 and Volume 2.
This Subsection includes details on three signs specific to

public transport vehicles, namely, MINIBUSES ONLY
sign R119, MIDI-BUSES ONLY sign R120 and BUSES
ONLY sign R121. The relevant feature used to classify
these vehicles for signing purposes is the number of
seats. Details of these classifications are given in
Chapter 10. Signing for the control of buses has occurred
for some time. However, control of minibuses is as yet
not fully developed and midi-buses are a new addition to
the range of public transport vehicle types. Whilst the
signs provided conform to the general principles of the
sign group their application is likely to develop with time
(see also Volume 2).
The signs shown on the following pages cover the

following classes of vehicle:
R116
R117
R118
R119
R120
R121
R122
R123
R124
R125
R126
R127
R128
R129
R130
R131
MOTOR CYCLES ONLY

MOTOR CARS ONLY
TAXIS ONLY
MINIBUSES ONLY
MIDI-BUSES ONLY
BUSES ONLY
DELIVERY VEHICLES ONLY

GOODS VEHICLES ONLY
GOODS VEHICLES OVER INDICATED GVM
ONLY
C O N S T R U C T I O N VEHICLES ONLY
VEHICLES CONVEYING DANGEROUS
GOODS ONLY
ABNORMAL VEHICLES ONLY
RICKSHAWS ONLY
TOUR BUSES ONLY
AGRICULTURAL VEHICLES ONLY
ANIMAL DRAWN VEHICLES ONLY
Any of the above signs should be displayed at the

beginning of a roadway which has been specifically set
aside for the use of the class of vehicle indicated on the
sign, and vehicles of the class indicated shall not use
any other roadway, nor shall any other class of vehicle
use the roadway signed.
The use of signs R116 to R131 is likely to be rare.

However, as the provision of facilities segregated by
vehicle class become more appropriate to major transport
terminals and other complex commercial developments
the use of such signs will enable improved control and
direction of traffic by class of vehicle.
Command signs R116 to R131 may be incorporated

into the sign face of a guidance sign to indicate that use of
a route, or lane of a roadway is mandatory to the class
of vehicle displayed on the sign.
MAY 2012
10 Signs R122 to R127 refer to various classes of goods

vehicle. Signs R122, R125, R126 and R127 refer to
specific types of goods vehicle and apply to all such
vehicles over 3 500 kg gross vehicle mass or gross
combination mass. If it is required to link a specific
maximum permissible mass to these signs this may be
achieved by using a SELECTIVE RESTRICTION sign
(see Section 2.7).
11 Signs R123 and R124 are similar in their application. The
GOODS VEHICLES ONLY sign R 123 refers to all goods
vehicles (over 3 500 kg GVM/GCM), whereas the
GOODS VEHICLES OVER INDICATED GVM ONLY
sign R124 refers only to goods vehicles with a gross
vehicle mass or gross combination mass exceeding
the figure indicated on the goods vehicle symbol.
SADC - RTSM - VOL 1
REGULATORY
2.3.10
COMMAND
MOTOR CYCLES ONLY
MOTOR CARS ONLY

For dimensions
ref. Vol. 4
page
R116
For dimensions
ref. Vol. 4
page
R117
2.3.17
2.3.16
TR116
TR117
COLOURS:
PERMANENT
COLOURS:
PERMANENT

Background:

Background:
TEMPORARY
TEMPORARY
Inner border
& symbol:
Black semi-matt
Background
& outer border:
Inner border
& symbol:
Black semi-matt
Background
& outer border:
The MOTOR CYCLES ONLY regulatory sign R116

road is set aside for motor cyclists only and imposes
a mandatory requirement that motor cyclists shall
only use such public road or such portion of public
road. This has the effect that no other class of road user
shall use the public road or portion of public road indicated
by the sign.
The MOTOR CARS ONLY regulatory sign R117 indicates

aside for motor cars only and imposes a mandatory
requirement that drivers of motor cars shall only use
such public road or such portion of public road. This
has the effect that no other class of road user shall use the
public road or portion of public road indicated by the sign.
TAXIS ONLY
MINIBUSES ONLY
R119
For dimensions
ref. Vol. 4
page
R118
For dimensions
ref. Vol. 4
page
2.3.19
2.3.18
TR118
TR119
COLOURS:
PERMANENT
Background:

Background:
TEMPORARY
TEMPORARY
Inner border
& symbol:
Background
& outer border:
Inner border
& symbol:
Black semi-matt
Background
& outer border:
Black semi-matt
The TAXIS ONLY regulatory sign R118 indicates that the

public road or portion of public road is set aside for
taxis only and imposes a mandatory requirement that
drivers of taxis shall only use such public road or
such portion of public road. This has the effect that no
other class of road user shall use the public road or
portion of public road indicated by the sign.
REGULATORY
COLOURS:
PERMANENT
The MINIBUSES ONLY regulatory sign R119 indicates

aside for minibuses only and imposes a mandatory
requirement that drivers of minibuses shall only use
SADC - RTSM - VOL 1
MAY 2012
2.3.11
COMMAND
MIDI-BUSES ONLY
For dimensions
ref. Vol. 4
page
BUSES ONLY
For dimensions
ref. Vol. 4
page
R120
2.3.20
R121
2.3.21
COLOURS:
COLOURS:
TR120
PERMANENT
TR121
PERMANENT

Background:

Background:
TEMPORARY
TEMPORARY
Inner border
& symbol:
Background
& outer border:
Inner border
& symbol:
Background
& outer border:
Black semi-matt
Black semi-matt
The MIDI-BUSES ONLY regulatory sigh R120 indicates

aside for midi-buses only and imposes a mandatory
requirement that drivers of midi-buses shall only
use such public road or such portion of public road.
This has the effect that no other class of road user shall use
the public road or portion of public road indicated by the sign.
The BUSES ONLY regulatory sign R121 indicates that the

buses only and imposes a mandatory requirement that
drivers of buses shall only use such public road or
other class of road user shall use the public road or portion
of public road indicated by the sign.
DELIVERY VEHICLES ONLY
GOODS VEHICLES ONLY
For dimensions
ref. Vol. 4
page
For dimensions
ref. Vol. 4
page
R122
2.3.22
2.3.23
COLOURS:
TR122
PERMANENT
COLOURS:
TR123
PERMANENT
Background:

Background:
TEMPORARY
TEMPORARY
Inner border
& symbol:
Background
& outer border:
Inner border
& symbol:
Background
& outer border:
Black semi-matt
The DELIVERY VEHICLES ONLY regulatory sign R122

road is set aside for delivery vehicles only and
delivery vehicles shall only use such public road or
MAY 2012
R123
Black semi-matt
The GOODS VEHICLES ONLY regulatory sign, R123,

road is set aside for goods vehicles only and imposes
a mandatory requirement that drivers of goods
vehicles shall only use such public road or such
portion of public road. This has the effect that no other
class of road user shall use the public road or portion of
public road indicated by the sign.
SADC - RTSM - VOL 1
REGULATORY
GOODS VEHICLES OVER INDICATED

GVM ONLY
CONSTRUCTION VEHICLES ONLY
For dimensions
ref. Vol. 4
page
R124
For dimensions
ref. Vol. 4
page
R125
2.3.25
2.3.24
COLOURS:
PERMANENT
TR124

Background:
Numerals:
Black semi-matt
"B MOD" ("I" in
DIN 1451 Style "B")
TR125
PERMANENT
TEMPORARY
Inner border
&symbol:
Background
& outer border:
Numerals:
COLOURS:
Background:
TEMPORARY
Black semi-matt
Inner border
& symbol:
Background
& outer border:
"B MOD" ("t" in
DIN 1451 Style "B")
Black semi-matt
The GOODS VEHICLES OVER INDICA:fED GVM ONLY

regulatory sign R124 indicates that the public road or
portion of public road is set aside for goods vehicles
over indicated GVM (or GCM) only and imposes a mandatory requirement that drivers of goods vehicles over
indicated GVM (or GCM) shall only use such public
road or such portion of public road.This has the effect
that no other class of road user shall use the public road
or portion of public road indicated by the sign.
The CONSTRUCTION VEHICLES ONLY regulatory sign

R125 indicates that the public road or portion of public
road is set aside for construction vehicles only and
imposes a mandatory requirement that drivers of construction vehicles shall only use such public road or
VEHICLES CONVEYING DANGEROUS

GOODS ONLY
ABNORMAL VEHICLES ONLY
For dimensions
ref. Vol. 4
page
R126
For dimensions
ref. Vol. 4
page
R127
2.3.26
2.3.27
COLOURS:
PERMANENT
TR126
Border:
Symbol:
Background:
White and orange
retroreflective
TR127

Background:
TEMPORARY
Inner border:
Symbol:
Background
& outer border:
REGULATORY
TEMPORARY
Black semi-matt
Black semi-matt and
orange
retroreflective
Inner border
& symbol:
Background
& outer border:
The VEHICLES CONVEYING DANGEROUS GOODS

ONLY regulatory sign R126 indicates that the public
road or portion of public road is set aside for vehicles
conveying dangerous goods only and imposes a
mandatory requirement that drivers of vehicles
conveying dangerous goods shall only use such
public road or such portion of public road. This has
the effect that no other class of road user shall use the
COLOURS:
PERMANENT
Black semi-matt
The ABNORMAL VEHICLES ONLY regulatory sign R127

road is set aside for abnormal vehicles only and
abnormal vehicles shall only use such public road or
SADC - RTSM - VOL 1
MAY 2012
2.3.13
COMMAND
TOUR BUSES ONLY
RICKSHAWS ONLY
For dimensions
ref. Vol. 4
page
For dimensions
ref. Vol. 4
page
R128
R129
2.3.29
2.3.28
COLOURS:
PERMANENT
COLOURS:
PERMANENT
Background:
TEMPORARY
Inner border
& symbol:
Background
& outer border:

Background:
Legend:
DIN 1451 Style'\'\''
TR128
TEMPORARY
Inner border &
symbol:
Background
& outer border:
Legend:
Black semi-matt
The RICKSHAWS ONLY regulatory sigh R128 indicates

aside for rickshaws only and imposes a mandatory
requirement that drivers of rickshaws shall only use
Black semi-matt
DIN 1451 Style' "
ANIMAL-DRAWN VEHICLES ONLY

For dimensions
ref. Vol. 4
page
R130
2.3.30
R131
2.3.31
COLOURS:
PERMANENT
Background:
TEMPORARY
Inner border
& symbol:
Background
& outer border:
Black semi-matt
The TOUR BUSES ONLY regulatory sign R129 indicates

aside for tour buses only and imposes a mandatory
requirement that drivers of tour buses shall only use
AGRICULTURAL VEHICLES ONLY

For dimensions
ref. Vol. 4
page
TR129
COLOURS:
PERMANENT
TR130

Background:
TEMPORARY
Inner border
& symbol:
Background
& outer border:
Black semi-matt
The AGRICULTURAL VEHICLES ONLY regulatory sign

road is set aside for agricultural vehicles only and
agricultural vehicles shall only use such public road
or such portion of public road. This has the effect that
no other class of road user shall use the public road or
MAY 2012
TR131
Black semi-matt
The ANIMAL-DRAWN VEHICLES ONLY regulatory sign

road is set aside for animal-drawn vehicles only and
animal-drawn vehicles shall only use such public road
SADC - RTSM - VOL 1
REGULATORY
PAY TOLL
For dimensions
ref. Vol. 4
page
COLOURS:
PERMANENT
Background:
R132
2.3.32
2.3.10
1
Pay Toll
The PAY TOLL regulatory sign R132imposes a mandatory

requirement that drivers of vehicles shall only
proceed on a public road designated as a toll road if
they are able to pay the toll charge and that they
shall pay the toll charge at the toll plaza or plazas
concerned. The junction indicated on a guidance sign
by regulatory sign R132 is therefore the last junction before
a toll plaza at which a driver may leave the route on which he
is travelling if he does not wish to, or is unable to pay the
required toll (see Section 4.11).
Sign R132 shall be displayed on ground-mounted or
overhead direction signs to indicate to drivers that a
route ahead, reached either by travelling straight on or by
leaving the route on which they are travelling, is
subject to toll charges. Display of sign R132 indicates a
point of commitment to pay a toll charge, and is the last
point at which drivers may take action if they do not wish to
pay a toll charge. Sign R132 should be displayed as a
stand-alone regulatory sign on the left side of the roadway
just beyond the actual point of commitment but in full view
of approaching drivers. Sign R132 should be repeated
on the right side of multi-lane
TABLE 2.6
Operating Speed (km/h)
one-way roadways at such points of commitment (see

3
Sign R132 shall be displayed at all points of payment at

toll plazas. Table 2.6 gives details of the sizes of PAY
TOLL signs.
It is recommended that sign R132 be displayed in

conjunction with a TRAFFIC CONTROL "STOP"
AHEAD warning sign W302 or a SPEED LIMIT regulatory
sign R201 in HIGH VISIBILITY backgrounds, as is deemed
appropriate, at distances of 800 m and 400 m from the toll
plaza. These distances should appear below the signs
on SUPPLEMENTARY PLATE signs IN11.3 (see
example in Section 2.8).
Subject to the position of the end of a "PAY TOLL"

section of toll route in relation to a toll plaza or a junction a
de-restriction version of sign R132 may be erected (see
Subsection 2.9.1 and Volume 2, Chapter 6). Due to the
infrastructure required to levy and collect toll charges
no provision is made for a temporary version of sign
R132.
"PAY TOLL" SIGN SIZES

Application
TABLE 2.6
Size (diameter) (mm)
80-120
Stack-type arrow
80-120
Stack-type sign
10d
100-120
Map-type arrow
10d
120
Overhead arrow(s)
10d
120
Overhead lane use control sign
1200 or1600
120
Stand alone
1200
8d
80 -120
High visibility background
900 or1600
60
At Toll Booth
900
On Toll Booth
150
Stationary
NOTES:
(1) Where "7d" is the letter height on the sign.
REGULATORY
SADC - RTSM - VOL 1
MAY 2012
2.3.15
COMMAND
SWITCH HEAD LAMPS ON

COLOURS:
R133
PERMANENT
Background:
For dimensions
ref. Vol. 4
page
2.3.33
TEMPORARY
Inner border
& symbol:
Background
& outer border:
Black semi-matt
TR133
2.3.11
Switch Head Lamps On
The SWITCH HEAD LAMPS ON regulatory sign R133

vehicles on a public road shall switch on such
vehicle's head lamps to emit a dipped-beam.
Sign R133 should only be displayed

circumstances where it is necessary to
presence of a vehicle more evident to
vehicles on two-way roadways. The
recommended for use in advance of a
under conditions of adverse visibility.
in special
make the
on-coming
sign is
tunnel or
It is recommended that sign R133 be displayed in

combination with a TUNNEL warning sign W319,
mounted on the same pole above the warning sign.
The signs should be located in accordance with the
provisions of Subsection 3.4.15.
MAY 2012
Temporary regulatory sign TR133 may be used at

roadworks or other temporary conditions when visibility
of on-coming vehicles may be diminished due to dust,
smoke or poor weather conditions, or a combination of
these factors.
Signs R133 and TR133 may be followed at the

appropriate point by a de-restricted version of signs
R133 or TR133 (see Subsection 2.9.1 and Volume 2,
Chapter 3).
Signs R133 and TR133 should be sized in accordance

with Table 2.4.
SADC - RTSM - VOL 1
REGULATORY
BUSES, MIDI-BUSES AND MINIBUSES ONLY

COLOURS:
PERMANENT
Background:
For dimensions
ref. Vol. 4
pages
TEMPORARY
2.3.34
2.3.35
2.3.36
2.3.12
1
Inner border
& symbol:
Background
& outer border:
Black semi-matt
Buses, Midi-buses and Minibuses

Only
The BUSES, MIDI-BUSES AND MINIBUSES ONLY

regulatory signs R134, R135 and R136 indicate that the
all classes of bus, midi-bus and minibus only and
buses, midi-buses and minibuses shall only use
such a public road or such portion of public road.
This has the effect that no other classes of road user
shall use the public road or portion of public road.
The use of signs R134, R135 and R136, as with MINIBUSES ONLY sign R119, MIDI-BUSES ONLY sign
R120 and BUSES ONLY sign R121, is likely to be rare
(see Subsection 2.3.10). Signs R134, R135 or R136
should be displayed as appropriate at the beginning of a
roadway which has been specifically set aside for
shared use by passenger transport buses, midi-buses
and minibuses. When signs R134, R135 or R136 are
displayed buses, midi-buses and minibuses shall not
use any other roadway, nor shall any other class of
vehicle use the roadway identified by signs R134, R135 or
R136.
The shared use of passenger transport facilities, either
roadways or terminal or parking facilities, has
developed as an economical and practical operational
feature. These signs, displaying more than one symbol,
may be used to reduce the need for multiple signs (see
also signs R139 and R140).
REGULATORY
Signs R134, R135 and R136 should be located on the left

side of the public road or portion of public road to which
they apply. If the public road is a one-way roadway
dedicated to passenger transport vehicles the signs are
recommended on both the left and right sides of the
roadway.
Signing for public transport facilities can become complex

and there is a wide range of regulatory signs available,
including
signs
in
the
COMMAND
(R100),
PROHIBITION (R200), and RESERVATION (R300)
series. Designers are recommended to read Subsections
2.5.1 and 2.5.8 which include general material relevant
to the use of public transport signs and Volume 2, Chapter 8
which deals with the application of public transport
signing.
Temporary regulatory signs TR134, TR135 and TR136 are

unlikely to be required, however, if specified they shall be
manufactured in the black and yellow colours appropriate
to temporary command signs.
The size and location of signs R134 and R135 should

follow the general requirements as given in Chapter 1,
Table 2.4.Sign R136 with three symbols should always be
one size larger, application for application, than sign
R134.
SADC - RTSM - VOL 1
MAY 2012
2.3.17
COMMAND
ROUNDABOUT
For dimensions ref. Vol. 4
R137
COLOURS:
page
PERMANENT
Background:
2.3.37
TEMPORARY
Inner border
& symbol:
Background
& outer border:
Black semi-matt
TR137
2.3.13
1
Roundabout
The ROUNDABOUT regulatory sign R137 imposes a

mandatory requirement that drivers entering a
roundabout shall turn to the left and shall travel
round the roundabout in a clockwise direction,
and it imposes a mandatory requirement that
drivers entering a roundabout shall yield right-ofway to traffic approaching from the right, within
the roundabout, where such traffic is so close as
to constitute a danger or potential danger. A
roundabout shall be considered to be a traffic circle with a large
internal island diameter (see paragraph 2.3.13.2).
Sign R137 shall only be used at roundabouts which
have a large enough internal roadway that a
vehicle can be fully contained within the circular
roadway between the entry roadway and the next
possible exit path f r o m t h e r o u n d a b o u t .
A typical minimum internal circle diameter for such a
requirement is in the range of 20 m to 25 m, based on a
typical 12 m bus or goods vehicle. A roundabout of this size or larger
may commonly be marked with more than one concentric internal
circulatory lane. The use of sign R137 shall only be warranted when,
for some reason, the rule of the road applicable to un-signed traffic
circles is considered to need reinforcement.
Sign R137 shall be positioned on the left side of the

roadway as near as possible to the point at which the
driver is required to stop when yielding right-of-way.
The preferred location of the sign is 1,5 m in advance of
the YIELD LINE marking RTM2, when this is used (see
also Figure 3.1 in Volume 2, Chapter 3).
When advance visibility of the entry point R137 sign, or of

the roundabout itself, is insufficient (see minimum
stopping sight distance values given in Table 2.5)
TRAFFIC CIRCLE advance warning sign W201 should be
provided in accordance with Subsection 3.3.1 and Figure
3.1. If the approaching roadway is a dual carriageway
MAY 2012
roadway sign W201 may be provided on both the left and

right sides of the roadway. In positioning sign(s) W201
account should be taken of the visibility of the junction
and likely traffic queue length. If sign(s) W201 are
positioned significantly further from the junction than
indicated in Figure 3.1 it is recommended that a
SUPPLEMENTARY PLATE sign IN11.3 giving the
distance to the junction be included with sign W201.
5
The use of sign R137 and YIELD AT MINI CIRCLE

sign R2.2 must be carefully controlled. Sign R137
effectively provides exactly the same measure of control
as the relevant "rule of the road" appropriate to traffic
circles at which no control sign has been erected. The use
of sign R137 must, as indicated in paragraph
2.3.13.2, only be used when that rule is appropriate. At
smaller traffic circles, particularly those which can be
classified as mini-circles, the use of YIELD AT MINI
CIRCLE sign R2.2, which requires a different yield
procedure, is recommended in order to obtain maximum operational efficiency of such junctions (see Subsection 2.2.4 and Volume 2, Chapter 3).
When a roundabout traffic circle is so large as to

effectively consist of a number of T-junctions the use of a
combination of PROCEED LEFT ONLY sign R105 and
SHARP CURVE CHEVRON sign W408 at each entry
point is recommended. Such signs should be
positioned on the central island, located to best advantage
to be in line with approaching drivers (see Volume
2, Chapter 3).
The use of a temporary version of the ROUNDABOUT

sign is likely to be rare but if required such a sign should be
specified by the number TR137.
ROUNDABOUT signs R137 and TR137 shall be sized in

accordance with Table 2.4.
SADC - RTSM - VOL 1
REGULATORY
TRAMS ONLY
For dimensions
ref. Vol. 4
page
R138
COLOURS:
PERMANENT
Background:
2.3.38
2.3.14
1
Trams Only
The TRAMS ONLY regulatory sign R138 indicates that

the public road or portion of public road is set
aside for trams only and imposes a mandatory
requirement that no other class of road user shall
use the public road or portion of public road.
Sign R138 has been included in the coverage of the

Manual to indicate to developers and designers the
manner in which signing for trams, or light rail vehicles,
may be provided. The development time for such a
form of transport is always likely to be significant but it is
hoped that the inclusion of a basic range of signs will
assist designers at the appropriate time. Relevant
RESERVATION signs are also included in Section 2.5.
The use of shared public roadways or portions of public

roadway by trams and other forms of public transport is
very possible. Two additional signs, BUSES AND
TRAMS ONLY, R139, and BUSES, TRAMS AND
MINIBUSES ONLY, R140, are also provided to cater
BUSES AND TRAMS ONLY

For dimensions
ref. Vol. 4
page
for such possible shared operation. These are detailed

below.
4
The use of signs R138, R139 and R140 should be in

accordance with similar command signs such as R119
and R121. They should be displayed at the beginning of a
roadway set aside for the relevant passenger transport
vehicle types. When one of the signs is displayed
vehicles of the relevant class or classes shown on the
signs shall not use any other roadway, nor shall any other
class of vehicle use the roadway identified by the sign.
Designers are recommended to read Sub- section 2.5.1
which includes general material relevant to the use of
public transport signs and Volume 2, Chapter 8 which
deals with the application of public transport signing.
Due to the inclusion of three symbols sign R140 has a

special range of larger than standard sizes. For details
refer to Volume 4.
BUSES, TRAMS AND MINIBUSES ONLY

For dimensions
ref. Vol. 4
page
R139
2.3.39
R140
2.3.40
COLOURS:
PERMANENT
Background:
The BUSES AND TRAMS ONLY regulatory sign, R139,

road is set aside for the use of buses and trams
only and imposes a mandatory requirement that
drivers of buses shall only use such public road or
other class of road user shall use the public road or portion of
public road indicated by the sign.
REGULATORY
The BUSES TRAMS AND MINIBUSES ONLY regulatory

sign, R140, indicates that the public road or portion of
public road is set aside for the use of buses, trams and
minibuses only and imposes a mandatory requirement
that drivers of buses shall only use such public road
SADC - RTSM - VOL 1
MAY 2012
2.4.1
PROHIBITION
SPEED LIMIT
COLOURS:
PERMANENT
R201-100
For dimensions
ref. Vol4
pages
R201-60
Border:
Red retroreflective
Legend & symbol: Black semi-matt
"BMOD"
Background:
TEMPORARY
2.4.1
2.4.2
Border:
Red retroreflective
"BMOD" Background:
TR201-100
2.4.1
1
Speed Limit
The SPEED LIMIT regulatory sign R201 imposes a

on a public road shall not exceed the speed limit
indicated in kilometres per hour, by means of a
number on such sign, beyond such sign. Speed
limits should preferably be displayed only in increments of
10 km/h. Sign R201 may be displayed as a SELECTIVE
RESTRICTION sign in conjunction with a secondary
message indicating a class of vehicle to which the
mandatory requirement applies (See Section 2.7).
Sign R201 may be displayed to indicate the general
speed limit, if doubt may exist in the minds of drivers as
to the class of road. Due to occasional variations in
statutory general speed limit, and to the difficulty which
drivers may have in identifying a class of road, it is
recommended that all changes in speed limit be indicated using a SPEED LIMIT sign R201. This applies to an
increase or decrease in speed limit. When ordering signs
it is recommended that the speed limit value be indicated
after the sign number e.g. R201 - 100.
Since R201 sign automatically cancels a different speed

limit applicable to a roadway immediately prior to the
sign, R201 signs should not be preceded or
accompanied by a speed de-restriction sign. In terms
of the above, the use of speed de-restriction signs is
not recommended.
When it is required to reduce a speed limit, particularly

from the statutory maximum speed limit, this should
normally be achieved in increments of 20 km/h e.g. 120
km/h to 100 km/h to 80 km/h to 60 km/h. The minimum
distance between such signs should be 150 m. A
distance of 200 m or more is preferred.
TR201-60
The value of the speed limit indicated on a roadway

must be a realistic safe speed taking into account the
roadway alignment, surface condition, traffic volumes
and proximity of roadside obstacles including road
workmen. In assessing a reduced speed limit authorities
should consider the drivers' perception of the roadway
conditions. If the reasons for the reduction in speed limit
are not obvious consideration should be given to
supplementing the speed limit sign with an appropriate
message such as a warning sign, or a TOWN or CITY
NAME sign GL3. The latter combination need not
automatically be located at the town boundary
MAY 2012
if the area is not subdivided into erven.

6
Sign R201 should be displayed on the left-hand side of

the roadway at a point where the speed limit is to
commence. It is recommended that a second sign be
provided on the right-hand side of one-way roadways,
including carriageways of a dual carriageway roadway,
which are demarcated into two or more lanes.
Sign R201 may be displayed on the same post as a

MINIMUM SPEED regulatory sign R101 with sign R201
above sign R101.
It is recommended that a sign R201 be located

approximately 450 m beyond the end of a freeway onramp taper when significant volumes of entering traffic
occur and particularly beyond the junction of two
freeway systems. When roads with different speed limits
intersect it is recommended that appropriate SPEED
LIMIT signs R201 be placed 60 m to 200 m beyond the
junction on each exit roadway.
Temporary sign TR201 may be used under the same

circumstances as permanent SPEED LIMIT signs. A
permanent SPEED LIMIT sign R201 indicating the
appropriate general speed limit should be displayed at
the end of a roadworks site in which the speed limit has
been reduced.
10 SPEED LIMIT signs R201 or TR201 may be incorporated

into a guidance sign or a HIGH VISIBILITY back-ground to
indicate that a route, or lane of a roadway, is subject to a
speed limit which is different to other adjacent route(s) or
lane(s) (see Section 2.8).
11 It is not generally recommended that signs indicating
reduced speed limits be displayed for short sections of
roadway. If a local condition requires reduced speed the
use of a supplementary information plate giving an
advisory speed, combined with an appropriate warning
sign, is recommended. However, in roadworks
situations where localised conditions relating to safety,
particularly of workers, is a primary consideration,
reduced localised speed limits may be applied in
conjunction with an appropriate warning sign.
12 Signs R201 and TR201 should be sized in accordance
with Table 2.4.
SADC - RTSM - VOL 1
REGULATORY
2.4.2
PROHIBITION
MASS LIMIT
For dimensions
Ref. Vol 4
pages
COLOURS:
PERMANENT
Border:
Legend:
2.4.3
2.4.4
Background:
TEMPORARY
Border:
Legend
Background:
Red retroreflective
Black semi-matt
"BMOD" and
T: DIN B
Red retroreflective
Black semi-matt
"BMOD" and
T: DIN B
2.4.2 Mass Limi t

1
The MASS LIMIT regulatory sign R202 imposes a

with a mass in excess of the mass indicated in
tonnes, by means of a number on the sign, shall
not proceed beyond such sign on a public road.
The value indicated in tonnes is the gross vehicle
mass (GVM) or gross combination mass (GCM) of
the vehicle (see paragraph 2.4.2.6). Sign R202 may be
displayed as a SELECTIVE RESTRICTION sign in
conjunction with a secondary message indicating a
class of vehicle to which the mandatory requirement
applies (see Section 2.7). If all goods vehicles are
prohibited NO GOODS VEHICLES sign R229 should be
used. If it is required to prohibit only goods vehicles
exceeding a certain GVM a NO GOODS VEHICLES
OVER INDICATED GVM sign R230 should be used.
Sign R202 should be displayed to indicate the point on a
roadway from where the mass prohibition is to apply. The
sign should only be displayed just beyond a point on the
roadway where a vehicle exceeding the mass limit
indicated may leave the roadway onto an alternative
route. When ordering signs it is recommended that the
mass limit value be indicated after the sign number e.g.
R202- 12 for a PERMANENT mass limit of 12 tonnes.

roadway. On dual-carriageway roadways the sign shall
be repeated on the right-hand side of the carriageway. A
second sign shall also be used on the right-hand side of a
one-way roadway which is demarcated into two or more
lanes.
Sign R202 may be used in conjunction with a range of

COMMAND signs or SELECTIVE RESTRICTION
COMMAND signs to control access by all heavy vehicles
REGULATORY
(including buses) to compulsory stops, weigh stations or

vehicle inspection areas.
5

same circumstances as permanent MASS LIMIT
conditions require.
A MASS LIMIT sign R202 may be incorporated into the sign

face of a guidance sign or a HIGH VISIBILITY
background to indicate that a route, or lane of a roadway, is subject to a vehicle mass limit which is different to
other adjacent route(s) or lane(s) (see Section 2.8). When
used on a direction sign the overall sign face should
include a distance message indicating the distance to the
point of prohibition, or a distance message indicating the
distance for which the prohibition applies, or an arrow to
indicate the lane to which the prohibition applies.
It may occasionally be necessary to indicate to drivers

that a maximum permissible vehicle mass restriction
exists some considerable distance away. In this case
signs R202 or TR202 may be combined with a
SUPPLEMENTARY PLATE sign IN11.4 which should
preferably include the name of the geographical location of
the restriction and the distance to it, e.g. "At
Oliviershoek Pass in 85 km". When displayed in this
manner signs R202 or TR202 shall not apply to the
point of roadway at which they are located. Such signs
should be displayed in advance of an optional route
selection point ( j unction or ramp terminal), or where
suitable turning facilities exist (see Section 2.8).

with Table 2.4.
SADC - RTSM - VOL 1
MAY 2012
2.4.3
PROHIBITION
AXLE MASSLOAD LIMIT

COLOURS:
R203-2
PERMANENT
Border:
Red retroreflective
"BMOD" and
t:DIN"B"
Background:
For dimensions
ref. Vol4
page
2.4.5
TEMPORARY
Border:
Red retroreflective
"BMOD" and
t:DIN"B" Background:
TR203-2
'<,
2.4.3 Axle Massload Limit

1
The AXLE MASSLOAD LIMIT regulatory sign R203

vehicles with an axle massload in excess of the
mass indicated in tonnes by means of a number on
such sign, shall not proceed beyond such sign on a
public road. The value indicated in tonnes is the
gross axle massload (GA) or the gross axle unit
massload (GAU) of the vehicle.
roadway from where the axle load prohibition is to apply.
The sign should only be displayed beyond a point on
the roadway where a vehicle exceeding the maximum
permissible axle load indicated may leave the roadway
onto an alternative route or where the
MAY 2012
vehicle may turn around. When ordering signs it is

recommended that the sign be ordered stating the axle
load limit after the sign number e.g. R203 - 2 for a
PERMANENT 2 tonne axle load limit sign.
3
This sign should be displayed on the left-hand side of the

roadway.

same circumstances as permanent AXLE MASSLOAD
LIMIT regulatory signs when temporary roadworks or
other conditions require.

with Table 2.4.
SADC - RTSM - VOL 1
REGULATORY
PROHIBITION
2.4.4
HEIGHT LIMIT
For dimensions
ref. Vol4
page
COLOURS:
R204
PERMANENT
Border:
Red retroreflective
"BMOD"
Background:
2.4.6
TEMPORARY
Border:
Red retroreflective
"BMOD"
Background:
TR204
2.4.4
1
Height L i m i t
The HEIGHT LIMIT regulatory sign R204 imposes a

mandatory requirement that drivers of vehicles on a
public road shall not proceed beyond the sign or
drive under a height gauge or structure to which
the sign is attached unless the height of the vehicle,
including any load thereon, and, in the case of a
height gauge, any radio antenna attached to the
vehicle, is less than the clearance height indicated in
metres by means of a number on such sign.
When required in terms of paragraph 2.4.4 sign R204
should be displayed on, and immediately in advance
of:
(a) a height gauge located ahead of a railway crossing
over which overhead electrical power cables are
installed;
and
(b) an overhead structure.
When displayed on a height gauge or an overhead

structure sign R204 shall be flanked by two OVERHEAD DANGER PLATE signs W415 (see Subsection
3.5.9 and Volume 2, Chapter 3 and Chapter 7).
When displayed immediately in advance of a height

gauge or structure, sign R204 should be displayed on the
left-hand side of the roadway.
Sign R204 shall be used when the clearance height

over any part of the full width of roadway is less than
4,7 m and is recommended for use when the clearance
REGULATORY
height over any part of the full width of the roadway is

less than 5,2 m. The actual clearance height, less a
safety allowance of at least 75 mm, should be shown to
two decimal places of a metre, and rounded down to the
second decimal.
6
Advance warning of the height limit should be given by the

use of the HEIGHT RESTRICTED warning sign W320
as provided in Subsection 3.4.16. A typical sign
arrangement for a height restricted site is given in
Volume2.

same circumstances as permanent HEIGHT LIMIT
conditions require.

that a height limit exists some considerable distance
away. In this case signs R204 or TR204 may be
combined with a SUPPLEMENTARY PLATE sign IN11.4
which should preferably include the name of the
geographical location of the restriction and the distance to it
e.g. "At Nottingham Road in 8 km". When displayed in this
manner, signs R204 or TR204 shall not apply to the point
of roadway at which they are located. Such signs should
be displayed in advance of an optional route selection
point ( j unction or ramp terminal), or where suitable
turning facilities exist (see Section 2.8).

with Table 2.4.
SADC - RTSM - VOL 1
MAY 2012
PROHIBITION
2.4.5
LENGTH LIMIT
COLOURS:
PERMANENT
R205
Border:
Red retroreflective
"BMOD" and
m:DIN"B"
Background:
For dimensions
ref. Vol4
page
2.4.7
TEMPORARY
Border:
Red retroreflective
"BMOD" and
m:DIN"B"
Background:
TR205
2.4.5 Length Limit

1
The LENGTH LIMIT sign R205 imposes a mandatory

requirement that drivers of vehicles which are in
excess of the length indicated in metres by means of
a number on such sign shall not proceed beyond
such sign on a public road. The value indicated in
metres on such sign is the maximum length of the
vehicle or combination of vehicles, including any
projections.

roadway from where the length limit is to apply. The sign
should only be displayed just beyond a point on the
roadway where a vehicle exceeding the maximum
permissible length may leave the roadway onto an
alternative route.

roadway.
Sign R205 should be used to indicate where the road

alignment and/or width is such that long vehicles will
overhang the inner edge of the roadway on left-hand
curves and the centre line on right-hand curves to the
MAY 2012
extent that the vehicle will risk touching side obstructions

or cause an obstruction to oncoming traffic. The
maximum permissible length to be displayed should be
determined by an engineering assessment and should be
rounded down to the full metre length indication closest
to the assessed value.
5
Advance warning of the length limit should be given by the

use of LENGTH RESTRICTED warning sign W321 as
provided in Subsection 3.4.17.

same circumstances as permanent LENGTH LIMIT
conditions require.

that a length limit exists some considerable distance
away (see Subsection 2.4.2 paragraph 2.4.2.7).

with Table 2.4.
SADC - RTSM - VOL 1
REGULATORY
2.4.6
PROHIBITION
NO EXCESSIVE NOISE
For dimensions
ref. Vol4
page
COLOURS:
R206
PERMANENT
Border:
Symbol:
Background:
2.4.8
Red retroreflective
Black semi-matt
TEMPORARY
Border:
Symbol:
Background:
Red retroreflective
Black semi-matt Yellow
retroreflective
2.4.6 No Excessive Noise

1 The NO EXCESSIVE NOISE regulatory sign R206
imposes a mandatory requirement that drivers shall
NOT sound their vehicle sounding device or hooter
for 100m after passing sign, AND sign R206 imposes
a mandatory requirement that drivers shall not drive
a vehicle beyond such sign, if such vehicle is
emitting noise in excess of noise levels prescribed.
2
Sign R206 should be displayed on the left-hand side of the

roadway approximately 50 m in advance of the place
for which the prohibition is being implemented. The sign
may be used in the vicinity of places of worship,
hospitals or homes for invalids or the aged. If a more
general restriction is to be imposed in terms of prescribed
noise levels, sign R206 should be located on the left side
of the roadway just beyond a point on the roadway where
a driver of a vehicle exceeding the prescribed noise
level may leave the roadway onto an alternative route.

3
Regulations may be promulgated or amended from

time to time to prescribe acceptable noise levels including
those emitted by vehicles and motor vehicles. Sign R206
should not be used in terms of such regulations if there is
no intention to enforce compliance with the regulations.
If it is required to impose the excessive noise prohibition

for distances greater than 100 m sign R206 should be
supplemented by an appropriate SUPPLEMENTARY
PLATE sign IN11.2.
A temporary version of the NO EXCESSIVE NOISE

regulatory sign is unlikely to be required.
Sign R206 should be sized in accordance with Table 2.4.
NO HITCH-HIKING
For dimensions
ref. Vol4
pages
COLOURS:
PERMANENT
R207
Border:
Symbol:
Background:
2.4.9
Red retroreflective
Black semi-matt White
retroreflective
TEMPORARY
Border:
Symbol:
Background:
2.4.7
No Hitch-hiking
1 The NO HITCH-HIKING regulatory sign R207 imposes

a mandatory requirement that pedestrians shall NOT
attempt to secure a lift from a passing vehicle AND
sign R207 imposes a mandatory requirement that
drivers of vehicles shall NOT pick-up passengers. The
prohibition on hitch-hiking is effective for a distance of
500 m beyond such sign.
2
Sign R207 should be displayed on the left-hand side of the

roadway to indicate the point from which the prohibition
on hitch-hiking shall apply.
If the length of prohibition required exceeds 500 m the

sign shall be repeated at intervals of 500 m. The first
sign in the sequence may carry a SUPPLEMENTARY
PLATE sign IN11.2 indicating "For 5 km".
Red retroreflective
retroreflective
If the section of roadway subject to a prohibition on

hitch-hiking is known to have points of pedestrian ac-
REGULATORY
tivity care should be taken to ensure that R207 signs are

placed in such a manner that pedestrians can reasonably
be expected to see them as well as drivers. This may
require signs at closer spacings than 500 m.
5
The use of freeways by persons on foot is prohibited in

South Africa by the Road Traffic Act, Act No 93 of 1996,
except:
(a) within an area indicated by an appropriate road
traffic sign;
(b) for a cause beyond their control;
Sign R207 should not therefore be used on freeways.
A temporary version of sign R207 is unlikely to be

required.
SADC - RTSM - VOL 1
MAY 2012
2.4.7
PROHIBITION
NO UNAUTHORISED VEHICLES
COLOURS:
R208
PERMANENT
Border:
Symbol:
Background:
Red retroreflective
retroreflective
For dimensions
ref. Vo14
page
2.4.10
TEMPORARY
Border:
Symbol:
Background:
Red retroreflective
Black semi-matt
TR208
2.4.8 No Unauthorised Vehicles,

1
The NO UNAUTHORISED VEHICLES regulatory sign

R208 imposes a mandatory requirement that drivers of
unauthorised vehicles shall NOT proceed beyond
such sign. Use of the sign in its temporary form is
particularly appropriate to temporary road closures as a
result of roadworks.
Sign R208 should be used to indicate that a roadway or

entrance way is closed to general traffic. In the event of
prosecution the onus shall rest with the driver of a
vehicle to prove that he has authority from the
responsible authority to proceed beyond signs
R208 or TR208. This authorisation should be
indicated by the display of an appropriate
identity/authorisation disc or other device.
Authorised traffic may be permitted to proceed beyond
the sign in order to gain access to private property or a
work site.
It is recommended that signs be located on both the

left-hand and right-hand sides of the roadway or
entrance.
Temporary regulatory sign TR208 may be used under
MAY 2012
the same circumstances as a permanent NO

UNAUTHORISED VEHICLES regulatory sign when
temporary roadworks or other conditions require that a
roadway or entrance be closed to normal traffic other
than authorised vehicles. In such a case authorised
vehicles will normally include construction vehicles and
those belonging to local residents.
5
Sign TR208 should not be used to indicate closure of a

portion of a roadway such as a shoulder or lane if traffic
flow is maintained through the section of roadway.
When used to effect a temporary road closure to

unauthorised vehicles, sign TR208 should be combined
with a T-JUNCTION CHEVRON hazard marker sign
TW409, a DEAD END/ROAD CLOSED CHEVRON
hazard marker sign TW410 or a TEMPORARY
BARRICADE hazard marker sign TW411.

with the provisions of Table 2.4.
SADC - RTSM - VOL 1
REGULATORY
2.4.8
PROHIBITION
NO LEFT TURN AHEAD - NO RIGHT TURN AHEAD

For dimensions
ref. Vol4
page
COLOURS:
PERMANENT
Border & diagonal: Red retroreflective
Arrow:
Black semi-matt
Background:
2.4.11
2.4.12
TEMPORARY
2.4.9
1
Arrow:
Black semi-matt
Background:
No Left Turn Ahead and No Right Turn

Ahead
The NO LEFT TURN AHEAD and NO RIGHT TURN

AHEAD regulatory signs R209 and R210 impose a
mandatory requirement that drivers of vehicles shall
NOT turn to the left or the right as the case may
be, at the junction or entrance ahead. Signs R209
and R210 may be displayed as SELECTIVE
RESTRICTION signs in conjunction with a secondary
message indicating a class of vehicle to which the
mandatory requirement applies OR the time of day for
which it applies (see Section 2.7). If the prohibition
requires a vehicle class secondary message but it only
applies during certain hours the use of a variable
message road traffic sign is recommended so that the
appropriate sign shall only be displayed when the
prohibition applies and at all other times NO SIGN
should be visible.
Signs R209 and R210 shall only be displayed in
advance, on an approach to a junction where traffic is
prohibited from making a turn in the direction indicated.
When used, signs R209 and R210 may be followed by NO
LEFT TURN or NO RIGHT TURN signs R211 or R212
at the junction, although signing of one way roadways
should preferably be by use of ONE WAY ROADWAY
signs R4.1 or R4.2 (see Subsection 2.2.5).
Signs R209 and R210 may be used in advance of an
intersecting one-way cross-road where ONE WAY
ROADWAY signs R4.1 or R4.2 are displayed when it
REGULATORY
is important that drivers become aware that the

intersecting roadway ahead is a one-way roadway well in
advance of the junction. In addition signs R209 and
R210 may be used to reduce congestion or collisions by
prohibiting left or right turn movements even though the
intersecting roadway is not part of a one-way system.
4
The signs should normally be displayed on the left hand

side of the approach roadway between 15 m and 30 m from
the junction to which they apply, provided that in the case
of a one-way approach roadway it may be more appropriate
to locate the sign on the right-hand side of the roadway.
It may be advisable to elevate the signs above the

normal mounting height to improve visibility and thereby
correct lane selection in a one-way system. Care shall
be taken not to locate a sign so that a public access point
lies between the sign and the junction ahead.

used under the same circumstances as permanent NO
LEFT TURN AHEAD and NO RIGHT TURN AHEAD
regulatory signs particularly if a temporary detour is
required during roadworks or other conditions.
Signs R209,R210, TR209,and TR210 should be sized in

SADC - RTSM - VOL 1
MAY 2012
2.4.9
PROHIBITION
NO LEFT TURN - NO RIGHT TURN

COLOURS:
For dimensions
ref. Vol 4
PERMANENT
pages

Arrow:
Black semi-matt
Background:
2.4.13
2.4.14
TEMPORARY
Arrow:
Black semi-matt
Background:
2.4.10
No Left Turn and No Right Turn
The NO LEFT TURN and NO RIGHT TURN regulatory

signs R211 and R212 impose a mandatory requirement
that drivers of vehicles shall NOT turn to the left or
to the right as the case may be.
Signs R211 and R212 may be displayed at a junction or

entrance to indicate that a turn to the left or a turn to the
right is prohibited, as the case may be. Signs R211 and
R212 should normally be preceded by NO LEFT TURN
AHEAD and NO RIGHT TURN AHEAD signs R209 and
R210 respectively.
Signs R211 and R212 should not be used at junctions of

one way streets in place of ONE WAY ROADWAY signs
R4.1 or R4.2.However, if some particular condition exists
whereby signs R4.1 or R4.2 are deemed inadequate on
their own, signs R211 or R212 may be used to
supplement them.
A NO LEFT TURN sign R211 may be used at a
channelised junction when a left turning roadway

(sliproad) is provided. It may be used to prohibit left
turns beyond the turning roadway at the actual junction of
the principal intersecting roadways in addition to
MANDATORY DIRECTION ARROW road markings
RMB. This point will normally be the corner of a kerbed
channelising
island. When used
under
these
circumstances this kerbed island should have a side
length on the approach controlled by the sign R211 of at
least 6 m.
5

LEFT TURN and NO RIGHT TURN regulatory signs
during roadworks or other temporary conditions where a
detour of traffic may be required.
Signs R211, R212, TR211 and TR212 should be sized in

NO U-TURN
COLOURS:
PERMANENT
R213

Arrow:
Black semi-matt
Background:
For dimensions
ref. Vol4
page
2.4.15
2.4.11
No U-Turn
The NO U-TURN regulatory sign R213 imposes a

NOT turn their vehicles so as to face in the opposite
direction. This has the effect that drivers shall not turn
their vehicles to face in the opposite direction within a
public road, a junction or an opening in a median island of
a dual carriageway roadway.
Sign R213 may be displayed in advance of a junction or

on the far side of a junction. When placed in advance of a
junction or median island opening it should be located
within 15 m of the junction or median island opening.
MAY 2012
Sign R213 should be located with care to ensure that the

sign will be easily seen by drivers who may attempt to
undertake a U-turn manoeuvre. The sign will commonly
be located on a median island when such islands exist. It
may be advisable to elevate the signs above the normal
mounting height to improve visibility.
A temporary version of sign R213 is unlikely to be

required.
Sign R213 should be sized in accordance with Table

2.4.
SADC - RTSM - VOL 1
REGULATORY
PROHIBITION
2.4.10
NO OVERTAKING
For dimensions
ref. Vol4
pages
R214
COLOURS:
R215
PERMANENT
Border:
Symbol:
Background:
2.4.16
2.4.17
TEMPORARY
Border:
Symbol:
Background:
TR214
2.4.12
1
Red retroreflective
Black semi-matt
Red retroreflective
Black semi-matt
TR215
No Overtaking
The NO OVERTAKING regulatory sign R214 ALL

VEHICLES, - imposes a mandatory requirement that
drivers of vehicles shall NOT overtake another
vehicle travelling in the same direction, and the NO
OVERTAKING regulatory
sign R215- GOODS
VEHICLES BY GOODS VEHICLES, - imposes a
mandatory requirement that drivers of goods
vehicles shall NOT overtake another goods vehicle
travelling in the same direction. The prohibition on
overtaking indicated by signs R214 and R215 is
effective for a distance of 500m beyond such signs.
Signs R214 and R215 may be displayed as
SELECTIVE RESTRICTION signs in conjunction with
a secondary message (see Section 2.7).
On
permanently
surfaced
roadways
a
NO
OVERTAKING LINE marking RM1 or a NO CROSSING
LINE marking RM2 will commonly be used to prohibit
vehicles from travelling on the right-hand side of the
line in order to overtake other vehicles travelling in the
same direction. Such line markings should be used
when it is deemed unsafe to permit overtaking
manoeuvres. For additional emphasis, or where the
overtaking of one vehicle by another vehicle, without
the need to cross a barrier line is also to be prohibited
i.e. - on a steep or congested multi-lane roadway, the
relevant sign should be displayed on the left side of the
roadway at the beginning of the prohibition section.
The signs may be displayed on gravel-surfaced
roadways to indicate an overtaking prohibition which
cannot be indicated by means of a barrier line marking.
Determination of sections of such roadways where
overtaking could be hazardous may be made by the
same techniques which are used to determine the need
for a barrier line marking (see Chapter 7).
overtaking prohibition applicable to all classes of

vehicle permitted to use the roadway and travelling in
the same direction.
5
Sign R215 may be displayed to indicate a prohibition

on goods vehicles overtaking goods vehicles. Use of
the sign should be restricted to roadways with two lanes
for traffic travelling in the same direction where the
roadway gradient will result in a very slow overtaking
manoeuvre of a goods vehicle by another goods
vehicle. A more costly, but preferred, method of signing
this requirement may be achieved by the use of
regulatory signs such as the MINIMUM SPEED sign
R101 (or TR101) or the NO GOODS VEHICLES sign
R229 (or TR229) on a diagrammatic guidance sign
(see Subsection 2.8.4).
If the length of prohibition required exceeds 500 m

the appropriate sign shall be repeated at intervals of
500 m. In such cases the first sign in the sequence
may carry a SUPPLEMENTARY PLATE sign IN11.2
indicating "For 3 km". A similar message may be
displayed on subsequent signs. The distance value
should be reduced as appropriate (see Subsection
2.8.2 and Chapter 5).

OVERTAKING regulatory signs when roadworks or
other conditions create circumstances which make it
unsafe to permit overtaking.
Care should be taken not to use these signs

unnecessarily. Such practices will only result in
disrespect for the prohibition with the result that signs
used correctly in the interests of road safety may not
be observed.
Signs R214, R215, TR214 and TR215 should be sized

in accordance with Table 2.4.
Sign R214 should be displayed to indicate a general
REGULATORY
SADC - RTSM - VOL 1
MAY 2012
2.4.11
PROHIBITION
NO PARKING
COLOURS:
R216
PERMANENT
Legend:
Black semi-matt,
Background:
For dimensions
Ref. Vol4
pages
2.4.18
TEMPORARY
Legend:
Black semi-matt,
Background:
TR216
2.4.13
1
No Parking
The NO PARKING regulatory sign R216 imposes a

NOT park their vehicles at any time on any portion
of a public road, as indicated by such sign. The
applicability of sign R216 may be modified by being
displayed as a SELECTIVE RESTRICTION sign in conjunction
with a secondary message indicating a class of vehicle,
or the time or times of day, or the days of the week or the
circumstances/activities for which the parking
prohibition applies (see Section 2.7). It should be noted
that this does not classify the sign as a temporary sign
(see paragraph 2.4.13.12).
Sign R216 should be displayed where parking is
prohibited for all vehicles at all times of day and night, OR
in conjunction with a SELECTIVE RESTRICTION NO
STOPPING sign which overrides the NO PARKING
sign during the periods of applicability of the
SELECTIVE RESTRICTION NO STOPPING sign. The
NO PARKING sign is therefore applicable at all other
times.
The sign should only be used on sections of roadway
where total prohibition of parking is considered essential,
such as:
(a) on both sides of a roadway less than 5,5 m wide;
(b) on one or both sides of a narrow roadway with a
width of more than 5,5 m;
(c) on one side of a roadway less than 9 m wide;
(d) on one or both sides of a busy two-lane two-way
roadway;
(e) on the approaches to a major (multi-lane) junction;
(f) on the approaches to a signal-controlled junction.
If the prohibition on parking is only for certain times of
day or for a certain class of vehicle a SELECTIVE
RESTRICTION version of R216 shall be used.
Sign R216 may be supplemented by a NO PARKING

LINE marking RM13 as detailed in Chapter 7.
Legislation makes provision for a range of general

parking prohibitions. Legislation also empowers local
authorities to make by-laws which may place further
general prohibitions on the stopping or parking of vehicles.
Such general provisions need not be indicated by sign
R216 although they may be over-ruled by the display
of an appropriate road traffic sign.
6 The Act and relevant by-laws shall be carefully studied
MAY 2012
before designing for the provision of NO PARKING

signs R216 or their part-time SELECTIVE RESTRICTION
variants (see paragraph 2.4.13.2).
7
NO PARKING signs R216 shall be located at the

beginning and end of each section of public road and on
the side of such section to which they are to be
applicable. Such a section of roadway shall not include
any junction with another public road. If the length of the
section exceeds 150m additional R216 signs shall be
provided so that the maximum distance between signs
does not exceed 150 m.
When the length of a section of public road between

junctions does not exceed 75 m parking may be
prohibited for such section by displaying a single R216
sign in the approximate centre of the section subject to the
provisions of paragraph 2.4.13.10.
R216 signs may be located on any other portion of

public road to which their significance is required to be
applied.
10 Sign R216 shall be displayed at right angles to the

direction of travel of traffic in a roadway and shall show the
same sign on the reverse side.
11 If a section of roadway is signed with NO STOPPING
regulatory signs R217, that section of roadway shall not
also be signed with NO PARKING regulatory signs
R216. This requirement does not apply to the use of
SELECTIVE RESTRICTION versions of signs R216
and R217.
12 Temporary regulatory sign TR216 may be used under the
same circumstances as permanent NO PARKING
regulatory signs when temporary roadworks or adjacent
building construction sites require. Temporary NO
PARKING signs may be required where normal parking is
no longer possible for any reason on a temporary basis.
These signs should also form part of the equipment
carried by local authority units, police units or security
force units who may on occasions have to erect
temporary barricades at emergency sites. In the event
that permanent PARKING signs are not removed,
temporary NO PARKING signs shall supersede any
such signs.
13 Temporary NO PARKING signs TR216 may be used
with SUPPLEMENTARY PLATE signs TIN11.4 to
override other parking signs on a temporary basis. The
SADC - RTSM - VOL 1
REGULATORY
SUPPLEMENTARY PLATES may display such

messages as "During Building Operations" or "During
Sports Meeting".
14 The extent of the area/section of public road to which NO
PARKING or SELECTIVE RESTRICTION NO PARKING
signs may be applicable may be clarified by the display of
arrow symbols on SUPPLEMENTARY PLATE sign
IN11.5 mounted below the signs and at 90 to the sign
R216. The arrow symbols should face the roadway and
should point inwards from the limit of the NO PARKING
area. The arrow symbol below an intermediate R216 sign
on a section of public road over 150 m in length should
point in both directions, as should the arrow symbol
when used on a sign placed approximately in the centre
of a section of public road that does not exceed 75 m
between junctions.
15 A minimum sign size of 450 mm diameter may be used in

urban areas. Miniature R216 signs of 150 mm diameter
may be used in their SELECTIVE RESTRICTION form
on parking meter posts to supplement the message of
the full size signs provided in the section of public road.
16 It should be noted that BUS STOP RESERVATION
sign R325 and MINIBUS STOP RESERVATION sign
R326, as regulatory-signs override the provisions
of NO PARKING sign R216 and NO STOPPING sign
R217, without the need to qualify signs R216 or
R217 with a supplementary plate indicating
"EXCEPT BUSES".
NO STOPPING
For dimensions
ref. Vo14
page
COLOURS:
R217
PERMANENT
Legend:
Black semi-matt,
Background:
TEMPORARY
2.4.19

Legend:
Black semi-matt,
Background:
TR217
2.4.14
1
No Stopping
The NO STOPPING regulatory sign R217 imposes a

NOT stop their vehicles at any time on any portion
of public road, as indicated by such sign. Such a
requirement does not apply if a driver i s acting in
compliance with a traffic signal or he signal of a
traffic officer or to avoid a collision. The applicability of
sign R217 may be modified by being displayed as a
SELECTIVE RESTRICTION sign in conjunction with a
secondary message indicating a class of vehicle, or the
time or times of day, or the days of the week, or
circumstances/activities for which the stopping prohibition
applies (see Section 2.7).It should be noted that this
does not classify the sign as a temporary sign (see
paragraph 2.4.14.12).
Sign R217 should be displayed where stopping is

prohibited for all vehicles at all times of day and night.
The sign should only be used on sections of roadway

where the total prohibition of stopping is considered
essential, such as:
(a) a narrow roadway carrying heavy traffic during both day
and night;
(b) the kerb-side of a lane that is allocated exclusively to a
single-turning movement;
(c) a short section of urban arterial road where it may
REGULATORY
be hazardous for vehicles to stop for purposes such as

setting down or picking up passengers;
(d) within 6m of any tunnel, subway, or bridge;
(e) where it is necessary to increase traffic capacity; or
(f) where sight distances will be adversely affected by
vehicles stopping.
4
Sign R217, may be supplemented by a NO STOPPING

LINE marking RM12 as detailed in Chapter 7.
Legislation and relevant by-laws should be carefully

studied before designing for the provision of NO
STOPPING signs R217 or their "part-time" SELECTIVE
RESTRICTION variants. It should be noted that if NO
STOPPING signs are displayed with NO PARKING
signs the NO STOPPING sign overrides the NO
PARKING sign. Thus a SELECTIVE RESTRICTION NO
STOPPING sign overrides a (24 hr) NO PARKING sign
during the periods of applicability of the SELECTIVE
RESTRICTION NO STOPPING sign.
It is not necessary to supplement a NO STOPPING

sign with a NO PARKING sign R216.This requirement
does not apply to the use of SELECTIVE RESTRICTION versions of signs R216 and R217.
See also paragraphs 2.4.13.5, 2.4.13.7 to 2.4.13.10

and 2.4.13.12 to 2.4.13.16.
SADC - RTSM - VOL 1
MAY 2012
2.4.13
NO PEDESTRIANS
PROHIBITION
COLOURS:
R218
PERMANENT
Symbol:
Black semi-matt
Background:
For dimensions
ref. Vol4
page
2.4.20
TEMPORARY
Symbol:
Black semi-matt
Background:
TR218
2.4.15 No Pedestrians
,,
The NO PEDESTRIANS regulatory sign imposes a

mandatory requirement that pedestrians shall NOT
proceed beyond such sign.
Sign R218 should be displayed at the beginning of, and at

entrances to, a roadway, lane or path to indicate that
pedestrians are prohibited from using that roadway,
lane or path. Sign R218 may be used to indicate to
pedestrians that they should not cross a roadway at the
point indicated by the sign. In the latter case it is
recommended that additional signs be displayed to
guide pedestrians to a safe crossing point. If sign R218 is
used in this manner at a junction, the junction should not
be marked with PEDESTRIAN CROSSING LINE
marking RTM3 at that point.
A NO PEDESTRIANS sign shall not be displayed

between a roadway and a pedestrian way at the
commencement of a pedestrian way, when such a point
MAY 2012
is signed with PEDESTRIANS ONLY sign R110 or one

of the CYCLISTS AND PEDESTRIANS ONLY signs
R112 to R115 (see Subsections 2.3.6 and 2.3.8).
4
A NO PEDESTRIANS sign shall not be displayed at the

beginning of a cyclist only facility which is already
signed with a CYCLISTS ONLY sign R111 (see
Subsection 2.3.7).

same circumstances as a permanent NO PEDESTRIANS
regulatory sign when temporary roadworks or other
conditions require that a roadway, lane or path normally
available to pedestrians is temporarily not available.
Signs R218 and TR218 should be sized according to the

SADC - RTSM - VOL 1
REGULATORY
NO CYCLISTS
For dimensions
ref. Vol4
page
COLOURS:
R219
PERMANENT
Symbol:
Black semi-matt
Background:
TEMPORARY
2.4.21

Symbol:
Black semi-matt
Background:
TR219
2.4.16
1
No Cyclists
The NO CYCLISTS regulatory sign R219 imposes a

mandatory requirement that cyclists shall NOT
proceed beyond such sign.
Sign R219 should be displayed at the beginning of, and
at entrances to, a roadway, lane or path to indicate that
cyclists are prohibited from using that roadway, lane or
path.
The sign should normally be used at the beginning of

roadways where, for safety reasons, it is desirable to
prohibit bicycle traffic.
A NO CYCLISTS sign shall not be displayed between a

roadway and a cycle way at the commencement of a
cycle way when such a point is signed with a CYCLISTS
ONLY sign R111 or one of the CYCLISTS AND
PEDESTRIANS ONLY signs R112 to R115 (see
REGULATORY
Subsections 2.3.7 and 2.3.8).

5
A NO CYCLISTS sign shall not be displayed at the

beginning of a pedestrian only footpath which is already
signed with a PEDESTRIANS ONLY sign R110 (see
Subsection 2.3.6).

same circumstances as a permanent NO CYCLISTS
regulatory sign when temporary roadworks or other
conditions require that a roadway, lane or path normally
available to cyclists is temporarily not available.

SADC - RTSM - VOL 1
MAY 2012
2.4.15
PROHIBITION
NO CYCLISTS AND PEDESTRIANS

COLOURS:
For dimensions
ref. Vo14
page
PERMANENT
Symbol:
Black semi-matt
Background:
2.4.22
TEMPORARY
Symbol:
Black semi-matt
Background:
2.4.17
No Cyclists and Pedestrians

be displayed between a roadway and a shared cyclist
and pedestrian way at its commencement when such a
point is signed with one of the CYCLISTS AND
PEDESTRIANS ONLY signs R112 to R115.
1 The NO CYCLISTS AND PEDESTRIANS regulatory

cyclists and pedestrians shall NOT proceed
beyond such sign.
2
Sign R220 should be displayed at the beginning of, and

at entrances to, a roadway, lane or path to indicate that
cyclists AND pedestrians are prohibited from using the
roadway, lane or path. Sign R220 may be used to
indicate to cyclists and pedestrians that they should not
cross a roadway at the point indicated by the sign. In the
latter case it is recommended that additional signs be
displayed to guide cyclists and pedestrians to a safe
crossing point.

same circumstances as a permanent NO CYCLISTS
AND PEDESTRIANS regulatory sign when temporary
roadworks or other conditions require that a roadway, lane
or path normally available to cyclists and pedestrians is
temporarily not available.

A NO CYCLISTS AND PEDESTRIANS sign shall not
MAY 2012
SADC - RTSM - VOL 1
REGULATORY
2.4.16
PROHIBITION
2.4.19 Other Prohibition Signs

1 Other PROHIBITION regulatory signs referring to specific
classes of vehicle impose a mandatory requirement
that drivers of the class of vehicle indicated on
such sign shall NOT proceed beyond the sign. The
signs may be used as the primary component of a
SELECTIVE RESTRICTION sign in which case their
prohibition applicability will be varied in some way (see
Subsection 2.1.4 and Section 2.7).
2
The signs shown on the following pages cover the

following classes of vehicle:
R222
R223
R224
R224
R226
R227
R228
R229
R230
R231
R232
R233
R234
R235
R236
R237
R238
R239
R240
R241
R242
NO MOTOR CYCLES
NO MOTOR CARS
NO TAXIS
NO MINIBUSES
NO MIDI-BUSES
NO BUSES
NO DELIVERY VEHICLES ,,
NO GOODS VEHICLES
NO GOODS VEHICLES OVER INDICATED
GVM
NO CONSTRUCTION VEHICLES
NO VEHICLES CONVEYING DANGEROUS
GOODS
NO ABNORMAL VEHICLES
NO RICKSHAWS
NO TOUR BUSES
NO AGRICULTURAL VEHICLES
NO ANIMAL- DRAWN VEHICLES
NO HORSES AND RIDERS
WIDTH LIMIT
NO TOWED VEHICLES
NO HAWKERS
NO MOTOR VEHICLES
Any of the above signs, when used, should be

displayed at the beginning of or at the entrance to a section
of roadway, lane or path to indicate that the class of
vehicle shown on the sign is prohibited from using such
roadway, lane or path.
Sign R222 NO MOTOR CYCLES may be used:

(a) at the entrance to pedestrian lanes;
(b) at the entrance to a separate cycle way;
(c) where for road safety reasons it is desirable to
prohibit motor cycle traffic on a particular section of
roadway e.g. due to narrow traffic lanes.
It may be necessary to give motor cyclists an advance

indication of a prohibition on motor cycles ahead of
them on the road. Sign R222 may be incorporated into a
map-type or diagrammatic sign with a distance indication
to the point of prohibition. The minimum advance
indication should be an R222 sign combined with a
SUPPLEMENTARY PLATE sign IN11.3 giving the
distance in metres to the point of prohibition. The point at
which motor cyclists should leave the roadway in question
may be signed using a MOTOR CYCLES KEEP LEFT
SELECTIVE RESTRICTION sign R103-562 (see Section
2.7). It may be necessary to provide special guidance
signs to help motor cyclists reach a parallel or suitable
alternative route.
repeated on the right-hand side of the roadway.

6
The use of signs R222 to R242 is likely to be rare.

However, as the provision of facilities, segregated by
vehicle class, becomes more appropriate to major
transport terminals and -other transport and complex
commercial development, the use of such signs will
enable improved control and direction of traffic by class of
vehicle.
Prohibition signs R222 to R242 may be incorporated into

the signface of a guidance sign to indicate that a route,
or lane of a roadway is prohibited to the class of vehicle
displayed on the sign. When used on a direction sign the
overall signface should include a distance message
indicating the distance to the point of prohibition, and
thereby to an alternative route.
Signs R222 to R242 should be used with care to ensure

that they do not become over-utilised or incorrectly
utilised, thereby reducing their effectiveness when really
required.
Temporary regulatory versions of signs R222 to R242 are

unlikely to be required. Should temporary versions be
required those should be numbered in the TR200 series
from TR222 to TR242 and should be manufactured with a
black semi-matt symbol on a yellow retroreflective
background and a red retroreflective circular border and
diagonal slash. Such signs have the significance that for a
temporary period the class of vehicle indicated
must NOT proceed beyond the sign.
10 The size and positioning of signs R222 to R242 and

TR222 to TR242 should follow the general
requirements for regulatory signs. They should be sized
in accordance with Table 2.4.
11 This Subsection includes details on three signs specific to
public transport vehicles, namely, NO MINIBUSES sign
R225, NO MIDI-BUSES sign R226 and NO BUSES sign
R227. The relevant feature used to classify these vehicles
for signing purposes is the number of seats. Details of
these classifications are given in Chapter 10. Signing for
the control of buses has occurred for some time.
However, control of mini-buses is as yet not fully
developed and midi-buses are new additions to the range
of public transport vehicle types. Whilst the signs provided
conform to the general principles of the sign group, their
application is likely to develop with time (see also
Volume 2).
vehicle. Signs R228, R231, and R232 refer to specific
types of heavy vehicle and apply to all such vehicles
over 3500 kg mass. If it is required to link a specific
mass limit to these signs this may be achieved by using a
SELECTIVE RESTRICTION sign incorporating a
MASS LIMIT sign R202 as the primary message and the
appropriate vehicle class symbol as a secondary
message (see Section 2.7).
13 The NO GOODS VEHICLES sign R229 refers to all
trucks over a mass of 3500 kg including those covered by
signs R228, R231 and R232 but excluding buses. NO
GOODS VEHICLES OVER INDICATED GVM sign R230
similarly applies to all trucks, but not buses, which
exceed the mass indicated on the sign.

roadway. On one way carriageways the sign should be
REGULATORY
SADC - RTSM - VOL 1
MAY 2012
2.4.17
PROHIBITION
NO MOTOR CARS
NO MOTOR CYCLES
For dimensions
ref. Vol. 4
page
R222
For dimensions
ref. Vol. 4
page
2.4.23
2.4.24
PERMANENT
COLOURS:
PERMANENT

Symbol:
Black semi-matt
Background:

Symbol:
Black semi-matt
Background:
COLOURS:
TR222

Symbol:
Black semi-matt
Background:
The NO MOTOR CYCLES regulatory sign R222 imposes a

mandatory requirement that drivers of motor cycles
shall NOT proceed beyond such sign (see paragraph
2.4.19.3).
The NO MOTOR CARS regulatory sign R223 imposes a

mandatory requirement that drivers of motor cars shall
NOT proceed beyond such sign. The sign may be used as
the primary component of a SELECTIVE RE- STRICTION
sign in which case its prohibition applicability will be varied in
some way (see Subsection 2.1.4 and Section 2.7).
NO TAXIS
NO MINIBUSES
For dimensions
ref. Vol. 4
page
R224
R225
2.4.26
2.3.25
COLOURS:
PERMANENT
Symbol:
Black semi-matt
Background:
TR223
TEMPORARY
TEMPORARY
Symbol:
Black semi-matt
Background:
For dimensions
ref. Vol. 4
page
R223
COLOURS:
TR224
TR225
PERMANENT
Symbol:
Black semi-matt
Background:
TEMPORARY
Symbol:
Black semi-matt
Background:
TEMPORARY
Symbol:
Black semi-matt
Background:
The NO TAXIS regulatory sign R224 imposes a mandatory

requirement that drivers of taxis shall NOT proceed
beyond such sign. The sign may be used as the primary
component of a SELECTIVE RESTRICTION sign in which
case its prohibition applicability will be varied in some way
(see Subsection 2.1.4 and Section 2.7).
The NO MINIBUSES regulatory sign R225 imposes a

mandatory requirement that drivers of minibuses shall
NOT proceed beyond such sign. The sign may be used as
the primary component of a SELECTIVE RESTRICTION
sign in which case its prohibition applicability will be varied in
some way (see Subsection 2.1.4 and Section 2.7).
MAY 2012
SADC - RTSM - VOL 1
REGULATORY
2.4.18
PROHIBITION
NO MIDI-BUSES
NO BUSES
For dimensions
Ref. Vol 4
page
R226
For dimensions
Ref. Vol 4
page
R227
2.4.28
2.4.27
TR226
COLOURS:
PERMANENT
Border & diagonal:
Symbol:
Background:
TEMPORARY
Border & diagonal:
Symbol:
Background:
TR227
Red retroreflective
Black semi-matt
Red retroreflective
Black semi-matt
COLOURS:
PERMANENT
Border & diagonal:
Symbol:
Background:
TEMPORARY
Border & diagonal:
Symbol:
Background:
Red retroreflective
Black semi-matt
Red retroreflective
Black semi-matt
The NO MIDI-BUSES regulatory sign R226 imposes a

mandatory requirement that drivers of midi-buses
shall NOT proceed beyond such sign. The sign may be
used as the primary component of a SELECTIVE
RESTRICTION sign in which case its prohibition applicability
will be varied in some way (see Subsection 2.1.4 and
Section 2.7).
The NO BUSES regulatory sign R227 imposes a mandatory

requirement that drivers of buses shall NOT proceed
beyond such sign. The sign may be used as the primary
NO DELIVERY VEHICLES
NO GOODS VEHICLES
For dimensions
Ref. Vol 4
page
R228
For dimensions
Ref. Vol 4
page
R229
2.4.29
TR228
COLOURS:
PERMANENT
Border & diagonal:
Symbol:
Background:
TEMPORARY
Border & diagonal:
Symbol:
Background:
TR229
Red retroreflective
Black semi-matt
Red retroreflective
Black semi-matt
The NO DELIVERY VEHICLES regulatory sign R228

imposes a mandatory requirement that drivers of delivery
vehicles shall NOT proceed beyond such sign. The sign
may be used as the primary component of a SELECTIVE
will be varied in some way (see Subsection 2.1.4 and Section
2.7).
REGULATORY
2.4.30
COLOURS:
PERMANENT
Border & diagonal:
Symbol:
Background:
TEMPORARY
Border & diagonal:
Symbol:
Background:
Red retroreflective
Black semi-matt
Red retroreflective
Black semi-matt
The NO GOODS VEHICLES regulatory sign R229 imposes a

mandatory requirement that drivers of goods vehicles
2.7).
SADC - RTSM - VOL 1
MAY 2012
2.4.19
PROHIBITION
NO GOODS VEHICLES OVER
INDICATED GVM
For dimensions
Ref. Vol 4
page
NO CONSTRUCTION VEHICLES
For dimensions
ref. Vol. 4
page
R230
R231
2.4.32
2.4.31
COLOURS:
PERMANENT
Symbol:
Black semi-matt
Legend:
B MOD (t in DIN
1451 Style B)
Background:
TEMPORARY
Symbol:
Black semi-matt
Legend:
B MOD (t in DIN
1451 Style B)
Background:
TR231
COLOURS:
PERMANENT
TR230

Symbol:
Black semi-matt
Background:
TEMPORARY
Symbol:
Black semi-matt
Background:
The NO GOODS VEHICLE OVER INDICATED GVM regulatory

drivers of goods vehicles over the indicated GVM (or
GCM) shall NOT proceed beyond such sign. The sign
2.7).
The NO CONSTRUCTION VEHICLES regulatory sign R231

construction vehicles shall NOT proceed beyond
such sign. The sign may be used as the primary
NO VEHICLES CONVEYING
DANGEROUS GOODS
NO ABNORMAL VEHICLES
For dimensions
ref. Vol. 4
page
For dimensions
ref. Vol. 4
page
R232
2.4.33
COLOURS:
PERMANENT
2.4.34
TR232
COLOURS:
TR233
PERMANENT

Symbol:
Black semi-matt and orange
retroreflective
Background:
TEMPORARY

Symbol:
Black semi-matt
Background:
TEMPORARY
Symbol:
Black semi-matt
Background:

Symbol:
retroreflective
The NO VEHICLES CONVEYING DANGEROUS GOODS

regulatory sign R232 imposes a mandatory requirement
that drivers of vehicles conveying dangerous goods
used as the primary component of a SELECTIVE RESTRICTION sign in which case its prohibition applicability will
be varied in some way (see Subsection 2.1.4 and Section
2.7).
MAY 2012
R233
The NO ABNORMAL VEHICLES regulatory sign R233

abnormal vehicles shall NOT proceed beyond such
sign. The sign may be used as the primary
case its prohibition applicability will be carried in some way
SADC - RTSM - VOL 1
REGULATORY
NO RICKSHAWS
NO TOUR BUSES
For dimensions
Ref. Vol 4
page
R234
For dimensions
Ref. Vol 4
page
R235
2.4.36
2.4.35
COLOURS:
PERMANENT
TR235
TR234 COLOURS:
PERMANENT
Symbol:
Black semi-matt
Background:

Symbol:
Black semi-matt
Legend:
Black semi-matt
DIN"A"
Background:
TEMPORARY
Symbol:
Black semi-matt
Legend:
Black semi-matt
DIN"A"
Background:
TEMPORARY
Symbol:
Black semi-matt
Background:
The NO RICKSHAWS regulatory sign R234 imposes a

mandatory requirement that drivers of rickshaws
shall NOT proceed beyond such sign .The sign may be
Section
2.7).
The NO TOUR BUSES regulatory sign R235 imposes a

mandatory requirement that drivers of tour buses
RESTRIC- TION sign in which case its prohibition applicability
Section
2.7).
NO AGRICULTURAL VEHICLES
NO ANIMAL-DRAWN VEHICLES
R236
For dimensions
ref. Vol. 4
page
R237
2.4.37
2.4.38
TR236 COLOURS:
TR237
PERMANENT
Symbol:
Black semi-matt
Background:
REGULATORY
COLOURS:
PERMANENT
Symbol:
Black semi-matt
Background:
TEMPORARY
TEMPORARY
Symbol:
Black semi-matt
Background:
The NO AGRICULTURAL VEHICLES regulatory sign R236

agricultural vehicles shall NOT proceed beyond such
sign. The sign may be used as the primary component of a
SELECTIVE RESTRICTION sign in which case its prohibition
applicability will be varied in some way (see Subsection 2.1.4
and Section 2.7).
For dimensions
ref. Vol. 4
page

Symbol:
Black semi-matt
Background:
The NO ANIMAL-DRAWN VEHICLES regulatory sign R237

animal-drawn vehicles shall NOT proceed beyond
such sign. The sign may be used as the primary
SADC - RTSM - VOL 1
MAY 2012
2.4.21
PROHIBITION
NO HORSES AND RIDERS
For dimensions
ref. Vol. 4
page
R238
WIDTH LIMIT
For dimensions
Ref. Vol 4
page
2.4.39
R239
2.4.29
COLOURS:
PERMANENT
Symbol:
Black semi-matt
Legend:
Black semi-matt
B MOD (m in DIN
1451 Style B)
Background:
TEMPORARY
Symbol:
Black semi-matt
Legend:
Black semi-matt
B MOD (m in DIN
1451 Style B)
Background:
TR238
COLOURS:
PERMANENT
Symbol:
Black semi-matt
Background:
TEMPORARY
Symbol:
Black semi-matt
Background:
The NO HORSES regulatory sign R2SS imposes a

mandatory requirement that horses and their
riders, whether mounted on the horses or leading
them, shall NOT proceed beyond such sign. The sign
RESTRIC- TION sign in which case its prohibition
applicability will be varied in some way (see Subsection
2.1.4 and Section
2.7).
The WIDTH LIMIT regulatory sign R239 imposes a

NOT proceed beyond the sign if the width of their
vehicle is equal to or greater than that indicated in
metres by means of a number on such sign. Sign
R239 should be displayed in a similar manner to sign R204
(see Subsection
2.4.4).
NO TOWED VEHICLES
For dimensions
ref. Vol. 4
page
R241
2.4.42
2.4.41
COLOURS:
NO HAWKERS
For dimensions
ref. Vol. 4
page
R240
TR239
COLOURS:
PERMANENT
Symbol:
Black semi-matt
Background:
TR240
PERMANENT
Symbol:
Black semi-matt
Background:
TEMPORARY
TR241
TEMPORARY

Symbol:
Black semi-matt
Background:

Symbol:
Black semi-matt
Background:
The NO TOWED VEHICLES regulatory sign R240 imposes

a mandatory requirement that drivers of any vehicle
which is towing another vehicle, including a light
trailer, caravan, heavy goods trailer or a broken
down vehicle, shall NOT proceed beyond the sign
.The sign may be used as the primary component of a
SELECTIVE RESTRICTION sign in which case its
prohibition applicability will be varied in some way (see
Subsection 2.1.4 and Section 2.7).
The NO HAWKERS regulatory sign R241 imposes a

mandatory requirement that hawkers shall NOT
conduct their business within 75 metres on either
side of such a sign within a public road AND sign
R241 imposes a mandatory requirement that drivers
of vehicles shall NOT stop, stand or park to service or
do business with a hawker within 75 metres on either
side of such a sign.
MAY 2012
SADC - RTSM - VOL 1
REGULATORY
2.5.1
BUS RESERVATION
RESERVATION
COLOURS:
R301-P
R301
PERMANENT
Border & symbols: White retroreflective or
semi-matt
Background:
or semi-matt
For dimensions
ref. Vol. 4
page
2.5.1
TEMPORARY
Border & symbols: Black semi-matt
Background:
TR301
2.5.1
1
Bus Reservation
The BUS RESERVATION sign R301 indicates a

conditional requirement to drivers of vehicles that
the public road or portion of public road is
reserved for buses only. Sign R301-P indicates a
conditional requirement to drivers of vehicles that a
parking area is reserved for buses only. This has
public road, portion of public road or parking area indicated
by the signs BUT it should be noted that the use of sign
R301 does NOT make it mandatory for drivers of buses
to use the roadway, access point or other traffic facility.
Such a requirement is the function of BUSES ONLY
command regulatory sign R121. Signs R301 and R301-P
may be displayed as SELECTIVE RESTRICTION signs
with a secondary message indicating that the reservation
only applies for certain times of day and/or for certain days
of the week.(See Subsection 2.5.2 for BUS LANE
RESERVATION signs R302 and R303).
Sign R301 should be displayed to indicate the commencement of the reservation of a roadway, or the
reservation of access to an area set aside for use by
buses where passenger loading or disembarking occurs, such as a bus terminus, or other transport termini
where vehicle segregation occurs by class. An R3
"NO ENTRY EXCEPT BUSES" sign combination
shall not be used i n such situations.
The provision of BUS PARKING RESERVATION signs

R301-P or TR301-P, in terms of lengths of sections of
public road between junctions, shall conform to the
requirements for NO PARKING signs R216 and TR216 as
indicated in Subsection 2.4.13, particularly paragraphs
2.4.13.7 and 2.4.13.8. When parking is reserved for
buses on-street the area reserved shall be demarcated
by either parking bay or exclusive parking bay road
markings.
If it is required to control access to an off-street area set

aside for the exclusive parking or holding of buses i.e.
passengers do not get on or off the bus in the area, sign
R301-P should be used.
TR301-P
Signs R301 and R301-P shall apply to facilities reserved for

the exclusive use of buses with a gross vehicle mass of
more than 3500 kg and a seating capacity in excess of 45
seats. If it is required to reserve an area for a range of
MAY 2012
passenger vehicles including buses and those of a

lesser mass than 3500 kg and/or a lesser seating
capacity,
HIGH
OCCUPANCY
VEHICLE
RESERVATION signs R320 or R32D-P, displaying the
LOWER limit of number of passengers carried, may be
used.
6
Temporary versions of signs R301 and R301-P may be

used under the same circumstances as the permanent
versions when road construction necessitates special
temporary arrangements for buses.
7 Signs should be sized in accordance with Table 2.4.

8
In this category of regulatory sign a significant number of

vehicle classes have been catered for by the provision
of exclusive symbols. Many of these apply to vehicle
types used to provide passenger transport (several
others refer to types of heavy vehicle). The various
types of passenger transport vehicle are defined in
legislation. The classification differences are largely
based on the seating capacity of each vehicle type.
A wide range of possible uses exist for SELECTIVE

RESTRICTION signs related to passenger transport
vehicle classes. Typical examples are:
(a) a sign to indicate the maximum number of buses
which shall use a bus parking area could be
provided by a SELECTIVE RESTRICTION sign
combination of a primary message sign BUS
PARKING RESERVATION with a secondary
message sign displaying the MAXIMUM NUMBER
R301-P-536;
(b) a sign to indicate that access to a bus terminus is
reserved for buses operated by a specific operator
could be provided by a SELECTIVE RESTRICTION sign combination of a primary message BUS
RESERVATION with a secondary message sign
displaying the OPERATOR IDENTITY by LOGO or
TEXT, sign R301-530 or R301-531.
10 Details given in this subsection and Subsection 2.5.2

are equally applicable to other classes of passenger
transport vehicle. Other RESERVATION class signs
applicable to passenger transport operations are
covered collectively in Subsection 2.5.8. Examples of
the application of passenger transport signing are given
in Volume 2, Chapter 8.
SADC - RTSM - VOL 1
REGULATORY
RESERVATION
2.5.2
BUS LANE RESERVATION
For dimensions
ref. Vol. 4
pages
R302
COLOURS:
PERMANENT
R303
Border & symbols: White retroreflective

or semi-matt
Lane Lines:
or semi-matt
Background:
Blue retroreflective or
semi-matt
2.5.2
2.5.3
TEMPORARY
Background:
TR302
2.5.2
1
TR303
Bus Lane Reservation

lane. This type of lane has proven to be difficult to
operate safely, particularly on initial installation, and
particularly for pedestrians. It is therefore advocated that
such a traffic arrangement should be signed as a twoway roadway. To achieve this, the following basic signing
steps are recommended:
The BUS LANE RESERVATION regulatory signs R302

and R303 indicate a conditional requirement to
drivers of vehicles that the portion of public road
marked as a bus lane by EXCLUSIVE USE LANE
LINE marking RM9 and the BUS word marking GM7
is reserved for buses only. Sign R303 indicates
the beginning of such a bus lane. These signs have
portion of public road indicated by signs and markings as
a bus lane. Signs R302 and R303 will commonly be
qualified by a secondary message as SELECTIVE
RESTRICTION signs, indicating the time(s) of day for
which the signs are applicable.
Sign R303 shall be used in conjunction with EXCLUSIVE USE LANE LINE marking RM9 and other relevant
road markings to indicate the commencement of a bus
lane where, on a route, a bus lane has not been
marked, or designated by sign prior to the point in
question. It shall not be necessary to repeat sign R303
after discontinuities in a bus lane due to intersecting
side roads (see Chapter 7, in particular Subsection
7.2.13). Sign 302 shall be positioned at suitable intervals
along the bus lane to adequately indicate to drivers of other
classes of vehicle entering the roadway at junctions or
entrances, that the lane is reserved for buses. The
distance between repeat signs R302 should not exceed
250 m.
Bus lanes will most commonly be located on the left
side of a roadway because of the passenger boarding
and alighting requirements. Signs R302 and R303 will
therefore be the most commonly specified BUS LANE
RESERVATION signs. However, under
certain
circumstances a right side bus lane may be required.
Such a lane should be signed using BUS LANE - RIGHT
sign R348. Other reservation signs for exclusive
passenger transport lanes are covered in Subsection
2.5.8 and in Volume 2, Chapter 8.
When a bus lane is located on the left side of a roadway
which is otherwise operating as a one-way roadway for
traffic moving in the opposite direction to that of the
buses it is commonly referred to as a contra-flow bus
REGULATORY
(a) ONE WAY sign R4 should not be displayed for the

bus lane roadway;
(b) BUS LANE signs R302/R303 and EXCLUSIVE USE
LANE LINE marking RM9, with BUS word marking
GM7, should be used to identify the bus lane to bus
drivers and pedestrians;
(c) BUS LANE - RIGHT sign R348 should be mounted on
the reverse side of all appropriate R302/R303 signs
to identify the lane to drivers travelling in normal
traffic (in the opposite direction), and to
pedestrians.
In addition signing will be required on intersecting side
roads, according to their individual lane configurations, to
prohibit turns when appropriate and to enhance further
pedestrian awareness of the bus lane a range of
diagrammatic signs in the GS700 series is available (see
Chapter 4 and Volume 2,Chapter 8).
5
Vehicles other than buses may only cross a bus lane if

they cannot otherwise enter or leave premises adjacent
to such lane, and then only when it is safe to do so. It is
normal practice to stop the EXCLUSIVE USE LANE LINE
marking RM9 a sufficient distance in advance of an
intersecting side road into which vehicles may turn from
the road in which the bus lane is marked. This "ending" of
a bus lane can be made clearer to potential turning
traffic by means of END OF EXCLUSIVE USE LANE
ARROW markings WM11, WM12 or WM13, positioned
immediately beyond the end of marking RM9.
Temporary versions of signs R302 and R303 may be

versions when road construction necessitates special
temporary arrangements for buses.
Signs should be sized in accordance with Table 2.4.
SADC - RTSM - VOL 1
MAY 2012
2.5.3
RESERVATION
CYCLE RESERVATION
COLOURS:
R304-P
R304
PERMANENT
semi-matt
Lane Lines:
or semi-matt
Background:
or semi-matt
For dimensions
ref. Vol. 4
page
2.5.4
TEMPORARY
Background:
TR304
TR304-P
2.5.3 Cycle Reservation

1
'
The CYCLE LANE RESERVATION regulatory sign
R304 indicates a conditional requirement to drivers of
vehicles that the portion of public roadway marked
by EXCLUSIVE USE LANE LINE marking RM9 and
BICYCLE SYMBOL marking GM6.1 is reserved for
cyclists only. Sign R304-P indicates a conditional
requirement to cyclists and drivers that a parking
area is reserved for cyclists only. This has the effect
that no other class of road user shall use the public
road, portion of public road or parking area indicated by
the signs, BUT it should be noted that the use of sign R304
does not make it mandatory for cyclists to use the
reserved area. Such a requirement is the function of
CYCLISTS ONLY command regulatory sign R111.
Signs R304 and R304-P may be displayed as
SELECTIVE RESTRICTION signs with a secondary
message indicating that the reservation only applies for
example to certain times of day and/or to certain days
of the week.
Sign R304 should be used in conjunction with

EXCLUSIVE USE LANE LINE marking RM9 and
BICYCLE SYMBOL marking GM6.1 to indicate a BICYCLE
LANE reservation. Sign R304 and symbol GM6.1 shall
be positioned at regular intervals along the bicycle lane to
adequately indicate to drivers of vehicles that the lane is
reserved for bicycles. The distance between repeat
signs should not exceed 250 m.
The treatment of a BICYCLE LANE at an intersecting
side road requires careful consideration in terms of:
(a) volumes of cyclists;
(b) volumes of turning and/or entering traffic;
(c) other options available to reduce or minimise the
MAY 2012
effects of conflicts.
If potential conflicts between cyclists and turning or
entering traffic are likely to be high consideration should
be given to routing the bicycle lane behind the kerb line
at the junction and to providing a formal bicycle crossing
of the side road using BICYCLE CROSSING LINES
marking GM5. When this option is exercised the use of
END OF EXCLUSIVE USE LANE ARROW markings
WM11,WM12 or WM13,positioned immediately beyond
the end of marking RM9, may be considered.
4
Parking for cycles will normally be provided off-street in

which case sign R304-P should be displayed in the
centre of the area or length of frontage reserved for
cycle parking. According to the layout of the cycle
parking R304-P signs may be mounted back-to-back or
on four sides of a central support or at each ei1d of a
linear layout. In the latter case the use of arrow
SUPPLEMENTARY
PLATE
signs
IN11.5
is
recommended.
When parking is reserved on-street for cycles the area

reserved shall be demarcated by either parking bay or
exclusive parking bay road markings.
The use of a temporary version of signs R304 and

R304-P is unlikely but if required such signs may be
provided in the temporary sign colour code of black
symbols and border on a yellow background and
numbered R304 and TR304-P respectively.
Signs R304 and R304-P should be sized in accordance

with Table 2.4.
SADC - RTSM - VOL 1
REGULATORY
RESERVATION
2.5.4
PARKING AND LIMITED PARKING RESERVATION
For dimensions
ref. Vol. 4
pages
R305-P
COLOURS:
R306-P
PERMANENT
semi-matt
Legend:
White retroreflective or
semi-matt DIN B
Background:
or semi-matt
2.5.5
2.5.6
TEMPORARY
TR306-P
TR305-P
2.5.4
Parking and Limited Parking
1 The PARKING RESERVATION regulatory sign

R305-P indicates a conditional requirement to drivers of
vehicles that a parking area is reserved for use only
upon payment of the tariff indicated at such parking
area. LIMITED PARKING RESERVATION regulatory
sign R306-P indicates a conditional requirement to
drivers of vehicles that a parking area is reserved for use
only upon payment of the tariff indicated at such
parking area subject also to a maximum duration of
stay. Signs R305-P and R306-P may commonly be
displayed as SELECTIVE RESTRICTION signs in
conjunction with a secondary or tertiary message
indicating that the reservation is only applicable for
certain times of day and/or certain days of the week (see
Section 2.7).
2
Sign R305-P should only be displayed when the parking

available to any vehicle of less than 3500 kg gross vehicle
mass is of unlimited time duration AND a charge is levied
in relation to the duration of stay. Failure to pay the
required fee shall constitute an offence.
Sign R306-P should be displayed when it is considered

necessary to restrict the maximum duration of parking in
the area to the time period indicated on the sign. Such
parking may incur a charge or be free, but failure to leave
the area concerned within the maximum time period
stated shall constitute an offence. Signs of this nature
may be utilised to cater for a tum-over of parking in
business areas where parking supply is less than demand.
The period indicated on the sign should be displayed in
minutes subject to a minimum time display of ten minutes.
Signs R305-P and R306-P should only be displayed in

relation to portions of public road or other areas where
parking bays have been demarcated on the roadway
surface.
_ Border & symbols: Black semi-matt

Legend:
Black semi-matt
DINB
Background:
Yellow retroreflective or
semi-matt
PARKING or LIMITED PARKING RESERVATION

signs R305-P and R306-P shall be located at the
beginning and end of each section of public road or
other area, and on the side of such section to which
they are to be applicable, in addition to PARKING BAY
markings RM6. Such a section of roadway shall not
include any junction with another public road. If the
length of the section exceeds 150 m additional R305-P
or R306-P signs shall be provided so that the maximum
distance between signs does not exceed 150 m.
When the section of public road between junctions does
not exceed 75 m parking or limited parking may be
designated for the section by displaying a single R305-
REGULATORY
P or R306-P sign in the approximate centre of the

section in addition to PARKING BAY markings RM6
subject to the provisions of paragraph 2.5.4.7.
7
Signs R305-P and R306-P shall be displayed at 90 to

the direction of travel of traffic in a roadway and shall
show the same sign on the reverse side.
Temporary regulatory signs TR305-P and TR306-P may

be used under the same circumstances as permanent
PARKING and LIMITED PARKING RESERVATION
regulatory signs when urban building operations require
the provision of temporary parking on cleared sites or
other areas not normally used for parking. Temporary
signs TR305-P and TR306-P may be considered for use
at special short term events which utilize parking areas
not normally subject to limits or reservations.
The extent of the area/section of public road to which

PARKING and LIMITED PARKING RESERVATION
signs
and
the
wide
range
of SELECTIVE
RESTRICTION derivatives may be applicable may be
clarified by the display of arrow SUPPLEMENTARY
PLATE signs IN11.5 below the signs and at 90 to the
signs. The arrow symbols should face the roadway and
should point inwards from the limit of the parking or
limited parking area. The arrow symbol below an
intermediate R305-P or R306-P sign on a section of
public road over 150 m in length should point in both
directions, as should the arrow symbol when used on a
sign placed approximately in the centre of a section of
public road that does not exceed 75 m between
junctions.
10 Signs should be sized in accordance with Table 2.4.

Care should be taken to ensure that all legend is legible
to drivers from a reasonable distance.
11 See Subsections 2.4.13 and 2.4.14 on NO PARKING
sign R216 and NO STOPPING sign R217 respectively.
Any rules of practice applicable to signs R216 or R217
not specifically detailed here shall apply mutatis
mutandis to the use of signs R305-P, R306-P, TR305-P
and TR306-P.
12 If parking is not to be regulated by the application of time
related charges and/or maximum durations of stay signs
R305-P, R306-P, TR305-P and TR306-P should not be
used. To identify an area as uncontrolled parking a
SERVICE FACILITY PARKING sign GF15 displaying a
white "P" symbol on a brown background should be
used.
SADC - RTSM - VOL 1
MAY 2012
2.5.5
RESERVATION
/
2.5.6 Other Reservation Signs

1 Other RESERVATION regulatory signs referring to
specific classes of vehicle displaying the letter "R"
indicate a conditional requirement to drivers of
v e h i c l e s that the public road or portion of public
road is reserved for the class of vehicle indicated
by symbol on the sign only, and signs displaying
the letter "P" indicate a conditional requirement to
drivers of vehicles that a parking area is reserved
for the class of vehicle indicated by symbol on the
sign only.
2
Signs R307 to R323 and R307-P to R323-P also have

public road, portion of public road or parking area
indicated by the signs. These signs may be displayed
as SELECTIVE RESTRICTION signs in conjunction
with a secondary message indicating that the
reservation is only applicable for certain times of day
and/or certain days of the week (see Section 2.7).
R313
R314
R315
R316
R317
R318
R321
R322
R323
MOTOR CYCLE RESERVATION

MOTOR CAR RESERVATION
DELIVERY VEHICLE
RESERVATION
GOODS VEHICLE RESERVATION
GOODS VEHICLE OVER INDICATED
GVM RESERVATION
CONSTRUCTION VEHICLE
RESERVATION
VEHICLE CONVEYING DANGEROUS
GOODS RESERVATION
ABNORMAL VEHICLE
RESERVATION
RICKSHAW RESERVATION
EMERGENCY
VEHICLE RESERVATION
POLICE VEHICLE RESERVATION
DISABLED PERSONS VEHICLE
RESERVATION
(a) DELIVERY VEHICLE RESERVATION sign R312

at the entrance to the service area for a block of
shops or large shopping centre;
(b) EMERGENCY VEHICLE RESERVATION sign
R321 at an exclusive ambulance access to a
casualty handling facility at a hospital;
(c) POLICE VEHICLE RESERVATION sign R322 at
an exclusive police vehicle access to a police
station or other security facility.
(d) MOTOR CYCLE RESERVATION sign R307 is only
likely to be required in exceptional circumstances
where an exclusive roadway has been provided for
motor cycles to lead them to a motor cycle parking
area. In such an instance sign R307 should be
displayed on the left-hand side of such an access
roadway.
An R3 "NO ENTRY - EXCEPT ....." sign combination
shall not be used in such situations.
7
The following signs shown on subsequent pages cover

parking reservations appropriate to various classes of
vehicle:
R307-P
R308-P
R312-P
R313-P
R314-P
R315-P
R316-P
R317-P
R318-P
R321-P
R322-P
R323-P
MOTOR CYCLE PARKING

RESERVATION
MOTOR CAR PARKING RESERVATION
DELIVERY VEHICLE PARKING
RESERVATION
GOODS VEHICLE PARKING
RESERVATION
GOODS VEHICLE OVER INDICATED GVM
PARKING RESERVATION
PARKING RESERVATION
DANGEROUS GOODS VEHICLE
PARKING RESERVATION
ABNORMAL VEHICLE PARKING
RESERVATION
RICKSHAW PARKING
RESERVATION
EMERGENCY VEHICLE
PARKING RESERVATION
POLICE VEHICLE PARKING
RESERVATION
DISABLED PERSONS VEHICLE
PARKING RESERVATION
All other reservation signs related in one way or another

to the provision of passenger transport are described
and detailed in Subsections 2.5.8 and 2.5.9.
6 Signs R307 to R323 are not likely to be required to

designate reserved portions of roadway except in
unusual circumstances. Should the need arise their
effect and application shall be the same as for the
BUS RESERVATION regulatory sign R301. Signs
R307 to R323 may, however, be used to identify
points of access, for vehicles of the class indicated
to areas reserved for the individual class of vehicle.
Examples of such applications are:
The following signs shown on subsequent pages cover

reservations appropriate to various classes of vehicle:
R307
R308
R312
Signs R307-P to R323-P may be displayed in the

same manner as signs R305-P or R306-P to identify
parking reserved for the class of vehicle displayed on
the sign. A charge or time limit may or may not be
related to such signs. The indication of a duration of
stay limit, or time of day, or day of the week
applicability, in addition to the principal sign, shall
classify the sign as a SELECTIVE RESTRICTION sign
(see Section 2.7).1t shall be an offence to fail to
comply with the symbolic parking classification
indicated on the sign. Since the use of an
appropriate symbol places a reservation on the use of
the area concerned, the use of a SERVICE FACILITY
PARKING sign GF15 (as indicated in paragraph
2.5.4.12) is NOT appropriate for specific classes of
vehicle.
8 Signs R307-P to R323-P should only be displayed

inrelation to portions of public road or other areas
where parking bays have been demarcated on the
roadway surface.
9
PARKING RESERVATION signs R307-P to R323-P

shall be located, as appropriate to the class of vehicle
concerned, at the beginning and end of each section of
public road, or other area, and on the side of such
section to which they are to be applicable, in addition
to appropriate road markings. Such a section of roadway shall not include any junction with another public
road. If the length of section exceeds 150 m additional
R307-P to R323-P signs shall be provided, as
appropriate, so that the maximum distance between
signs does not exceed 150 m.
10 When the section of public road between junctions does

not exceed 75 m parking or limited parking may be
MAY 2012
SADC - RTSM - VOL 1
REGULATORY
RESERVATION
2.5.6
designated for the section by displaying a single R307- P
to R323-P sign in the approximate centre of the
section in addition to appropriate road markings subject
to the provisions of paragraph 2.5.6.9.
11 Signs R307-P to R323-P shall be displayed at goo to the
direction of travel of traffic in a roadway and shall show
the same sign on the reverse side.
12 The extent of the area/section of public road to which
signs R307-P to R323-P and the wide range of
SELECTIVE RESTRICTION derivatives may be
applicable may be clarified by the display of arrow
SUPPLEMENTARY PLATE signs IN11.5 below the signs
and at 90o to the signs. The arrow symbols should face
the roadway and should point inwards from the limit of the
area. The arrow symbol below an intermediate sign on
a section of public road over 150 m in length should point in
both directions, as should the arrow symbol when used
on a sign placed approximately in the centre of a section
of public road that does not exceed 75 m between
junctions.
13 See Subsections 2.4.13 and 2.4.14 on NO PARKING
sign R216 and NO STOPPING sign R217 respectively.
Any rules of practice applicable to signs R216 or R217 not
specifically detailed here apply mutatis mutandis to the
use of signs R307-P to R323-P.
14 Reservation signs R307 to R323 may be incorporated
into the signface of a guidance sign to indicate that a
route, or lane of a roadway, is reserved for use by the
class of vehicle indicated. When used on a direction
sign the overall guidance signface should include a
distance message indicating the distance to the point
where the reservation commences.
REGULATORY
15 Signs R307 to R323 should be used with care to ensure that

they do not become over-utilized or incorrectly utilized,
thereby reducing their effectiveness when really required.
16 Temporary regulatory versions of signs R307 to R323 or
R307-P to R323-P are unlikely to be required. Should
temporary versions be required these should be
numbered in the TR300 series from TR307 to TR323
and TR307-P to TR323-P and should be manufactured
with black semi-matt symbols and border on a yellow
retroreflective background. Such signs have the
significance that for a temporary period due to
roadworks, adjacent building operations, or other
traffic deviation or detour use of the roadway,
portion of roadway, or other road traffic facility
such as a parking area is reserved for the class of
vehicle indicated by symbol on the sign and no
person shall drive or park any other class of
vehicle in the area so reserved.
17 The size and positioning of signs R307 to R323, TR307 to
TR323, R307-P to R323-P and TR307-P to TR323-P
should follow the general requirements for regulatory
signs as given in Chapter 1, Table 2.4 and Volume 2.
vehicle, all of which apply to vehicles over 3 500kg
gross vehicle mass or gross combination mass
(GVM/GCM). The GOODS VEHICLE OVER INDICATED GVM RESERVATION signs R314, TR314,
R314-P and TR314-P apply only to goods vehicles of a
GVM or GCM greater than that indicated on the sign.
19 The use of SELECTIVE RESTRICTION variants of all
signs covered by this subsection is permitted.
SADC - RTSM - VOL 1
MAY 2012
2.5.7
MOTOR CAR RESERVATION
RESERVATION
MOTOR CYCLE RESERVATION
COLOURS:
PERMANENT
Border & symbols: White retroreflective or semi-matt
Background:
Blue retroreflective or semi-matt
TEMPORARY
Background:
For dimensions
ref. Vol. 4
page
2.5.7
The MOTOR CYCLE RESERVATION regulatory sign R307

indicates a conditional requirement to drivers of
vehicles that the public road or portion of public
road is reserved for motor cycles only. Sign R307-P
vehicles that a parking area is reserved for motor
cycles only.
COLOURS:
PERMANENT
Background:
COLOURS:
TEMPORARY
Background:
For dimensions
ref. Vol. 4
page
2.5.12
The MOTOR CAR RESERVATION regulatory sign R308

road is reserved for motor cars only. Sign R308-P
vehicles that a parking area is reserved for motor cars
only.
GOODS VEHICLE RESERVATION

COLOURS:
PERMANENT
Background:
TEMPORARY
Background:
R313
TR313
The DELIVERY VEHICLE RESERVATION sign R312

road is reserved for delivery vehicles only. Sign R312-P
vehicles that a parking area is reserved for delivery
vehicles only.
MAY 2012
2.5.8
TEMPORARY
Background:
DELIVERY VEHICLE RESERVATION

PERMANENT
Background:
For dimensions
ref. Vol. 4
page
For dimensions
ref. Vol. 4
page
2.5.13
R313-P
TR313-P
The GOODS VEHICLE RESERVATION regulatory sign

road is reserved for goods vehicles only. Sign R313-P
vehicles that a parking area is reserved for goods
vehicles only.
SADC - RTSM - VOL 1
REGULATORY
2.5.8
GOODS VEHICLES OVER
INDICATED GVM RESERVATION
RESERVATION
RESERVATION
For dimensions
ref. Vol. 4
page
For dimensions
ref. Vol. 4
page
2.5.14
COLOURS:
PERMANENT
Legend:
Black semi-matt or blue
retroreflective: Numerals: "B" MOD
and t: DIN 'B"
Background:
2.5.15
COLOURS:
PERMANENT
Border & symbols:
Background:
TEMPORARY
Border & symbols:
Background:
White retroreflective or semi-matt

Black semi-matt
TEMPORARY
Legend:
White or yellow retroreflective:
Numerals: "B" MOD and t: DIN "B"
Background:
The GOODS VEHICLES OVER INDICATED GVM

RESERVATION regulatory sign R314 indicates a
conditional requirement to drivers of vehicles that the
public road or portion of public road is reserved for
goods vehicles over the indicated GVM only. Sign
R314-P indicates a conditional requirement to drivers
of vehicles that a parking area is reserved for goods
vehicles over the indicated GVM only.
The CONSTRUCTION VEHICLE RESERVATION regulatory

sign R315 indicates a conditional requirement to
drivers of vehicles that the public road or portion of
public road is reserved for construction vehicles
only. Sign R315-P indicates a conditional requirement to
drivers of vehicles that a parking area is reserved for
construction vehicles only.
VEHICLE CONVEYING DANGEROUS

GOODS RESERVATION
ABNORMAL VEHICLE RESERVATION
For dimensions
ref. Vol. 4
page
For dimensions
ref. Vol. 4
page
2.5.16
COLOURS:
PERMANENT
Border:
Symbol:
Background:
TEMPORARY
Border:
Symbol:
Background:

and orange retroreflective
Black semi-matt
retroreflective
The VEHICLES CONVEYING DANGEROUS GOODS

vehicles conveying dangerous goods only. Sign R316P indicates a conditional requirement to drivers of
vehicles that a parking area is reserved for vehicles
conveying dangerous goods only.
REGULATORY
2.5.17
COLOURS:
PERMANENT
Background:
TEMPORARY
Background:
The ABNORMAL VEHICLE RESERVATION regulatory

sign R317 indicates a conditional requirement to drivers
of vehicles that the public road or portion of public
road is reserved for abnormal vehicles only. Sign
of vehicles that a parking area is reserved for
abnormal vehicles only.
SADC - RTSM - VOL 1
MAY 2012
2.5.9
RESERVATION
EMERGENCY VEHICLE
RESERVATION
RICKSHAW RESERVATION
COLOURS:
PERMANENT
Background:
For dimensions
ref. Vol. 4
page
COLOURS:
PERMANENT
Border:
Symbols:
2.5.18
TEMPORARY
Background:
Background:
TEMPORARY
Border:
Symbols:
Background:

and white and red retroreflective
For dimensions
ref. Vol. 4
page
2.5.21
Black semi-matt
Black semi-matt and white and red
retroreflective
The RICKSHAW RESERVATION regulatory sign R318

road is reserved for rickshaws only. Sign R318-P
vehicles that a parking area is reserved for
rickshaws only.
The EMERGENCY VEHICLE RESERVATION regulatory sign

road is reserved for emergency vehicles only. Sign
of vehicles that a parking area is reserved for
emergency vehicles only.
POLICE VEHICLE
RESERVATION
DISABLED PERSONS
VEHICLE RESERVATION
COLOURS:
PERMANENT
Border:
Symbols:
Background:
TEMPORARY
Border:
Symbols:
Background:
For dimensions
and yellow and blue retroreflective
PERMANENT
Border & symbol:
Lane Lines:
Background:

Yellow retroreflective or semi-matt
2.5.22
TEMPORARY
Border & symbol:
Background:
Black semi-matt
Black semi-matt
Black semi-matt and yellow and
blue retroreflective
R322
TR322
For dimensions
ref. Vol. 4
page
2.5.2
R322-P
TR322-P
The POLICE VEHICLE RESERVATION regulatory sign

road is reserved for police vehicles only. Sign R322-P
vehicles that a parking area is reserved for police
vehicles only.
MAY 2012
COLOURS:
ref.
Vol. 4
page
The DISABLED PERSONS VEHICLE RESERVATION

regulatory sign R323 indicates a conditional requirement
to drivers of vehicles that the public road or portion
of public road is reserved for disabled persons
vehicles only. Sign R323-P indicates a conditional
requirement to drivers of vehicles that a parking area
is reserved for disabled persons vehicles only.
SADC - RTSM - VOL 1
REGULATORY
RESERVATION
2.5.10
AUTHORISED VEHICLE RESERVATION (e.g. CORPS DIPLOMATIQUE)

For dimensions
ref. Vol. 4
page
COLOURS:
2.5.24
Symbols:
PERMANENT
Border:
White retroreflective or semimatt

White retroreflective or semimatt
Legend:
retroreflective "B MOD" or
full colour
Background: Blue retroreflective or semi-matt
TEMPORARY
Border:
Symbols:
Legend:
Black semi-matt
Black semi-matt
Yellow or white retroreflective
"B MOD" or full colour
Background: Yellow retroreflective
2.5.7 Authorised Vehicle Reservation

1
The
AUTHORISED
VEHICLE
RESERVATION
regulatory sign R324 indicates a conditional
requirement to drivers of vehicles that the public
road or portion of public road is reserved for
vehicles of the organisation indicated by means
of a crest, logo or other device, on such sign, only.
Sign TR324-P indicates a conditional requirement
to drivers of vehicles that a parking area is
reserved for vehicles of the organisation indicated
by means of a crest, logo or other device, on such
sign, only. This has the effect that a vehicle without
such crest, logo or other device, shall not use the
public road, portion of public road or parking area
indicated by the signs.
It is most unlikely that these signs will be used on public

roadways. Their use is most likely to be relevant to
private property to which the public has access such
as transport termini or a university campus.
A range of symbols may be used within the oval shape

provided including:
The identifying symbol may be indicated in black on

white or in full colour on the white oval background.
The term "Authorised Vehicle" is deemed to cover any

vehicles which an organisation wishes to have access
to an area under its control. These vehicles shall
preferably be identified by a crest, logo or other device
as depicted on the sign e.g. diplomatic vehicles.
The use of signs R324 and R324-P shall conform to

the practices applicable to other reservation signs in
this section (see Subsection 2.5.6.)
REGULATORY
(a) town crests;

(b) provincial or national crests;
(c) departmental crests; or
(d) logos.
SADC - RTSM - VOL 1
MAY 2012
2.5.11
RESERVATION
2.5.8 Other Passenger Transport Reservation

Signs
1
This chapter provides a range of regulatory signs suitable

for the control and operation of passenger transport
vehicles and thereby various facilities such as dedicated
roadways, exclusive use lanes, stops, ranks, termini,
stations, and parking areas. The context of the term
"passenger transport" is covered as widely as possible
in this section and includes details of reservation signs for
the following classes of "passenger transport" vehicle, and
for signs indicating exclusive lanes and other facilities
shared by more than one class of vehicle (details of bus
reservation signs are covered in Subsections 2.5.1 and
2.52):
(a)
(b)
(c)
(d)
(e)
(f)
taxi:
minibus;
midi-bus;
tour bus;
high occupancy vehicle;
tram or light rail vehicle.
TAXI and HIGH OCCUPANCY VEHICLE signs have

been included because, although these classes of
vehicle do not represent formal public transport vehicles,
they tend to be subjected to similar on-street controls as
passenger transport vehicles.
Signs are included for TRAMS, or light rail vehicles, to

assist designers deal with the basic signing concepts
and to illustrate that such basic signing can conform to the
principles evolved within the road traffic sign system and
covered by this Manual.
The control and operation of passenger transport vehicles
is likely to utilize sings from the CONTROL (Section
2.2), COMMAND (Section 2.3), PROHIBITION
(Section 2.4), and RESERVATION categories of
regulatory sign. The most frequently used signs for
passenger transport purposes will be those in the
RESERVATION category. For this reason the following
paragraphs are included in this section of the chapter.
The principles involved are, however, equally
appropriate to the use of public transport signs covered
in other sections (see also Volume 2, Chapter 8). Signs
relevant to the control and operation of passenger
transport are listed below in relation to their vehicle
class:
(a) BUS- R121, R227, R301, R301-P, R302, R303,

R325, R348, (R)560;
(b) TAXI- R118, R224, R309, R309-P, (R)564;
(c) MINIBUS - R119, R225, R310, R31Q-P, R326,
(R)565;
(d) MIDI-BUS- R120, R226, R311, R311-P, (R)566;
(e) TOUR BUS- R129, R235, R319, R319-P, (R)574;
(f) HIGH OCCUPANCY VEHICLE- R320, R32Q-P,
R336, R337, R352, (R)575;
(g) TRAM- R137, R338, R339, R340, R341, (R)583;
(h) shared facilities- R134, R138, R139, R327, R327P, R328, R329, R342, R343, R344, R345, R346,
R347,R349, R350, R351.
5
Demand has occurred for the use of reserved facilities

such as bus lanes for more than one class of vehicle.
The normal rule restricting regulatory signs to the display
of only one symbol per signface (Subsection 2.1.4), has
therefore been waived to permit the use of signs relating
to passenger transport vehicles to display up to three
symbols per signface. Signs displaying two symbols
MAY 2012
are of a standard size, whereas those displaying three

symbols are increased in size for a given application as
indicated in Table 2.7 (see also Subsection 2.3.14).
6
Identification of a passenger transport lane is provided for

by the use of one of a number of signs together with the
EXCLUSIVE USE LANE LINE marking RM9 (RM9
marking can also be used to demarcate a BICYCLE
LANE). In addition the word markings BUS (GM7),
Tram (GM7), or the HIGH OCCUPANCY VEHICLE
symbol GM6.* are recommended to be marked within the
lane at positions where reservation signs have been
erected. The use of the word "BUS" is recommended
whether the lane is for buses only or for shared use by
buses and other classes of vehicle.
If the lane or other facility is intended for HIGH

OCCUPANCY VEHICLES it will not be necessary to
use multi-symbol signs, since high occupancy vehicles, by
definition, may include all classes of vehicle with the
indicated number of seats occupied.
Public transport RESERVATION regulatory signs

displaying the letter "R" indicate a conditional requirement
to drivers of vehicles that the public road or portion of
public road is reserved for the class of vehicle indicated by
symbol on the sign only, and signs displaying the letter
"P" indicate a conditional requirement to drivers of
vehicles that a parking area is reserved for the class of
vehicle indicated by symbol on the sign only.
These signs also have the effect that no other class of

road user shall use the public road, portion of public
road or parking area indicated by the signs. These
signs
may
be
displayed
as
SELECTIVE
RESTRICTION signs in conjunction with a secondary
message indicating, for instance, that the reservation is
only applicable for certain times of the day and/or certain
days of the week (see Section 2.7).
10 The following signs, shown on subsequent pages,

cover reservations appropriate to the indicated classes and
groups of vehicles (bus reservation signs are covered in
Subsection 2.5.1 and 2.5.2 and passenger transport
"stop" reservation signs in Subsection 2.5.9):
R309
R310
R311
R319
R320
R327
R328
R329
R330
R331
R332
R333
R334
R335
R336
SADC - RTSM - VOL 1
TAXI RESERVATION
MINIBUS RESERVATION
MIDI-BUS RESERVATION
TOUR BUS RESERVATION
HIGH OCCUPANCY VEHICLE
RESERVATION
shared BUS/MIDI-BUS/MINIBUS
RESERVATION
shared BUS/MIDI-BUS/MINIBUS LANE
RESERVATION
start of shared BUS/MIDI-BUS/MINIBUS
RESERVATION
BUS AND MIDI-BUS RESERVATION
BUS AND MIDI-BUS LANE RESERVATION
start of BUS AND MIDI-BUS LANE
RESERVATION
BUS, MIDI-BUS, MINIBUS
RESERVATION
BUS, MIDI-BUS, MINIBUS LANE
RESERVATION
start of BUS, MIDI-BUS AND MINIBUS LANE
RESERVATION
HIGH OCCUPANCY VEHICLE LANE
RESERVATION
REGULATORY
RESERVATION
2.5.12
R337 start of HIGH OCCUPANCY VEHICLE LANE
RESERVATION
R338 TRAM RESERVATION
R339 TRAM LANE RESERVATION
R340 start of TRAM LANE RESERVATION
R342 shared BUS/TRAM RESERVATION
R343 shared BUS/TRAM LANE RESERVATION
R344 start of shared BUS/TRAM LANE
RESERVATION
R345 shared BUS/TRAM/MINIBUS
RESERVATION
R346 BUS/TRAM/MINIBUS LANE
RESERVATION
R347 start of shared BUS/TRAM/MINIBUS
LANE RESERVATION
R348 BUS LANE - RIGHT RESERVATION
R349 shared BUS/MIDI-BUS/MINIBUS LANERIGHT RESERVATION
R350 shared BUS/TRAM LANE - RIGHT
RESERVATION
R351 shared BUS/TRAM/MINIBUS LANE
RESERVATION
R352 MIDI-BUS RESERVATION
R353 AUTHORISED PASSENGER TRANSPORT
VEHICLE LANE RESERVATION
R354 AUTHORISED PASSENGER TRANSPORT
VEHICLE LANE- RIGHT RESERVATION.
11 The following signs shown on subsequent pages cover
parking reservations appropriate to various classes
and groups of passenger transport vehicle (bus parking
reservation signs are covered in Subsection 2.5.1):
R309-P
R310-P
R311-P
R319-P
R320-P
12

RESERVATION
R327-P
shared BUS/MIDI-BUS/MINIBUS
PARKING RESERVATION
It is likely that relatively complex combinations of class of
vehicle/lane use configurations will develop involving signs
of the types discussed. Additional requirements may be
provided for in the form of:
(a) SELECTIVE RESTRICTION signs - involving the
combination of a SECONDARY regulatory
message with the PRIMARY sign message, such as
the time of applicability of the PRIMARY message
(the secondary message sign shall use the same
colours as the primary sign above it);
(b) INFORMATION-by
the
use
of
SUPPLEMENTARY PLATE sign IN11 (using a
white background and black border and message).
13
TAXI PARKING RESERVATION

MINIBUS PERKING RESERVATION
MIDI-BUS PARKING RESERVATION
TOUR BUS PARKING RESERVATION
Bus lanes are often in environments which are also

used by pedestrians and may in fact operate in an
unexpected lane. If such a lane is opened to other
classes of vehicle such as minibuses it is likely that their
operating speed will increase. This will increase the risk
for pedestrians and the treatment of crossing points
must be undertaken with great care. It is therefore
recommended that pedestrian cross routes be clearly
identified to drivers of the passenger transport vehicles
and that the numbers and design of points at which
pedestrians may cross be strictly controlled. If
necessary specific signs may be necessary to warn
pedestrians of the circumstances (see Chapter 4 and
Volume 2, Chapter 8). Ultimately it may be necessary
to erect pedestrian barriers or screens between
crossing points.
PASSENGER TRANSPORT SIGN SIZES
TABLE 2.7
TABLE 2.7
Stopping/
Parking
Overhead
Signs
70 to 90
60
1200
900
600
450
1600
Three symbols (mm)
1600
1200
900
600
2000 (2)
Rectangular
sign- H x W
Two symbols (mm)
1200 X
900
600x
450
450x
340
1600 X
1200
Rectangular
sign- H x W
Three symbols (mm)
1500 (2) X
900
100 or more
Circular sign
diameter
Two symbols (mm)
Circular sign
diameter
900x
675
1125 (2)
675
750 (2)
450
565 (2)
340
2000 (2)
1200
NOTES:
(1) See Table 2.4 for standard regulatory sign sizes.
REGULATORY
(2) These are non-standard sign sizes.
SADC - RTSM - VOL 1
MAY 2012
2.5.13
MINIBUS RESERVATION
RESERVATION
TAXI RESERVATION
COLOURS:
PERMANENT
Background:
TEMPORARY
Background:
For dimensions
ref. Vol. 4
page
2.5.9
The TAXI RESERVATION regulatory sign R309 indicates a

taxis only. Sign R309-P indicates a conditional
requirement to drivers of vehicles that a parking area is
reserved for taxis only.
COLOURS:
PERMANENT
Background:
TEMPORARY
Background:
PERMANENT
Background:
TEMPORARY
Background:
For dimensions
ref. Vol. 4
page
2.5.11
2.5.10
The MINIBUS RESERVATION regulatory sign R310 indicates

a conditional requirement to drivers of vehicles that the
minibuses only. Sign R310-P indicates a conditional
reserved for minibuses only.
MIDI-BUS RESERVATION
COLOURS:
For dimensions
ref. Vol. 4
page
TOUR BUS RESERVATION

COLOURS:
PERMANENT
Border:
Symbols:
Background:

(Legend)DIN "A"
TEMPORARY
Border:
Symbols:
Background:
Black semi-matt
Black semi-matt (Legend) DIN "A
For dimensions
ref. Vol. 4
page
2.5.19
The
The
TOUR
BUS
MIDIBUS RESERVATION regulatory sign R311 indicates a

midi-buses only. Sign R311-P indicates a conditional
requirement to drivers of vehicles that a parking area
is reserved for midi-buses only.
RESERVATION
regulatory
sign
R319 indicates a
tour buses only. Sign R319-P indicates a conditional
reserved for tour buses only.
MAY 2012
SADC - RTSM - VOL 1
REGULATORY
2.5.14
RESERVATION
RESERVATION
BUS AND MINIBUS RESERVATION
For dimensions
ref. Vol. 4
page
For dimensions
ref. Vol. 4
page
2.5.20
COLOURS:
PERMANENT
Border:
Symbols:
Legend:
Background:

retroreflective "B MOD"
TEMPORARY
Border:
Symbols:
Legend:
Background:
Black semi-matt
Black semi-matt and yellow retroreflective
White or yellow retroreflective "B MOD"
2.5.27
COLOURS:
PERMANENT
Background:
TEMPORARY
Background:
The HIGH OCCUPANCY VEHICLE RESERVATION

regulatory sign indicates a conditional requirement to
public road is reserved for high occupancy vehicles
only. Sign R320-P indicates a conditional requirement
to drivers of vehicles that a parking area is reserved
for high occupancy vehicles only.
The BUS AND MINIBUS RESERVATION regulatory sign

vehicles that the public road or portion of public road
is reserved for buses and minibuses only. Sign R327-P
vehicles that a parking area is reserved for buses
and minibuses only.
BUS AND MINIBUS LANE

RESERVATION
START OF BUS AND MINIBUS LANE

RESERVATION
For dimensions
ref. Vol. 4
page
2.5.28
COLOURS:
PERMANENT
Border & symbols: White retroreflective or semi-matt Lane
Lines:
Background:
TEMPORARY
For dimensions
ref. Vol. 4
page
2.5.29

Background:

Background:
The BUS AND MINIBUS LANE RESERVATION regulatory

marked as a bus and minibus lane by EXCLUSIVE USE
LANE LINE marking RM9 and the BUS word marking
RM17.2 is reserved for buses and minibuses only.
REGULATORY
COLOURS:
PERMANENT
Lines:
Background:
TEMPORARY
The START OF BUS AND MINIBUS LANE RESERVATION

regulatory sign R329 indicates the beginning of a
portion of public road marked as a bus and minibus
lane by EXCLUSIVE USE LANE LINE marking RM9and the
BUS word marking RM17.2 is reserved for buses and
minibuses only.
SADC - RTSM - VOL 1
MAY 2012
2.5.15
RESERVATION
BUS AND MIDI-BUS RESERVATION
BUS AND MIDI-BUS LANE

RESERVATION
COLOURS:
For dimensions
COLOURS:
PERMANENT
ref. Vol. 4 page
PERMANENT

Background:
2.5.30
TEMPORARY

Lines:
Background:
Background:
The BUS AND MIDI-BUS RESERVATION regulatory sign

road is reserved for buses and midi-buses only. Sign
of vehicles that a parking area is reserved for buses
and midi-buses only.
The BUS AND MIDI-BUS LANE RESERVATION regulatory

marked as a bus and midi-bus lane by EXCLUSIVE
USE LANE LINE marking RM9 and the BUS word
marking RM17.2 is reserved for buses and midi- buses
only.
START OF BUS AND MIDI-BUS LANE

RESERVATION
PERMANENT
Lines:
Background:
2.5.31
TEMPORARY

Background:
COLOURS:
For dimensions
ref. Vol. 4
page
For dimensions
ref. Vol. 4
page
2.5.32
BUS, MIDI-BUS AND MINIBUS

RESERVATION
For dimensions
ref. Vol. 4
page
COLOURS:
PERMANENT
Background:
2.5.33
TEMPORARY
Background:
The START OF BUS AND MIDI-BUS LANE RESERVATION

portion of public road marked as a bus and midi-bus
lane by EXCLUSIVE USE LANE LINE marking RM9and the
BUS word marking RM17.2
MAY 2012
The BUS, MIDI-BUS AND MINIBUS RESERVATION

regulatory sign R333 indicates a conditional requirement to
public road is reserved for buses, midi-buses and
minibuses only. Sign R327-P indicates a conditional
reserved for buses, midi-buses and minibuses only.
Temporary versions of these signs, numbered TR333
and TR333-P may be used if required.
SADC - RTSM - VOL 1
REGULATORY
2.5.16
BUS, MIDI-BUS AND MINIBUS LANE
RESERVATION
RESERVATION
START OF BUS, MIDI-BUS AND
MINIBUS LANE RESERVATION
For dimensions
ref. Vol. 4
page
For dimensions
ref. Vol. 4
page
2.5.34
COLOURS:
PERMANENT
Lines:
Background:
2.5.35
COLOURS:
PERMANENT
Lines:
Background:
R335
R334
The BUS, MIDI-BUS AND MINIBUS LANE RESERVATION

to drivers of vehicles that the portion of public road
marked as a bus, midi-bus and minibus lane by
EXCLUSIVE USE LANE LINE marking RM9 and the BUS
word marking RM17.2 is reserved for buses, midi-buses
and minibuses only. Temporary versions of these
signs, numbered TR334 and TR334-P may be used if
required.
The START OF BUS, MIDI-BUS AND MINIBUS LANE

RESERVATION regulatory sign R335 indicates the
beginning of a conditional requirement to drivers of
vehicles that the portion of public road marked as a
bus, midi-bus and minibus lane by EXCLUSIVE USE
LANE LINE marking RM9 and the BUS word
markingRM17.2. Temporary versions of these signs,
numbered TR335 and TR335-P may be used if required.
HIGH OCCUPANCY VEHICLE LANE

RESERVATION
START OF HIGH OCCUPANCY

For dimensions
ref. Vol. 4
page
2.5.36
COLOURS:
PERMANENT
Legend:
Lane Line:
Background:
For dimensions
ref. Vol. 4
page
2.5.37
PERMANENT
Legend:
Lane Lines:
Background:
TEMPORARY
Legend:
White or yellow retroreflective
"BMOD"
TEMPORARY
Legend:
"BMOD"
Background:
TR336
TR337
The HIGH OCCUPANCY VEHICLE LANE (HOV)

portion of public road marked as a high occupancy
vehicle lane by EXCLUSIVE USE LANE LINE marking
RM9and HOV symbol marking RM17.4 is reserved for
high occupancy vehicles only.
REGULATORY
COLOURS:
The START OF HIGH OCCUPANCY VEHICLE LANE

vehicles that the portion of public road marked as a high
occupancy vehicle lane by EXCLUSIVE USE LANE
LINE marking RM9 and HOV symbol marking RM17.4 is
reserved for high occupancy vehicles only.
SADC - RTSM - VOL 1
MAY 2012
2.5.17
TRAM LANE RESERVATION
RESERVATION
TRAM RESERVATION
COLOURS:
PERMANENT
Background:
For dimensions
ref. Vol. 4
page
2.5.38
COLOURS:
PERMANENT
Lane L ines:
Background:
R338
The TRAM LANE RESERVATION regulatory sign R339

tram lane by EXCLUSIVE USE LANE LINE marking RM9
and the TRAM word marking RM17.2 is reserved for
trams only.
BUS AND TRAM RESERVATION
START OF TRAM LANE RESERVATION

PERMANENT
Border & symbols:
Lane Lines:
Background:

For dimensions
ref. Vol. 4
page
2.5.40
COLOURS:
PERMANENT
Background:
R340
For dimensions
ref. Vol. 4
page
2.5.42
R342
The START OF TRAM LANE RESERVATION regulatory

sign R340 indicates the beginning of a conditional
requirement to drivers of vehicles that the portion of
public road marked as a tram lane by EXCLUSIVE USE
LANE LINE marking RM9 and the TRAM word marking
RM17.2 is reserved for trams only.
MAY 2012
2.5.39
R339
The TRAM RESERVATION regulatory sign R338

indicates a conditional requirement to drivers that the
trams only.
COLOURS:
For dimensions
ref. Vol. 4
page
The BUS AND TRAM RESERVATION regulatory sign R342

vehicles that the public road or portion of public road
is reserved for buses and trams only.
SADC - RTSM - VOL 1
REGULATORY
2.5.18
BUS AND TRAM LANE RESERVATION
RESERVATION
START OF BUS AND TRAM LANE
RESERVATION
For dimensions
ref. Vol. 4
page
For dimensions
ref. Vol. 4
page
2.5.43
COLOURS:
PERMANENT
Lines:
Background:
2.5.44
COLOURS:
PERMANENT
Lines:
Background:
R344
R343
The BUS AND TRAM LANE RESERVATION regulatory

sign R343 indicates a conditional requirement to drivers
of vehicles that the portion of public road marked as a
bus and t r a m l a n e b y E X C L U S I V E U S E L A N E
LINE marking RM9 and the BUS and TRAM
word markingsRM17.2 is reserved for buses
and trams only.
The START OF BUS AND TRAM LANE RESERVATION

portion of public road marked as a bus and tram lane
by EXCLUSIVE USE LANE LINE marking RM9 and the
BUS and TRAM word markings RM17.2 is reserved for
buses and trams only.
BUS, TRAM AND MINIBUS

RESERVATION
BUS, TRAM AND MINIBUS LANE

RESERVATION
For dimensions
ref. Vol. 4
page
For dimensions
ref. Vol. 4
page
2.5.45
COLOURS:
PERMANENT
Background:
2.5.46
COLOURS:
PERMANENT
Lines:
Background:
TEMPORARY
Background:
R346
R345
The BUS, TRAM AND MINIBUS RESERVATION

marked as a bus and minibus and tram lane by
EXCLUSIVE USE LANE LINE marking RM9 and the BUS
and TRAM word markings RM17.2 is reserved for
buses and minibuses and trams only.
REGULATORY
The BUS, TRAM AND MINIBUS LANE RESERVATION

marked as a bus and minibus and tram Jane by EXCLUSIVE
USE LANE LINE marking RM9 and the BUS word marking
RM17.2 is reserved for buses and minibuses and trams
only.
SADC - RTSM - VOL 1
MAY 2012
2.5.19
RESERVATION
START OF BUS, TRAM AND MINIBUS
LANE RESERVATION
COLOURS:
PERMANENT
Lines:
Background:
For dimensions
ref. Vol. 4
page
2.5.47
BUS LANE - RIGHT RESERVATION

COLOURS:
PERMANENT
Lines:
Background:
TEMPORARY
For
dimensions
ref. Vol. 4
page
2.5.48
2.5.48

Background:
R347
The START OF BUS, TRAM AND MINIBUS LANE

bus and minibus and tram lane by E X C L U S I V E
USE LANE LINE marking RM9 and the BUS word
marking RM17.2 is reserved for buses and minibuses
and trams only.
BUS AND MINIBUS LANE - RIGHT

RESERVATION
COLOURS:
PERMANENT
Border & symbol:
Lane Lines:
Background:

TEMPORARY
Border & symbol:
Background:
Black semi-matt
For dimensions
ref. Vol. 4
page
2.5.49
The BUS AND MINIBUS LANE- RIGHT RESERVATION

regulatory sign R349 indicates the same conditional
requirement as sign R328 for a bus and minibus lane
located on the right side of a public road or portion of
public road.
MAY 2012
The BUS LANE - RIGHT RESERVATION regulatory sign

R348 indicates the same conditional requirement as
sign R302 for a bus lane located on the right side of a
public road or portion of public road.
BUS AND TRAM LANE - RIGHT

RESERVATION
COLOURS:
PERMANENT
Border and symbols:
Lane Lines:
Background:

For dimensions
ref. Vol. 4
page
2.5.50
The BUS AND TRAM LANE - RIGHT RESERVATION

regulatory sign R350 indicates the same conditional
requirement as sign R343 for a bus and tram lane
located on the right side of a public road or portion of
public road.
SADC - RTSM - VOL 1
REGULATORY
RESERVATION
2.5.20
BUS, TRAM AND MINIBUS LANERIGHT RESERVATION
For dimensions
ref. Vol. 4
page
2.5.51
COLOURS:
PERMANENT
Border & symbol:
Lane Lines:
Background:

TEMPORARY
Border & symbol:
Background:
Black semi-matt
HIGH OCCUPANCY VEHICLE LANERIGHT RESERVATION

For dimensions
ref. Vol. 4
page
2.5.52
COLOURS:
PERMANENT
Legend:
Lane Lines:
Background:
TEMPORARY
Legend:
"BMOD"
Background:
R351
The BUS, TRAM AND MINIBUS AND TRAM LANE RIGHT RESERVATION regulatory sign R351 indicates the
same conditional requirement as sign R346 for a bus,
tram and minibus lane located on the right side of a
The HIGH OCCUPANCY VEHICLE LANE - RIGHT

RESERVATION regulatory sign R352 indicates the same
conditional requirement as sign R336 for a high
occupancy vehicle lane located on the right side of a
AUTHORISED PASSENGER TRANSPORT

AUTHORISED PASSENGER TRANSPORT

VEHICLE LANE RIGHT RESERVATION
For dimensions
ref. Vol. 4
page
2.5.53
COLOURS:
PERMANENT
Lane Lines:
Background:
TEMPORARY
For dimensions
ref. Vol. 4
page
2.5.54

Background:
R354
R353
The AUTHORISED PASSENGER TRANSPORT VEHICLE

LANE RESERVATION regulatory sign R353 indicates a
portion of public road marked as a passenger transport
lane by EXCLUSIVE USE LANE LINE marking RM9 is
reserved for authorised passenger transport vehicles
only. Authorisation as a passenger transport vehicle can
only be granted by the road authority responsible for the public
road.
REGULATORY
COLOURS:
PERMANENT
Lines:
Background:
TEMPORARY
Background:
The AUTHORISED PASSENGER TRANSPORT VEHICLE

LANE- R I G H T RESERVATION regulatory sign R354
indicates the same conditional requirement as sign R353
for a passenger transport lane located on the right
side of a public road or portion of public road.
SADC - RTSM - VOL 1
MAY 2012
2.5.21
RESERVATION
"STOP" RESERVATION
COLOURS:
For dimensions
ref. Vol. 4
page
PERMANENT
Border, symbol:
Logo:
Lower Panel:
Background:
2.5.9
1
or semi-matt
Full colour
Colour coded
or semi-matt
2.5.27
"Stop" Reservation
The BUS STOP RESERVATION regulatory sign R325,

MINIBUS STOP RESERVATION regulatory sign R326
and TRAM STOP RESERVATION regulatory sign R341
indicate a conditional requirement to drivers of
vehicles that the portion of public road is reserved
as a stop for passenger transport vehicles of the
organisation indicated by means of a crest, logo or
other device on such sign, only. Signs R325, R326
and R341 also indicate a conditional requirement to
drivers of passenger transport vehicles that they
shall only stop at such signs for the purpose of
immediately taking-up or dropping-off passengers
and shall not wait or park at such sign unless it is
marked "TERMINUS".
need to qualify R216 and R217 signs with a

supplementary plate such as are indicating
"EXCEPT BUSES". A "STOP" RESERVATION sign
indicating ''TERMINUS" shall not be placed in a NO
PARKING or NO STOPPING zone.
4
The sizing of BUS STOP, MINIBUS STOP and TRAM

STOP RESERVATION signs is unique. The sizes range
from a minimum height x width of 450 mm x 225 mm
suitable for low speed uncluttered urban environments
including bus termini, to a maximum height x width of
1200 mm x 600 mm suitable for rural high speed
roads.
Signs R325, R326 and R341 may be supplemented by

additional plates according to the policies of individual
passenger transport authorities without affecting the
legal significance of the basic sign. The standard format
of signs R325, R326 and R341 shall convey the
following information:
In addition the following apply:

(a) if one or more buses, minibuses or trams are
already stopped at the relevant sign, subsequent
vehicles may also stop in a safe manner and in
compliance with any other relevant road traffic sign
(see paragraph 2.5.9.3);
(b) if the stop is shared with another class or classes of
passenger transport vehicle drivers of such other
class(es) of vehicle may also stop at signs R325,
R326 and R341 as appropriate;
(c) an authority may designate signs R325, R326 or
R341 as a ''TERMINUS" by modifying the "zone"
panel in which case the driver may await a scheduled
departure time.
2
Signs R325, R326 and R341 should be located on the left

side of a roadway. The principles involved in the siting
of passenger transport stops are outside the scope of
this Manual. However, care should be taken to minimise
obstruction to other traffic when siting stops. When bus
or minibus stops are located on rural roadways sufficient
space shall be available for vehicles to pull well clear of
the travelled way without significantly slowing so that
following traffic is obstructed. Such stops shall be located
where a stopped vehicle will be clearly visible .In rural
situations consideration should be given to the use of
information BUS STOP AHEAD sign IN16 (see Chapter
5, Subsection 5.2.11).
It should be noted that BUS STOP (R325), MINIBUS
STOP
(R326)
and
TRAM
STOP
(R341)
RESERVATION signs override the provisions of
other regulatory signs such as NO PARKING sign
R216 and NO STOPPING sign R217, without the
MAY 2012
(a) in the top panel: the identity of the operator for

exclusive bus stops, preferably in the form of a
compact LOGO which may use the standard colours of the operator, OR two logos if two operators
share the stop, OR words such as "ALL BUSES" if all
operators on a route may use the stop. (The letter
size appropriate to text in this panel is 35 mm in the
DIN 1451 Style "A" lettering);
(b) in the central panel: the approved front view
pictogram of a bus, minibus or tram;
(c) in the lower panel: INFORMATION relating to one or
more of the typical factors relevant to scheduled
passenger transport operation such as zone, stage,
fare, stop number or service name or number; the
amount of information should be limited to ensure
adequate legibility; the use of colour coding for the
background of this panel is recommended.
6
In designing a passenger transport stop signing system it is

recommended that the information to be displayed in this
lower panel be carefully considered to avoid
unnecessary clutter on the sign. Typical examples of
how information may be given are illustrated in Figure
2.9. The amount of information to be given in this lower
panel may dictate the overall sign size to be used
throughout a system or part of a system.
7 "STOP" RESERVATION signs shall be manufactured
SADC - RTSM - VOL 1
REGULATORY
RESERVATION
2.5.22
so that both faces of the sign display the same
information and shall be mounted at 90 to the direction
of travel of traffic to be visible to pedestrians and drivers.
8
According to individual policies, passenger transport

authorities may combine one or more services, operators
or modes of transport at one stopping place. If for
instance buses and minibuses are to be permitted to
stop at the same place BUS STOP RESERVATION
sign R325 and MINIBUS STOP RESERVATION sign
R326 should be mounted on the same post (see Figure
2.10).
When laybys are provided, sign R325, R326 or R341

should be located at the forward, or exit, end of the
layby. If the layby is designed for multiple stops it is
recommended that signs be located at the correct
intervals to accommodate several vehicles at the desired spacing.
10 A temporary version of signs R325, R326 and R341 are

unlikely to be required. If a need does arise due to
temporary bus route relocation as a result of roadworks or
building operations a temporary version TR325 may be
provided in the appropriate black on yellow colours,
Bus route number
Space for
company or local
authority logo max. of2
Alternative
indication of
stage number
Side mounting
strip
Zone panel may be colour coded
Detail 2.9.1
Alternative Hanging Methods
Detail 2.9.2
Destination Indication at Terminal
Detail 2.9.4
Route Number Alternative
Alternative destination indication
Service and/or fare

information
Special service
indication
alternatives
Detail 2.9.3 Alternative Methods of

ProvidingAdditional Passenger
Information
Fig. 2.9
REGULATORY
Supplementary Bus Stop Information
SADC - RTSM - VOL 1
MAY 2012
2.5.23
RESERVATION
OR the standard signs may be temporarily relocated
from the original route.
11 Holding areas, where taking up or dropping off
passengers is not permitted either on-street or off-street,
shall not be signed using signs R325, R326 or R341.
BUS or MINIBUS PARKING RESERVATION signs R301P or R310-P should be used for such areas (see
Subsection 2.5.1).
12 "STOP" RESERVATION signs are appropriate for use
within termini and modal transfer points. Access to
termini should be reserved for relevant classes of
vehicle
only
by
BUS
RESERVATION
sign
R301,MINI-BUS RESERVATION sign R310 or TRAM
RESERVATION sign R338 (see Subsections 2.5.1 and
5.2.12).
13 The degree to which the activities of minibus drivers will
require to be regulated in the future is not clear. It is
anticipated that there will be an eventual need to
designate some if not all stopping places for minibuses in
the interests of safety and traffic management and
control. Sign R326 has been provided for this purpose.
Detail2.10.1
Fig. 2.10
MAY 2012
Shared Stop
Signs (VERTICAL
MOUNTING)
Detail2.10.2
Until such time as a formalisation of minibus operators

with respect to the use of stopping places is required if
ever, it is recommended that the top panel contain the
text "MINIBUS" in two lines of lettering 42 mm high and in
the DIN 1451 Style "B". This may be replaced by an
appropriate LOGO if stopping places are allocated on an
operator basis.
14 If it is required to provide on-street RANKS where
minibuses may wait to take-up passengers MINIBUS
RESERVATION sign-R310 should be used in preference
to sign R326. Sign R310 may be used as a
SELECTIVE RESTRICTION sign with a LIMITED
NUMBE.RS secondary message sign (R)536 indicating the
max1mum number of minibuses which may occupy the
rank at one time.
15 Examples of the combined display of BUS STOP
RESERVATION
sign
R325,
MINIBUS
STOP
RESERVATION sign R326 and TRAM STOP
RESERVATION sign R341 are given in Figure 2.10.
Shared Stop Signs (SIDE-BY-SIDE MOUNTING)
Examples of Minibus Stop And Bus Stop Sign Combinations
SADC - RTSM - VOL 1
REGULATORY
2.6.1
COMPREHENSIVE
DUAL CARRIAGEWAY FREEWAY BEGINS

COLOURS:
PERMANENT
R401
Border:
Symbol:
Background:
Red retroreflective
For dimensions
ref. Vol. 4
page
2.6.1
2.6.1 Dual Carriageway Freeway Begins

1
The DUAL CARRIAGEWAY FREEWAY BEGINS

regulatory sign R401 indicates to drivers of vehicles
that a dual carriageway freeway begins and that
specific legislation becomes applicable on the
section of public road beyond such sign. This has
the effect that in South Africa drivers shall comply with a
comprehensive range of regulations given in the Road
Traffic Act, specific to the use of dual carriageway
freeways.
(b) No person shall :
It should be noted that i t i s the display of sign

R401 or R402 which designates a roadway as a
freeway i n terms of legislation. For signing
purposes a dual carriageway freeway is designated as a
Class A1 road and a single carriageway freeway as a
Class A2 road (see Chapter 1).
Sign R401 should be displayed on the left-hand side of
on-ramps to a Class A1 freeway provided that if the
on-ramp has more than one lane a second sign may be
displayed on the right-hand side of the on-ramp roadway.
Sign R401 should also be displayed on the left and
right-hand sides of a freeway carriageway when this
roadway is created from the continuation of a lower class
road, including a Class A2 freeway. ln this latter case sign
R401 may be displayed with a SUPPLEMENTARY
PLATE sign IN11.3, in advance of this point to indicate
the distance to the start of the Class A1 freeway.
The special provisions relating to freeways which are
brought in to force by sign R401 are covered in legislation.
The following items are a summary of the provisions of
this legislation. For full details the legislation must
be consulted.
(a) No person shall operate on a freeway:
(i) a vehicle drawn by an animal;
(ii) a pedal cycle;
(iii) a motorcycle with a cylinder capacity not
exceeding 50 cm3 (c.c.) or which is propelled by
electric power;
(v) a motor tricycle;
(v) a vehicle with a mass not greater than 230 kg
and specially designed, constructed or
adapted for the use of a person suffering
from a physical defect or disability; or
(vi) a tractor;
(i) be on a freeway on foot except :

(1) within an area reserved for the
stopping or parking of vehicles by an
appropriate road traffic sign (this
provision could include rest areas
within the freeway reservation);
(2) for a cause beyond the control of that
person; or
(ii) leave or allow an animal to be on a
freeway, except in or on a motor vehicle
or within an area reserved for the stopping
or parking of vehicles by an appropriate
road traffic sign, OR leave an animal in
a place where it may stray onto a
freeway;
(iii) stop a vehicle on a freeway, except:
(1) in compliance with a road traffic sign or
a direction given by a traffic officer;
appropriate road traffic sign;
person;
or
(iv) give a hand signal when driving a motor
vehicle on a freeway, except for a
cause beyond the control of the driver;
(v) cause a vehicle on a freeway to travel in
reverse, except:
(1) in compliance with a direction given by a
traffic officer;
appropriate road traffic sign; or
person;
(vi) cross the median between carriageways
of a divided freeway, and/or cause a
vehicle to execute a U-tum on a freeway
except :
(1) in compliance with a direction given by a
traffic officer; or
person;
MAY 2012
SADC - RTSM - VOL 1
REGULATORY
COMPREHENSIVE
2.6.2
temporary Class
A2 freeway sign TR402 is
recommended. The additional use of a temporary
FREEWAY (CLASS A1) DE-RESTRICTION sign TR601
is optional (see Section 2.9).
(vi) cause a vehicle to travel on a roadway shoulder

of a freeway in order to pass a slower moving
vehicle.
5
The requirements listed in paragraph 2.6.1.4 may be

varied during the course of temporary roadworks. It is
recommended that the status of freeway be retained
under roadworks conditions to maintain those of the
requirements listed which are necessary even under
temporary conditions. Any other variations may be
indicated by relevant additional temporary signs. If
roadworks require that one carriageway of a Class A1
freeway is closed to traffic and that the other carriageway shall operate with two-way traffic, the use of a
The speed limit applicable to a freeway is catered for

under the general speed limit legislation as amended
from time to time. If it is required, a lower speed limit may
be indicated by an appropriate version of the SPEED
LIMIT sign -R201 or TR201. A speed de-restriction
sign shall not be used for this purpose.

in Section 2.1.
SINGLE CARRIAGEWAY FREEWAY BEGINS

For dimensions
ref. Vol. 4
page
COLOURS:
PERMANENT
Border:
Symbol:
Background:
TEMPORARY
Border:
Symbol:
Background:
R402
2.6.2
Red retroreflective
Red retroreflective
Black semi-matt
TR402
2.6.2 Single Carriageway Freeway Begins

1
The SINGLE CARRIAGEWAY FREEWAY BEGINS

regulatory sign R401 indicates to drivers of vehicles
that a single carriageway freeway begins and that
specific legislation becomes is a p p l i c a b l e o n
the section of public road beyond such sign. This
has the effect that drivers shall comply with a
comprehensive range of regulations given in the Road
Traffic Act, specific to the use of single carriageway
freeways.
It should be noted that it is the display of sign

R401 or R402 which designates a roadway as a
freeway in terms of legislation. For signing purposes
a single carriageway freeway is designated as a Class A2
road and a dual carriageway freeway as a Class A1
road (see Chapter 1).
Sign R402 should be displayed on the left-hand side of onramps to a single carriageway freeway and at the
commencement of this class of road when it is formed as
a continuation of a lower class roadway, or of a Class
A1 freeway. Sign R402 may be displayed with a
SUPPLEMENTARY PLATE sign IN11.3, in advance of
the start of the Class A2 freeway, either on a Class A1
REGULATORY
freeway or on a Class B roadway, to indicate the

distance to the start of the Class A2 freeway.
4
The provisions of paragraph 2.6.1.4 shall apply mutatis

mutandis to the use of sign R402, with the exception of
paragraph 2.6.1.4 (b)(vi) which shall have the requirement
for this class of freeway that no person shall cause a
vehicle to execute a U-turn.
The requirements listed in paragraph 2.6.1.4 may be

varied during the course of temporary roadworks. It is
recommended that freeway status be retained under
roadworks conditions to maintain those of the listed
requirements which are necessary even under temporary
conditions. Any other variations may be indicated by
relevant additional temporary signs. Sign TR402 is
recommended for use when a Class A1 freeway is
operating with two-way traffic on one of its carriageways and the other carriageway is closed to traffic to
indicate this downgraded status.

with Table 2.4 in Section 2.1.
SADC - RTSM - VOL 1
MAY 2012
2.6.3
WOONERF
COMPREHENSIVE
COLOURS:
PERMANENT
Border:
Symbol:
Background:
2.6.3
1
R401
Red retroreflective
For dimensions
ref. Vol. 4
page
2.6.1
Woonerf
Indicated by a road sign; and
(c) not enter the area by vehicle and drive through
the area to exit at another point or the same
point without breaking their journey.
The WOONERF regulatory sign R403 indicates

comprehensive requirements that drivers of
vehicles shall:
(a) not enter the area driving a vehicle with a gross
vehicle mass exceeding 3 500 kg and/or more
than 10 seats for passengers, except for local
access or delivery;
(b) yield right
of way to pedestrians, and
children who may be in the roadway;
(c) observe a general speed limit of 30 km/h within
the area unless another speed limit is
MAY 2012
Sign R403 should be displayed on the left side of all

points of access to all residential areas declared for the
purposes of traffic control as "WOONERF".
Sign R403 should be sized in accordance with Table 2.4

in Section 2.1.
SADC - RTSM - VOL 1
REGULATORY
2.7.1
2.7
SELECTIVE RESTRICTION SIGNS
2.7.1 General
1
A
description
of
SELECTIVE
RESTRICTION
regulatory signs is given in the introductory Section of
this Chapter. Signs of this type have been in use for
many years without being specifically designated
":selective". The technical review which resulted in the
p1reparation of this edition of the Manual identified a
n1eed for a significant and increasing number of signs
of this type. A formal grouping within the regulatory
sign classification has therefore been created to cater
for
this need. The
basis of SELECTIVE
RESTRICTION! signs is that the message given by a
CONTROL,
COMMAND,PROHIBITION
or
RESERVATION
regulatory
sign
i s NOT
universally applicable to either a l l traffic, or
for a l l times of the day and the night.
Each SELECTIVE
RESTRICTION sign is a
combination of two messages which, with a few
exceptions, have already been dealt with individually
in the sign descriptions covered earlier in this
Chapter.(See Sub- section 2.7.10 for details of
exceptions or exclusive secondary messages).
A SELECTIVE RESTRICTION sign qualifies: the

applicability of the PRIMARY message by the
introduction of a SECONDARY message. A
MANDATORY COM- MAND sign or a MANDATORY
PROHIBITION sign may, for instance, be qualified to
become applicable selectively for a part of the day
(limit),or selectively to a specific action (action), or to
a selective class
of vehicle
(object). A
CONDITIONAL RESERVATION sign may be qualified
to become applicable for a selective time of day or to a
selective class of vehicle.
In p r i n c i p l e there are a great many possible

primary and secondary message combinations. In
practice, however, very many of these have no
practical use. In this Section the signs described are
representative examples. All possible message
c o m b i n a t i o n s are not covered (see Subsections
2.1.4, 2.7.4 and 2.7.15 to 2.7.20).
3 In a few instances the "secondary" message may in

fact be a "tertiary" message e.g. a LIMITED PARKING
RESERVATION sign R306-P may be applicable for a
maximum duration of stay of 60 minutes AND for a
limited time or times of day.
2.7.4 Message Combinations

1
It has been stated at the beginning of this Chapter that

to regulate is to restrict, and a restriction can be applied
in the form of a LIMIT, or it can be applied to an ACTION
or an OBJECT. All primary message regulatory signs
can be classified into one of these groups. Secondary
message regulatory signs used with selective
restriction signs can also with very few exceptions be
classified into the same groups. The principle
exceptions are the EXCLUSIVE SECONDARY
MESSAGE signs which relate to circumstances not
covered by primary messages, on command,
prohibition or reservation signs.
Selective restriction signs, because they result from a

combination of primary and secondary message
regulatory signs, can be classified into combinations
of the limit, action, and object groups. The most likely of
these group combinations are given i n Table 2.1
and the example signs for these combinations are
covered in Subsections 2.7.15 to 2.7.20.
The message given by, say, a NO RIGHT TURN

AHEAD sign R210 imposes a restriction on the
movements, or ACTIONS, of all traffic at the junction
ahead. By contrast, the message given by a
SELECTIVE RESTRICTION sign which has a NO
RIGHT TURN AHEAD primary message sign R210
qualified by the selective secondary message GOODS
VEHICLES sign (R)568 imposes a restriction on the
movements, or ACTIONS, of a specific class of vehicle,
or OBJECT, and NOT all traffic. This sign message
combination is therefore classified as an ACTIONOBJECT selective restriction sign message. All
selective restriction signs can be classified in this way.
The significance of a selective restriction sign can be

derived from the significance of its primary message
segment in the following manner:
2.7.2 Primary Messages

1
The primary message part of a selective rest1rictionsign

shall only utilize an approved regulatory s i g n as
covered in Sections 2.1to 2.6.The primary message
s h al l appear on a CONTROL sign, or in a circular
MANDA- TORY sign from the COMMAND or
PROHIBITION groups, or in a limited number of
cases in a vertical rectangular CONDITIONAL sign
from the RESERVATION group. The latter type will
commonly be required to sign the time limitation of the
applicability of RESERVATION or PARKING signs.
(See
Subsection
2.7.9
with
regard
to
CONTROLSELECTIVE RESTRICTION signs).
2.7.3 Secondary Messages

1
The secondary message shall always appear in a

horizontal rectangular sign mounted below a circular
or vertical rectangular primary message sign. The
secondary message will commonly be portrayed by a
symbol. Symbols representing a wide range of class: of
vehicle /have been developed as primary messages.
These are also available as secondary messages (see
S u b s e c t i o n s 2.7.10 and 2.7.14).
MAY 2012
Time limitations on the applicability of a selective

restriction sign shall also appear in a horizontal
rectangular sign, as secondary messages. Any
legend shall be indicated in letters and figures in the
DIN 1451 Part2 Styles "A" or "B".
(a) the significance of a NO RIGHTTURNAHEAD sign

R210,as given in Subsection 2.4.9 is that the sign
imposes a mandatory requirement upon all drivers
NOT to turn right at the junction or entrance ahead;
the significance of a NO RIGHT TURN AHEAD for
GOODS VEHICLES selective restriction sign
R21G-568 is that the sign imposes a mandatory
requirement upon drivers of GOODS VEHICLES
NOT to turn right at the junction or entrance ahead;
and,
(b) the significance of a LIMITED PARKING sign
R306-P, as given in Subsection 2.5.4 is that the
sign imposes a parking reservation of limited
duration at all times of the day and night on the
SADC - RTSM - VOL 1
REGULATORY
2.7.2
use of portions of roadway or other areas set

aside for the parking of vehicles, to vehicles of
less than 3500 kg permissible maximum vehicle
mass AND, sign R306-P places an obligation on
users of an area so designated to make payment
of the relevant change for parking as may be
indicated on parking meters, "Pay and Display" or
in some other manner; the significance of a
LIMITED
PARKING-TIME
LIMIT
selective
restriction sign R30H-P-501 is that the sign
imposes a parking reservation of limited
duration between the times indicated on the
use of . . .etc.; whilst the significance of a
LIMITED PARKING-MINIBUS selective restriction
sign R306-P-565 is, however, that the sign imposes
a parking reservation of limited duration at all times
of the day and the night on the use of portions of
roadway or other areas set aside for the parking of
vehicles to minibuses ... etc.
2.7.5 Sign Descriptions

1
2.7.9
1
The use of CONTROL signs as SELECTIVE RESTRICTION signs is not generally recommended.
STOP signs R1, and YIELD sign R2 should not be
qualified by the use of a secondary message related
to a limit, action or object except as covered by Subsection 2.2.1.
NO ENTRY sign R3 should also not be combined with

a secondary message such as a limit (mass limit, or
time limit) or an object (bus, taxi, etc.) as this would
result in traffic that is not affected by the secondary
message driving past such signs. Such a situation
should not be permitted to occur as it will result in a lack
of credibility of, and disrespect for, the NO ENTRY
sign R3.
The qualification of ONE WAY signs R4.1, R4.2 or

R4.3 and PEDESTRIAN PRIORITY sign R5 by a
secondary message is unlikely to be required.
2.7.10 Exclusive Secondary Messages
SELECTIVE RESTRICTION signs should be

described in the same order as they are numbered,
namely the primary message followed by the qualifying
"selective" secondary message
e.g. NO LEFT TURN - (for) GOODS VEHICLIES sign,

or
SPEED LIMIT- (due to) NIGHT-TIME.
2.7.6 Sign Numbering

1
The
number
used
to
order
SELECTIVE
RESTRICTION signs shall include the numbers of the
two signs to be combined. The regulatory sign class
designatory letter "A" may be omitted for the second
segme1nt of the number. The numbers should be
given i n the order "Primary-Secondary" e.g. for a
speed limit ap1plicable to buses only the sign number
will be R201-5150.The exclusive secondary message
signs have a number in the (R)500 series (see
Subsection 2.7.10).
The colour code of SELECTIVE RESTRICTION signs

requires that the secondary message component of the
sign use the same border, background a n d
legend/symbol colours as the primary message sign.
This requirement applies to both PERMANENT and
TEMPORARY signs with the exception that a limited
number of full colour symbols retain their colours
when used as a secondary message (see Section 2.0
Figure 2.4).
2.7.8 Sign Manufacture

1 The meaning to be conveyed to drivers by a
SELECTIVE RESTRICTION sign can be very
significantly altered if the qualifying secondary
message sign becomes detached from the primary
message
sign.
It
is
therefore
strongly
recommended that the sign parts be
manufactured from a single piece of material.
2
When a single piece of backing material is used for

a circular mandatory selective r e s t r i c t i o n sign
the unused portion of the primary message sign
background may adopt the background colour of the
primary sign or may be a neutral grey colour (see
Subsections 2.7.15 to 2.7.20).
REGULATORY
The exclusive secondary message signs as described

in this Subsection and subsequently illustrated in SubSection 2.7.11 to 2.7.14 are arranged in the following
sub-groups:
(a) Time Limit Sub-group;
(b) Action Sub-group;

(c) Text Message Sub-group;
(d) Symbol Sub-group.
The TIME LIMIT sub-group of exclusive secondary
message signs are numbered from (R)501 and the
times indicated shall be displayed in the international
standard 24-hour manner as depicted in the range of
typical examples.
TIME LIMIT selective restriction signs are widely used

in urban areas for the regulation of stopping, parking,
and other reservations. The time message to be
given may include one, two or three periods of the
day and may be varied for weekdays and Saturdays.
Such time limit signs are also commonly used with
PARKING RESERVATION signs. In certain cases this
message may be a "tertiary" message (see paragraph
2.7.3.3).
The TIME LIMIT sub-group i ncludes signs which refer

to DAYTIME, (R)511, and to NIGHTIIME,(R)512.The
signing requirement for the use of these exclusive
secondary message signs is likely to involve the
change of a significant regulation, such as a speed
limit, when one time of the day becomes the other.
Such conditions are best dealt with by the use
of VARIABLE MESSAGE signs (see Section 2.8
and Chapter 9). Variable message signs are,
however,
expensive
and
SELECTIVE
RESTRICTION signs may be used as an
alternative. In this way a PERMANENT reduced speed
limit may be specified during night-time by means of
a SELECTIVE RESTRICTION sign. For the purposes
of this sub-group the term "night-time" applies to that
period between sunset and sunrise during which it is
mandatory that vehicles shall only use a public
roadway if their headlamps are switched on.
2.7.7 Sign Colours

1
Selective Control Signs
5 The ACTION sub-group signs are numbered from (R)520

and cover the directional qualification of a primary
SADC- RTSM- VOL 1
MAY2012
2.7.3
message sign so that the resultant SEILECTIVE

RESTRICTION sign applies to an intersecting
roadway, use of the roadway being reserved for ;a
specific class of vehicle. Certain ACTION sub-group
signs display an arrow which, if combined for
instance with a BUS RESERVATION sign R301,
would re1sult in a SELECTIVE RESTRICTION sign
numbered H301-520 which would have the
significance that travel in the intersecting roadway is
reserved for buses in a direction from right to left.
6
The ACTION sub-group signs also includes the PAY

AND DISPLAY-(R)523 regulatory exclusive secondary
message sign which, when used in conjunction with a
parking reservation sign in the R300-P series, requires
drivers to make the appropriate payment for parking,
in whatever manner or amount is prescribe1d for the
area, and to display the receipt received in a visible
position on, or within, the vehicle.
The TEXT MESSAGE sub-group signs are numbered

from (R)530 and qualify the applicability of a primary
message sign so that the sign is not applicable to all
vehicles of the class indicated by the text message.
TEXT MESSAGES comprise such statements as :
(a) the logo of a public transport company;
(b) the name of a public transport operator/company;
(c) a numerical value such as:
(i) a mass limit; or
(ii) a maximum number of vehicles;
(d) approved messages such as:
(i) "up to 125 cc";
(ii) "For 5 km".
Only approved messages recorded in this

Manual shall be used
in the manner
contemplated by paragraph 2.7.10.7. A BUS
RESERVATION sign R301 combined with an
OPERATOR sign (R)531, jointly numbered R301-531,
could be used as a SELECTIVE RESTRICTION sign
at the access to a bus terminus which is reserved for
buses of one specific operator. This sub-group of
signs may display the LOGO of the authority or
MAY 2012
operator in full colour, or may indicate the name of the

authority or operator in text, in full or in a commonly
used abbreviated form.
9
The MAXIMUM NUMBER OF VEHICLES LIMIT text

message sign is numbered (R)540 and may be used
to qualify the applicability of a primary message sign to
put a limit on the number of vehicles which may use the
facility covered by the combined SELECTIVE
RESTRICTION sign. Use of the sign is appropriate
mainly to signs in the RESERVATION category and
particularly the parking examples. An appropriate
application of such a sign would be in combination with
a MINIBUS PARKING RESERVATION sign resulting in
a SELECTIVE RESTRICTION sign numbered R310P-540. Such a sign would have the significance that
the number of minibuses which may use the parking
area designated by the sign is limited to the number
indicated on the sign (R)540. This will enable
overcrowding of a facility to be prevented.
10 The SYMBOL sub-group signs are numbered from

(R)560 and cover various classes of vehicle so that the
resultant SELECTIVE RESTRICTION sign applies the
regulation given by the primary message only to the
OBJECT or class of vehicle depicted in the exclusive
secondary message sign. In this way a SPEED LIMIT
sign R201 may be made applicable only to VEHICLES
CONVEYING DANGEROUS GOODS by means of a
sign numbered R201-571.
11 It is quite likely that the use of exclusive secondary
message signs from these sub-groups may be used
with TEMPORARY SELECTIVE RESTRICTION signs
during roadworks and/or detours resulting from
roadworks or building operations. When used in this
manner the signs should be manufactured in the
colours appropriate to the primary message sign with
which they are combined.
12 Examples of some of the various SELECTIVE
RESTRICTION combinations of a PRIMARY message
sign together with an EXCLUSIVE SECONDARY
message sign are illustrated in Subsections 2.7.15 to
2.7.20.
SADC - RTSM - VOL 1
REGULATORY
2.7.4
2.7.11
TIME LIMIT Sub-Group
The TIME LIMIT exclusive secondary message

regulatory signs (R)501 to (R)504 indicate to drivers
of vehicles, when displayed below a primary
regulatory sign, that such regulatory sign shall
only be applicable for the period, or periods, of
time as indicated: provided that different time
periods may be displayed for weekdays and/or
Saturdays.
regulatory signs (R)505 to (R)506 indicate to dri1vers of
vehicles, when displayed below a primary
regulatory sign, that the restriction indicated
by such regulatory sign Is applicable for a
REGULATORY
maximum time period as indicated in hours or

minutes, and that such primary regulatory sign
shall only be applicable for the period, or
periods, of time as indicated: provided that
different time periods may be displayed for
weekdays and/or Saturdays.
3

regulatory signs, DAYTIME-(R)511 and NIGHTTIME(R)512 indicate to drivers of vehicles, when
displayed below a primary regulatory sign, that
such regulatory sign shall only b e applicable
during
daytime,
or
during
night-time,
respectively.
SADC - RTSM - VOL 1
MAY 2012
2.7.12
2.7.5
ACTION Sub-Group
The ACTION exclusive secondary message regulatory

signs, RESERVED MOVEMENTS TO LEFT AND/OR
RIGHT BY VEHICLE CLASS-(R)520, (R)521 and
(R)522 indicate to drivers of vehicles, when
the restriction indicated by such regulatory
sign is applicable in the direction i ndicated by
the arrow and PAY AND DISPLAY-(R)52a sign
MAY 2012
indicates to drivers of vehicles, when displayed

below a primary parking reservation sign that
use of the parking area Indicated by such sign is
subject to payment by means of a method
referred to in legislation, and to the display of
the receipt thereof In a visible position on or
within the vehicle.
SADC - RTSM - VOL 1
REGULATORY
2.7.6
2.7.13
TEXT MESSAGE Sub-Group
The PUBLIC TRANSPORT OPERATOR exclusive

secondary message regulatory signs (R)530 and
(R)531 indicate to the drivers of vehicles, when
such regulatory sign shall only be applicable to
drivers of vehicles operated by the company,
owner or organisation indicated by means of a
logo or text.
The MASS LIMIT exclusive secondary message regulatory

sign (R)532 indicates to drivers of vehicles, when
such regulatory sign shall only be applicable to
vehicles with a mass in excess of the mass
indicated in tonnes, by means of a number on
the sign. The value indicated n tonnes is the
gross vehicle mass (GVM) or gross combination
mass (GCM) of the vehicle.
The MOTORCYCLE ENGINE SIZE LIMIT exclusive

secondary message regulatory sign (R)533 indicates to
drivers of motorcycles, when displayed below a
primary regulatory sign, that such regulatory sign
shall only be applicable to motorcycle with a
rated
engine capacity
up to the capacity
indicated in cubic centimetres, by means of a
number on the sign.
The "AND LOCAL ACCESS ONLY" LIMIT exclusive

secondary message regulatory sign (R)534 indicates to
drivers of vehicles, when displayed below a
primary reservation sign, that the reservation
i ndicated on such regulatory sign is relaxed to
REGULATORY
permit access by road users to local public or

private property which gains access from the
public road or section of public road beyond the
sign.
5
The DISTANCE FOR LIMIT exclusive secondary

message regulatory sign (R)535 indicates to drivers of
regulatory sign, that the regulation indicated on
such regulatory sign is extended to apply for the
distance indicated in metres or kilometres, by
means of a number on the sign. In the majority of
instances a regulatory sign applies to a point or
from the point at which it is displayed. A limited
number of signs such as NO EXCESSIVE NOISE
sign R206, NO HITCH-HIKING sign R207 and NO
OVERTAKING signs R214 and R215, include a
distance limit on their applicability. Sign (R)535
may be used to extend this limit by the creation of
a
SELECTIVE
RESTRICTION
sign.
It
is
recommended that the maximum distance indicated
on sign (R)535 be 5 kilometres.
The MAXIMUM NUMBER OF VEHICLES LIMIT

exclusive secondary message regulatory sign,- (R)540
indicates to drivers of vehicles, when displayed
below a primary reservation sign, that the
reservation Indicated on such regulatory sign is
further restricted to a maximum number of
vehicles as indicated by number on the sign.
SADC - RTSM - VOL 1
MAY 2012
2.7.14
MAY 2012
2.7.7
SYMBOL Sub-Group
SADC - RTSM - VOL 1
REGULATORY
2.7.8
2.7.14
SYMBOL S u b - G r o u p (Contd.)
The SYMBOL exclusive secondary message regulatory

signs (R)560 to (R)583 indicate to drivers of
regulatory sign, that such regulatory sign is
applicable only t o t h e c l a s s of vehicle
depicted by the secondary sign in the range
(R)560 to (R)583.
REGULATORY
SADC - RTSM - VOL 1
MAY 2012
2.7.9
2.7.15
Limit-Limit Sign E x a m p l e s
LIMIT-LIMIT examples of SELECTIVE RESTRICTION

regulatory signs comprise primary and secondary
message signs both of which relate to limits of one
type or another. The addition of the secondary limit
message to the primary limit message qualifies the
applicability of the primary limit.
The majority of examples of this category of selective

restriction sign which are likely to be required are those
related to time limits.
3 he examples signs (a) to (f) illustrate that:
(b) the SPEED LIMIT is 120 km/h during DAYTIME - a

PROHIBITION regulatory sign;
(c) the SPEED LIMIT is 100 km/h during NIGHTTIME
a PROHIBITION regulatory sign;
(d) vehicles may use the area reserved for PARKING
for a MAXIMUM DURATION of 60 minutes within
the TIME LIMIT of 09:00 to 16:00 - a PARKING
RESERVATION regulatory sign;
MAY 2012
(f) vehicles exceeding a MASS LIMIT of 5 tonnes shall

not proceed beyond the sign within the TIME LIMIT
of 18:00 to 08:00 - a PROHIBITION regulatory sign.
4
(a) the SPEED LIMIT is 40 km/h for all vehicles

exceeding a MASS LIMIT of 10 tonnes - a
PROHIBITION regulatory sign;
Fig 2.11
(e)
vehicles may TEMPORARILY use the area
reserved for PARKING for a MAXIMUM DURATION
of 10 minutes within the TIME LIMITS of 09:00 to
16:00 on weekdays and 08:30 to 13:00 on
Saturdays - a TEMPORARY PARKING
The following points should be borne in mind

when using SPEED LIMIT signs:
(a) if a speed limit, minimum or maximum,
SELECTIVE RESTRICTION sign is to be used it
should be placed in close proximity to a speed
limit sign appropriate to general traffic so that the
required speed differential between classes of
vehicle can be more clearly understood.
(b) the DAYTIME secondary message sign should not
be used if the NIGHTTIME secondary message
is not used on a preceding or adjacent sign;
(c) refer also to Subsection 2.4.1 with respect to Speed
Limits.
Typical Examples of Limit-Limit Signs

S.ADC - RTSM - VOL 1
REGULATORY
2.7.10
2.7.16
1
Limit-Object Sign Examples

VEHICLES - a TEMPORARY COMMAND regulatory
sign;
LIMIT-OBJECT
examples
of
SELECTIVE
RESTRICTION regulatory signs comprise primary
message signs relating to limits, the applicability of
which are qualified by secondary message signs
relating to an object being regulated.
The example signs (a) to (f) illustrate that:
(f) the TEMPORARY SPEED LIMIT of 50km/h applies

to CONSTRUCTION VEHICLES - a TEMPORARY
PROHIBITION regulatory sign.
3
(a) a MINIMUM SPEED of 30 km/h applies to all

TRUCKS -a COMMAND regulatory sign;
When these signs are being considered for use the

following points should be borne in mind:
(c) the area reserved for PARKING for a MAXIMUM

DURATION of 120 minutes is reserved for
DELIVERY
VEHICLE
a
PARKING
(a) if a speed limit, minimum or maximum,

SELECTIVE RESTRICTION sign is to be used it
should be placed in close proximity to a speed limit
sign appropriate to general traffic so that the
required speed differential between classes of
vehicle can be more clearly understood.
(b) refer also to Subsection 2.4.1 with respect to Speed
Limits;
(d) the SPEED LIMIT of 60 km/h applies to all GOODS

VEHICLES EXCEEDING the MASS INDICATED
ONLY regulatory sign -a PROHIBITION sign;
(c) mass prohibition signs should only be used when

an alternative route exists for vehicles exceeding
the mass indicated on the sign.
(b) the TEMPORARY MINIMUM SPEED of 40 km/h

applies to all GOODS VEHICLES a
TEMPORARY COMMAND regulatory sign;
(e) for a TEMPORARY period a mandatory requirement

exists for VEHICLES EXCEEDING the MASS
INDICATED ONLY to proceed beyond the sign1
which applies ONLY to CONSTRUCTION
Fig 2.12
REGULATORY
A PROHIBITION regulatory sign incorporating a red

slash and an object symbol shall NOT be used as a
secondary
message
sign
with
SELECTIVE
RESTRICTION signs.
Typical Examples of Limit-Object Signs

SADC - RTSM - VOL 1
MAY 2012
2.7.11
2.7.17
Action Limit Sign Examples

TIME LIMITS of 07:00 to 09:00 and 16:00 to 18:00
- a PROHIBITION regulatory sign;
1 ACTION-LIMIT
examples
of
SELECTIVE
m essage signs relating to actions, which include
movements or turns, the applicability of which are
qualified by secondary message signs relating to a
limit.
2
(d) vehicles may use the area reserved for PARKING

within the TIME LIMIT of 08:00 to 18:00- a PARKING RESERVATION regulatory sign;
(e) a mandatory requirement to PROCEED
STRAIGHT ON ONLY applies to all vehicles
only during DAYTIME - a COMMAND regulatory
sign;
The example signs (a) to (e) illustrate that:

(a) a TEMPORARY prohibition on TURNING RIGHT
exists for the junction or entrance AHEAD within
the TWO TIME LIMITS of 07:00 to 09:00 and
16:00 to 18:00 - a TEMPORARY PROHIBITION
r e g u l a t o r y sign;
(b) a prohibition that NO UNAUTHORISED VEHICLES
shall pass beyond the sign within the TWO TIME
LIMITS of 06:30 to 09:00 and 16:00 to 20:00 - a
(f) the mandatory requirement to KEEP LEFT applies

to all vehicles exceeding a MASS LIMIT of 16
tonnes only - a COMMAND regulatory sign.
3
A PROHIBITION regulatory sign incorporating a red

slash and an object symbol shall not be used as a
secondary message sign with SELECTIVE RESTRICTION signs.
(c) a prohibition on STOPPING exists within the TWO
Fig 2.13
MAY 2012
Typical Examples of Action-Limit Signs

SADC - RTSM - VOL 1
REGULATORY
2.7.12
2.7.18
1
Action-Object Sign
Examples
ACTION-OBJECT
examples
of
SELECTIVE
message signs relating to actions, which include
movements or turns, the applicability of w h i c h a r e
qualified by a secondary message sign
r e l a t i n g t o a n object being regulated.
The example signs (a) to (e) illustrate that:
(a) a prohibition on TURNING RIGHT exists for
BUSES at the junction or entrance AHEAD a
(b) the mandatory requirement to TURN LEFT at the
junction applies to DELIVERY VEHICLES only - a
COMMAND sign;
(c) a prohibition exists on the OVERTAKING of
GOODS VEHICLES by VEHICLES CONVEYING
Fig 2.14
REGULATORY
DANGEROUS GOODS - a PROHIBITION regulatory

sign;
(d) the mandatory requirement to KEEP LEFT applies to
MOTORCYCLES only a COMMAND regulatory
sign;
(e) a
mandatory
requirement
to
SWITCH
HEADLAMPS ON and applies to EMERGENCY
VEHICLES only;
(f) a TEMPORARY prohibition exists on the
OVERTAKING of VEHICLES by BUSES - a
3 A PROHIBITION regulatory sign incorporating a
red slash and an object symbol shall not be
used as a secondary message sign with
SELECTIVE RESTRICTION signs.
Typical Examples of Action-Object Signs
SADC - RTSM - VOL 1
MAY 2012
2.7.19
1
2.7.13
Object-Limit Sign Examples

(c) TOUR BUSES and ONLY TOUR BUSES shall use
the roadway indicated within the TWO TIME
LIMITS 06:00 to 09:00 and 16:00 to 20:00 - a
COM- MAND regulatory sign;
OBJECT-LIMIT
examples
of
SELECTIVE
message signs relating to objects, the applicability o f
which, are qualified by secondary message signs
relating to a limit. Applications of this type of
SELECTIVE RESTRICTION SIGN should be restricted
to secondary message TIME LIMITS. Speed or mass
limits should not be used (see paragraph 2.7.15.3).
(d) a TEMPORARY prohibition on PEDESTRIANS

exists within the TIME LIMIT 18:00 to 16:00 - a
TEMPORARY PROHIBITION regulatory sign;
(e) a prohibition on TAXIS exists within the TIME LIMIT
06:00 to 09:00- a PROHIBITION regulatory sign;
The example signs (a) to (f) illustrate that:

(a) a TEMPORARY reservation exists on the use of a
roadway or area by CONSTRUCTION VEHICLES
within the TIME LIMIT 06:30 to 20:00 - a
TEMPORARY RESERVATION regulatory sign;
(b) the BUS LANE RESERVATION exists within the
TIME LIMIT 16:00 to 19:30 - a RESERVATION
regulatory sign;
(f) a prohibition on ABNORMAL VEHICLES not to

proceed past the sign during NIGHTIIME - a
3
A PROHI BI TION regulatory sign incorporating a red

s l a s h and an object symbol shall not be used as a
secondary message sign
with SELECTIVE
RESTRICTION
signs.
Fig 2.15
Typical Examples of Object-Limit Signs
MAY 2012
SADC - RTSM - VOL 1
REGULATORY
2.7.14
2.7.2 Limit-Action Sign Examples and

Object-Action Sign Examples
1
The preceding Subsections 2.7.14 to 2.7.19 show

examples of possible SELECTIVE RESTRICTION
:signs, with various groupings of Limit-Limit, LimitObject, Action-Limit, Action-Object and Action-Object
Primary Message signs with Secondary Message
signs. Although it is not envisaged that any other
s i g n i f i c a n t groupings will be required, examples
of a Limit-Action sign and an Object-Action sign are
shown to illustrate the possibilities. lt is, however
recommended that these groupings only be used
after all other avenues o f sign groupings have been
thoroughly investigated.
Fig 2.16
Detail 2.16.1 illustrates an example of a Limit-Action

sign namely a REGULATORY sign indicating that
PARKING is reserved for use for a TIME LIMIT and
upon payment of a tariff, and that such payment be
made in a prescribed PAY AND DISPLAY manner.
Detail 2.16.2 illustrates an example of an Object-Action

sign, namely that a RESERVATION exists for an
exclusive roadway for use by BUSES ONLY, and that
this restriction is RESERVED for MOVEMENTS TO
LEFT AND RIGHT.
Typical Examples of Limit-Action and Object-Action Signs
REGULATORY
SADC - RTSM - VOL 1
MAY 2012
COMBINATIONS
2.8
2.8.1
REGULATORY SIGN COMBINATIONS
2.8.1 General
1 Regulatory signs may be combined with other signs or
with other devices to improve the comprehension of the
message to be passed to drivers, or to improve the
overall conspicuity of the regulatory sign. Such
applications may be used with both PERMANENT
and TEMPORARY regulatory signs.
2
Circumstances may occur where there is a need to

indicate different regulatory requirements at different
times of day or under different traffic operating conditions
such as bad weather or extreme congestion. Different
regulatory messages, often combined with warning
messages, may be provided by using VARI- ABLE
MESSAGE signs.
Regulatory signs may occasionally be combined with a
flashing light signal to improve the ability of the sign to
attract attention, although this use is not likely to be as
common as the use of a flashing light with a warning sign.
Examples of such situations are:
(a) at a temporary road closure particularly where a
detour occurs some distance before the point of
closure;
(b) at rail crossings controlled by a STOP sign R1 in
combination with a RAILWAY CROSSING(S) hazard
marker W403 or W404 (see Subsection 3.6.4);
(c) in addition to a HIGH VISIBILITY background (see
Subsection 2.8.3).

1
Various Subsections in this Chapter have commented on

the use of supplementary plates with regulatory signs
and details of their use is covered in Subsection
2.1.8.
Supplementary plates may be used with PERMANENT or

TEMPORARY regulatory signs in one of the following
categories:
Regulatory signs may be supplemented in one or more of

the following ways:
(a) by combination with a supplementary plate which
conveys additional information ONLY, about the
regulation being signed, and DOES NOT affect the
applicability of the regulatory sign with which it is
combined;
(b) by display on a HIGH VISIBILITY background;
(c) by incorporation into guidance signs, both ground
mounted and overhead.
Details relating to type, size, colour and material of

SUPPLEMENTARY PLATE signs IN11 are given in
Chapter 5, Subsection 52.6 and details of dimensions are
given in Volume 4, Chapter 9.
MAY 2012
(a) descriptive information by words or symbol;

(b) distance for which the regulation occurs;
(c) distance to the point where the regulation commences or occurs.
4
Many applications will require a text legend. This should

be sized in accordance with the operating speed of the
road. Text messages should be carefully worded using
standardised messages, wherever possible, and should
be as brief as possible. In exceptional cases the amount
of text may require a large area to be accommodated. In
such special cases the regulatory sign may be
incorporated into the text sign. The use of HIGH
VISIBILITY backgrounds should be considered in such
cases (see Volume 2, Chapter 13).
Supplementary plates should be mounted immediately

below the regulatory sign in such a way that the gap
between the sign and the plate is in the range 0 mm to
150 mm.
Supplementary plates may also be used with regulatory

signs mounted on HIGH VISIBILITY backgrounds.
Examples are given in Subsection 2.8.3.
It should be noted that 3-WAY STOP and 4-WAY

STOP signs R1.3 and R1.4 are NOT examples of the
use of supplementary plates but are derivatives of
STOP sign R1.
It should also be noted that messages such as "Police" (by

symbol), "Customs", or "Toll" ARE supplementary plates
as they inform drivers of the reason for the STOP control.
This does not affect the applicability or required actions of
drivers in response to the general rules of the road
which require drivers to act on the instructions of a police
officer, traffic officer, customs officer or toll official.
SADC - RTSM - VOL 1
REGULATORY
2.8.2
COMBINATIONS
IN11.503
Fig 2.17
REGULATORY
Typical Examples of Regulatory Sign Combinations

Using Text or Symbol Message Supplementary Plates
SADC - RTSM - VOL 1
MAY 2012
2.8.3
High Visibility Background
1 Any PERMANENT or TEMPORARY regulatory signs

may be incorporated into a HIGH VISIBILITY
background to improve the target value of the sign. The
use of a high visibility background is particularly
appropriate in advance of a physical condition of the
roadway which necessitates the implementation of a
mandatory regulation not generally applicable to the
rest of the roadway e.g. at steep descents, low
bridges or at roadworks sites.
2
A high visibility background may also be used in very

"confused" or "cluttered" environments such as city
streets, or where there is a particularly low observance of
an existing regulatory sign, in order to improve
conspicuity.
The background of a PERMANENT HIGH VISIBILITY

regulatory sign shall be manufactured in white
retroreflective material with a red retroreflective border.
The background of a TEMPORARY,'HIGH VISIBILITY

regulatory sign shall be manufactured in yellow
retroreflective material with a black semi-matt border.
When ordering a HIGH VISIBILITY background the

normal regulatory sign number(s) should be quoted,
followed by the letters RA-A, RA-B, RB-A, RB-B, RC or
RD (see Volume 4, Figures 2.12 to 2.17).
Fig 2.18
MAY 2012
When a PERMANENT COMMAND sign is used on a

PERMANENT HIGH VISIBILITY background a thin black
semi-matt border should be placed outside the normal
white border of the COMMAND sign. When a
TEMPORARY COMMAND sign is used on a
TEMPORARY HIGH VISIBILITY background the
COMMAND sign black semi-matt border should be
increased in width. Dimensional details of these borders
are given in Volume 4, Section 2.1.
If a high visibility sign is used with a regulatory sign in

advance of the point or area of prohibition a distance
plate shall be added below the sign. Since the distance
relates to the applicability of the sign it should be
manufactured in the same colours as the main high
visibility background above it.
High visibility applications of regulatory signs may be

mounted on the same support as a similar high visibility
warning sign. The two signs must, however, be mounted
separately with a 150 mm - 200 mm gap between
signs. This technique can be effective in bringing to the
attention of drivers the reason why a particular regulation
has been imposed particularly under circumstances of
temporary roadworks.
High Visibility Regulatory Signs Sizes

SADC - RTSM - VOL 1
REGULATORY
COMBINATIONS
2.8.4
Fig 2.19
REGULATORY
SADC - RTSM - VOL 1
MAY 2012
COMBINATIONS
2.8.5
2.8.4 Regulatory Signs in Guidance

Signs
1
It may occasionally be beneficial to incorporate a

regulatory sign into a direction sign. This technique is
most relevant to higher speed roadways and to
junctions with complex road geometry. The technique
may also be effectively used to indicate prohibitions, for
instance, on goods vehicle movements in urban areas.
If it is required to indicate a regulatory message in this

manner
the
standard
regulatory
sign,
either
PERMANENT or TEMPORARY, as appropriate, should
be incorporated into a map-type or overhead direction
sign. The use of regulatory signs with stack type direction
signs is not generally recommended although such use is
appropriate to the signing of interchanges or junctions
with TOLL routes to indicate the mandatory requirement
to PAY TOLL if entering the TOLL route at a junction so
signed.
When used with ground mounted map-type direction

signs the regulatory message may apply to either the
exit direction or the straight on direction for high speed
exits, or at at-grade junctions to left, right or straight-on
directions. The need to increase the size of the direction
sign to incorporate the regulatory sign will depend on the
amount of destination information given on the sign. If
there are several destination names the regulatory sign
will probably fit without a significant increase in sign size.
The regulatory sign should preferably be located over
the appropriate leg of the arrow on the sign.
Regulatory sign messages incorporated into overhead
direction signs will normally relate to one or more of the
lanes of a multi-lane roadway. Overhead signs may
use upward or downward pointing arrows. When upward
pointing arrows are used the regulatory sign(s) should
be incorporated into the appropriate arrow shaft(s) in a
similar manner to ground-mounted signs. When used
with downward pointing arrows a regulatory sign should
be located over the appropriate arrow.
Regulatory sign messages may also be incorporated
into diagrammatic guidance signs. These are covered in
detail in Chapter 4.
If a PROHIBITION sign is to be placed on a green or blue

retroreflective background it may be necessary that a
narrow white retroreflective border be placed outside the
prohibition sign red border (see Volume 4).
The background of a PERMANENT diagrammatic sign

shall be manufactured in white retroreflective material
with a red retroreflective border. lf it is required to place a
PERMANENT COMMAND sign on such a background
a thin black semi-matt border should be placed outside
the normal white border of the COMMAND sign (see
Volume 4).
8 The background colour of a TEMPORARY diagrammatic

sign shall be manufactured in yellow retroreflective material
with a black semi-matt border. lf it is required to place a
TEMPORARY COMMAND sign on such a background the
COMMAND sign black semi-matt border should be
increased in width (see Volume 4).
9
When a regulatory sign is incorporated into a direction

sign which includes a distance it is an advance
indication of a regulation to be applied. The
regulatory message does not come into force at

such a sign. The regulatory message shall be
repeated using conventional ground mounted, or high
visibility regulatory signs at the point from which the
regulation applies.
2.8.5 Variable Message Regulatory Signs

1
Development of the use of VARIABLE MESSAGE signs

is in its early stages in South Africa. Such signs are
expensive and can only be justified in extreme situations.
VARIABLE MESSAGE regulatory signs are particularly

appropriate to traffic control on roadways carrying very
high traffic volumes and on sections of roadway subject
to widely varying and dramatic changes in weather. Such
conditions may require regular variation in speed limit or
other regulatory messages. Such signs may become
justified if a history of collisions exists in spite of other
engineering measures taken to reduce these.
Three types of variable message sign manufacture

could be appropriate to regulatory sign messages:
(a) rotating vane signs;
(b) roller blind signs;
(c) light emitting signs (either illuminated bulbs or fibre
optics).
The first two types are limited in the choice of message
and would normally require external or internal
illumination. The light emitting sign type is capable of
reproducing a wider range of sign face layouts but
cannot maintain full sign colour code without
considerable expense both in capital outlay and running
costs.
If only two or three alternative messages are required

the use of rotating vane or roller blind types should be
considered. If this type is used the signs shall conform
fully to the PERMANENT and TEMPORARY regulatory
sign colour codes.
If a light emitting sign system is specified due to the

large range of messages required the design of the
system should be related to the likelihood that
enforcement will be carried out. If enforcement is not
going to be carried out the required message should be
given in the simplest possible form which will normally
comprise a white legend on a matt-black or semi-matt
black background. This will in effect be an information or
advisory message.
6 If it is intended to enforce light emitting variable

message signs then it is recommended that variable
message regulatory signs be manufactured so that the
white
and
red
borders of
COMMAND
and
PROHIBITION signs, including a slash if required by the
prohibition sign, and the white symbols, be illuminated
and that the background be non-illuminated and semimatt black in colour. This colour code should apply to
both PERMANENT and TEMPORARY uses of
VARIABLE MESSAGE regulatory signs. Any CONTROL
regulatory sign message shall be provided ONLY in the
standard RED and WHITE colour code.
7
MAY 2012
Refer to Chapter 9 and Volume 2 for more detail on

variable message signing.
SADC - RTSM - VOL 1
REGULATORY
COMBINATIONS
2.8.6
Fig 2.20
REGULATORY
Typical Examples of Regulatory Signs in Guidance Signs

SADC - RTSM - VOL 1
MAY 2012
DE-RESTRICTION
2.9.1
DE-RESTRICTION
COLOURS:
PERMANENT&TEMPORARY
Red
Fordimensions
dimensions
For
ref.Vol.
Vol.44
ref.
pages
pages
(R)600
2.6.1
2.6.2
2.6.3
2.9.1
1
De-Restriction
De-restriction signs (R)600 indicate the termination of the

applicability of one or more regulations. As such they
have the legal significance that drivers are no longer
required to comply with the regulation or
regulations covered by the regulatory sign displayed beneath the red cancellation cross.
De-restriction signs (R)600 should normally only be

used to de-restrict the application of signs in the
CONDITIONAL COMPREHENSIVE group.
In isolated instances it may be of advantage to indicate

the termination of some other regulation in the
MANDATORY
COMMAND
or
MANDATORY
PROHIBITION groups. However, it is recommended
that the change in regulation be given by the placing of
a sign indicating the new level of regulation (see
Sub-section 2.1.1 paragraph 2.1.1.7). De-restriction
signs (R)600 shall not be used to indicate a
change in SPEED LIMIT or MINIMUM SPEED. A
change in speed limit shall be indicated by
display of the relevant R101 or R201 sign.
Examples of MANDATORY COMMAND or PROHIBITION signs that may be used as a DE-RESTRICTION

sign by the superimposing of a red cross as shown in
R401-600/TR401-600
End of Dual
Carriageway
Freeway
Fig.2.21. When ordering signs the addition of the suffix

-600 is required.
5
Signs R401-600 and R402-600 should be used to

indicate the end of comprehensive regulations applicable to
DUAL CARRIAGEWAY FREEWAYS and SINGLE
CARRIAGEWAY FREEWAYS respectively. The signs
should be located on the left and right hand sides of dual
carriageway roadways and the left side of single
carriageway roadways.
A de-restriction sign should be the same size as the

corresponding regulatory sign.
A TEMPORARY version of sign R401-600, numbered

TR401-600, may be used to indicate the temporary end of
a DUAL CARRIAGEWAY FREEWAY when, during
roadworks, traffic is diverted onto one carriageway to
operate under two-way traffic flow. Sign TR401-600
may be mounted in conjunction with a TEMPORARY
SINGLE CARRIAGEWAY FREEWAY sign TR402, or
separately some 60 m to 100 m in advance of sign
TR402, in such circumstances. TEMPORARY sign
TR402-600 may be displayed when returning to normal
dual carriageway freeway cross-section. In this situation
a PERMANENT sign R401 may be displayed.
R402-600/TR402-600
End of Single
Carriageway
Freeway
R403-600
End of
Woonerf
R132-600 End of Pay Toll R133-600 End of Headlamps On R202-600
Fig 2.21
MAY 2012
End Mass Limit
Examples of De-Restriction Signs
SADC RTSM VOL 1
REGULATORY
SOUTHERN
AFRICAN
DEVELOPMENT
COMMUNITY
WARNING SIGNS
SECTIONS
3.0
Contents
3.1
Introduction
3.2
Road Layout Signs
3.3
3.4
Symbolic Signs
3.5
Hazard Marker Signs
3.6
Warning Sign Combinations
3.7
National Variants
MAY 2012
CHAPTER
SADC RTSM - VOL1
3.0.1
CONTENTS
CHAPTER 3:
WARNING SIGNS
3.0
CONTENTS

in the warning sign class with the sign number and name.
A page reference is given within this chapter where details
of the use of each sign can be found and a cross reference
is given to Volume 4 where the symbol and other data are
detailed.
The front page of the Contents gives an overview of the

warning sign class and its subdivisions. Most signs are
available in permanent and temporary forms. If a sign is
not recommended in one or other form a blank space has
been left and only one form is illustrated. For further details
on the use of warning signs see Section 3.1: Introduction.
WARNING SIGN CLASSIFICATION AND COLOUR CODE
MAY 2012
SADC - RTSM - VOL 1
WARNING
3.0.2
CONTENTS
Section 3.2: ROAD LAYOUT Advance Warning Signs
WARNING
SADC - RTSM - VOL 1
MAY 2012
3.0.3
CONTENTS
Section 3.3: DIRECTION OF MOVEMENT Advance Warning Signs
MAY 2012
SADC - RTSM - VOL 1
WARNING
CONTENTS
3.0.4
Section 3.4: SYMBOLIC Advance Warning Signs
Farm Animals
(Cattle)
Farm Animals
(Horses)
WARNING
Farm Animals
(Sheep)
SADC - RTSM - VOL 1
MAY 2012
CONTENTS
MAY 2012
3.0.5
SADC - RTSM - VOL 1
WARNING
CONTENTS
3.0.6
CONTENTS
WARNING
SADC - RTSM - VOL 1
MAY 2012
CONTENTS
3.0.7
Section 3.5: HAZARD MARKER SIGNS
MAY 2012
SADC - RTSM - VOL 1
WARNING
3.0.8
CONTENTS
Section 3.6: COMBINATION Advance Warning Signs

The effectiveness of advance warning signs may be
enhanced by using them in combination with other road
traffic signs such as:
(b) HIGH VISIBILITY background signs;

(c) Flashing yellow signals SS3; or combinations of these;
both permanent and temporary examples are shown.
(a) SUPPLEMENTARY PLATE information sign in11;
Advance Warning Signs with Supplementary Plates
WARNING
SADC - RTSM - VOL 1
MAY 2012
3.1.1
INTRODUCTION
CHAPTER 3: WARNING SIGNS

3.1
INTRODUCTION
3.1.1 General
1
Warning signs are used to alert drivers to hazardous or

potentially hazardous conditions, on or adjacent to the
roadway. Warning signs indicate a need for extra caution
by road users, and may require a reduction in speed or
other manoeuvre, in the interest of their safety and that of
other drivers, pedestrians and animals.
Adequate warning signs can greatly assist road safety

however, their use should be restricted to a minimum
consistent with safety. The use of warning signs under
normal conditions where a driver can be expected to
see and appreciate the potential hazard should be
avoided. This brings road traffic signs in general into
disrepute and detracts from their effectiveness.
The sign applicable to a specific condition shall be

selected in accordance with the criteria set out in this
section. The warning signs listed cover most conditions
likely to be met. If other warning signs are needed, the
signs shall conform to the standard shape and colour for
warning signs (see Subsection 3.1.12).
3.1.2 Types of Warning Signs

1
Warning signs may be PERMANENT or TEMPORARY

and they may be located in advance of the hazard or
potential hazard, or at the hazard.
Where conditions require greater visual impact or

emphasis warning signs may be displayed within a HIGH
VISIBILITY background (see Section 3.6).
In circumstances where varying conditions of topography

and/or weather occur, it may be necessary to provide a
VARIABLE MESSAGE warning sign which is capable of
displaying a number of warning messages appropriate to
the possible hazards which may occur (see Section 3.6).
In principle any PERMANENT warning sign symbol

may be used in the appropriate colours for a TEMPORARY warning sign. ln order to specify a temporary
warning sign, the number of the permanent sign should be
quoted, preceded by the prefix letter T:
e.g.
permanent CROSSROAD warning sign- W101
temporary CROSSROAD warning sign- TW101.
Due to the function of certain warning signs their

application should always be of a temporary nature. For
this reason these signs will always be numbered with a T
prefix letter:
e.g.
3.1.4
Shape
All warning signs used in advance of a hazard or

potential hazard have an equilateral triangular shape
and are mounted with the apex uppermost.
According to the need for greater conspicuity any triangular

warning sign may be displayed in a rectangular HIGH
VISIBILITY background.
Hazard marker signs have a rectangular shape.

Exceptions are the RAILWAY CROSSING and the
TRAFFIC SIGNAL OUT OF ORDER hazard marker signs
which have a cross shape.
3.1.5
Colour
All PERMANENT advance warning signs shall consist of

a black symbol on a white background with a red
triangular border. When displayed on a HIGH VISIBILITY
background, the HIGH VISIBILITY background shall be
white with a red border.
All TEMPORARY advance warning signs shall consist of a

black symbol on a yellow background with a red
triangular border. When displayed on a HIGH VISIBILITY
background, the HIGH VISIBILITY background shall be
yellow with a black border.
Hazard marker signs have unique colours according to

their application as detailed in Section 3.5.
following groups:
(a) ROAD LAYOUT group numbered in the W100 series.
(b) DIRECTION OF MOVEMENT group numbered in the
W200 series.
(c) SYMBOLIC group numbered in the W300 series.
This series covers the following categories with
representative pictograms :
TW336
TW337
3.1.3 Classification of Warning Signs

1 Warning signs are classified and numbered into the
roadworks
grader working -
(i) traffic control;
3.1.6
(ii) pedestrians, cyclists and animals;
All PERMANENT warning signs may be fully

retroreflective with the exception of any black areas
which shall be of a semi-matt finish. Where a warning
sign has no night-time significance semi-matt finishes
may be specified, however, the use of retroreflective
materials for red and white areas is recommended to
cover the possible extension of the hazard related activity
into pre-dawn or dusk periods of the day. For further
guidance see Subsections on specific warning signs.
All TEMPORARY warning signs shall be fully

retroreflective with the exception of any black areas
which shall be of a semi-matt finish, unless the
maintenance unit using the signs is going to operate
during daylight hours only, in which case the signs may be
semi-matt.
(iii) roadway constraints and surface condition;

(iv) roadworks (or other temporary installations);
(v) miscellaneous.
(d) HAZARD MARKER group numbered in the W400
series.
2
Warning signs in groups (a), (b) and (c) are principally

used in advance of the hazard or potential hazard site.
Warning signs in group (d) are used to indicate the

actual location of a hazard or potential hazard.
MAY 2012
Retroreflectivity and Illumination
SADC - RTSM - VOL

1
WARNING
3.1.2
3
INTRODUCTION
External or internal illumination may be specified as an

alternative to the use of retroreflective materials.
3.1.7 Location
1
In general the lateral and vertical location of warning

signs shall comply with the provisions of Chapter 1.
Hazard marker warning signs should be located as

close as possible to the hazard being marked.
Unless indicated otherwise in the descriptive sections on

the individual signs, advance warning signs should be
displayed at the distance from the hazard given in Table
3.1. The location of advance warning signs may,
alternatively be determined by using Figure 3.1 (see
page 3.1.4).
In the event that inadequate sight distance exists to the

warning sign when located in accordance with Table
3.1 or Figure 3.1, the warning sign shall be moved
TABLE 3.1
further from the hazard until the clear visibility distance

given in Table 3.2 is realised.
5
When a warning sign is located 300m or more from the

hazard the use of a distance supplementary plate is
recommended.
Normally only one warning sign should be attached to

one support pole, although it may be an advantage to
combine a regulatory and a warning sign so that their
messages supplement each other. If it is necessary to
convey two or more different warning messages for
one location, separate signs may be located V m apart
(where V is the operating speed in km/h). The closest
sign to the hazard should conform to the requirements of
Table 3.1 or Figure 3.1.
Throughout this Chapter when reference is made to

operating speed this should be used if it is known. If this
speed is not known the design speed may be used.
ADVANCE WARNING SIGN LOCATION AND SIZE

Location distance from hazard (m)(2)
TABLE 3.1
Recommended size (mm)
120
330 (400)
1500
100
240 (320)
1500
80
160 (218)
1200
60
120 (160)
900
NOTES:
(1) Hazard marker warning signs are located at the
hazard - see Section 3.5 for sizes.
TABLE 3.2
(2) If advance warning signs are provided on gravel

roads the distances in brackets are recommended.
VISIBILITY DISTANCE TO WARNING SIGN
Clear visibility distance (m)
120
120
100
100
80
80
60
60
WARNING
SADC- RTSM -VOL 1
TABLE 3.2
MAY 2012
3.1.3
INTRODUCTION

1
Supplementary plates may be used with warning signs

to qualify the principal message by stating:
(b) triangular signs displayed on a

background - nominal side length:
Wherever possible a supplementary plate should be

dimensioned to match the length of the bottom side of
the warning sign which it supplements.
3 Supplementary plates used with fully retroreflective

warning signs shall be fully retroreflective (see
Subsection 3.1.6).
4
VISIBILITY
- 900 mm
- 1235mm
- 1834 mm.
(a) an advisory speed;

(b) a distance;
(c) a text message.
2
HIGH
Distance supplementary plates are recommended for

consideration in conjunction with warning signs,
particularly when sight distances to hazards are
restricted. The use of distance supplementary plates is
particularly recommended with TEMPORARY warning
signs to give drivers informon the length of a roadworks
site :
e.g. "For 8 km"
and to give a countdown indication into a major deviation of alignment with sequential signs :
e.g. "600 m", "400 m", "200m".
3.1.10 Portable Warning Signs

1 Portable warning signs are commonly used
temporary situations. Such signs should be
TEMPORAR Y sign colours.
2
in
in
The reverse side of a portable warning sign which is used

or displayed in such a manner that it may be a source of
danger to traffic travelling in the opposite direction should
be marked with 150 mm wide yellow retroreflective stripes
on a black semi-matt background.
3.1.11 Applications
1
Various types of sign may be mounted or displayed in

combination with each other. Examples of such
combinations involving warning signs are covered in
Section 3.6.
Examples of specific applications of warning signs will

be covered in relevant chapters of Volume 2 of the
Manual.
For examples of supplementary plates used with warning signs see Section 3.6 and for further information on
colour coding, etc., see Chapter 5, Subsection 5.2.6.
3.1.12 Other Warning Signs

3.1.9 Size
1
Full dimensional details of all warning signs are given

in Volume 4 of the Manual.
The size of a warning sign should be suited to the

conditions for which it is required. Traffic volumes,
speeds, road conditions, background lighting and other
factors will all influence the choice of the appropriate
size. Generally when conditions require greater visual
impact or emphasis larger size signs should be used
(see Table 3.1 on page 3.1.2).
Standard sizes covered in Volume 4 are:

(a) triangular signs- nominal side length :
-
900 mm
1200 mm
1500 mm
1800 mm
MAY 2012
When no specific warning symbol or legend is available, the appropriate warning message should be
indicated within the sign in black semi-matt letters of
the DIN 1451 letter type of the style and size permitted
by the space available and related to the operating
speed of the road, but not less than 70 mm high (see
Volume
4, Chapter 3, Section 3.1).
The need to manufacture any such sign shall be reported

by the authority to:
The Secretary
Route Numbering and Road Traffic Signs Sub-Committee
Private Bag X193
PRETORIA
0001.
This will enable a co-ordinated approach to be adopted
for the design of an appropriate symbol for general use.
SADC - RTSM - VOL

1
WARNING
3.1.4
Fig 3.1
WARNING
INTRODUCTION
Location of Advance Warning Signs

SADC- RTSM -VOL 1
MAY 2012
3.2.1
ROAD LAYOUT
CROSSROAD
For dimensions
ref. Vol. 4
pages
COLOURS:
PERMANENT
Triangle:
Red retroreflective
Symbol:
Black semi-matt
Background: White retroreflective
TEMPORARY
Triangle:
Red retroreflective
Symbol:
Black semi-matt
3.2.1
3.2.2
3.2.3
3.2.1 Crossroad
1
The CROSSROAD warning signs W101, W102 or

W103 are to warn road users that a crossroad is
ahead. The signs should be displayed in advance on all
rural crossroad approaches that have no advance
direction signs. They may also be used in urban areas if
the junction has a history of accidents or speeding or
when sight distance is limited.
Sign W101 should be used when it is not necessary to
indicate the priority on the approaches, ie.at a four-way
STOP controlled junction.
indicate that these approaches have priority.

4
Sign W103 may be used in advance on approaches

that have no advance direction signs, to warn that the
approaches are controlled by STOP signs R1, or YIELD
signs R2. If such approaches have a history of accidents
then TRAFFIC CONTROL "STOP" AHEAD sign W302 or
TRAFFIC CONTROL "YIELD" AHEAD sign W303 may be
used as an alternative (see Subsections 3.4.2 and 3.4.3).
If the crossroad has a history of accidents an appropriate

warning sign may be used in addition to advance
direction signs and/or traffic signal control.
Sign W102 may be used in advance on crossroad

approaches that have no advance direction signs, to
T- AND SKEW T-JUNCTIONS

For dimensions
ref. Vol. 4
pages
COLOURS:
PERMANENT
Triangle:
Red retroreflective
Symbol:
Black semi-matt
TEMPORARY
Triangle:
Red retroreflective
Symbol:
Black semi-matt
3.2.4
3.2.5
3.2.6
3.2.2 T- and Skew T-junctions

1
The T-JUNCTION and SKEW T-JUNCTION warning

signs W104, W105 and W106 are to warn road users
that a T-junction is ahead where traffic is required to
make a sharp or acute turn either to the left or to the
right. These signs should be displayed in advance on
approaches that have no advance direction signs.
These signs may also be displayed in advance on an
approach to a junction controlled by a STOP sign R1, or
a YIELD sign R2. If the junction has a history of
accidents then TRAFFIC CONTROL "STOP" AHEAD sign
W302, or TRAFFIC CONTROL "YIELD" AHEAD sign
W303 may be used as an alternative (see Sub- sections
3.4.2 and 3.4.3).
MAY 2012
Sign W105 should be used in advance on an approach that

has no advance direction signs when that approach
intersects the crossing road at an angle of 15 degrees or
more to the right of perpendicular.
Sign W106 should be used in advance on an approach

that has no advance direction signs when that approach
intersects the crossing road at an angle of 15 degrees or
more to the left of perpendicular.
If the junction has a history of accidents an appropriate

direction signs and/or traffic signal control.
SADC - RTSM - VOL 1
WARNING
ROAD LAYOUT
3.2.2
SIDE ROAD JUNCTIONS
COLOURS:
PERMANENT
Triangle:
Red retroreflective
Symbol:
Black semi-matt
TEMPORARY
Triangle:
Red retroreflective
Symbol:
Black semi-matt
For dimensions
Ref. Vol.4
pages
3.2.7
3.2.8
3.2.3 Side-road Junctions

1
The SIDE-ROAD JUNCTION warning signs W107 and

W108 are to warn road users that joining or leaving
traffic from the left or right, or a restricted sight
distance to left or right may make the junction ahead
dangerous or potentially dangerous. They should be
displayed in advance on approaches that have no
advance direction signs.
If the side-road junction has a history of accidents an

appropriate warning sign may be used in addition to
advance direction signs and/or traffic signal control.
3
Temporary warning signs TW107 and TW108 may be

used under the same circumstances as permanent SIDEROAD JUNCTION warning signs when temporary sideroad junctions are created as a result of roadworks.
The signs should not normally be located on the approach to a side-road junction that has:
(a) advance direction signs;
(b) traffic signal control.
STAGGERED JUNCTIONS
COLOURS:
PERMANENT
Triangle:
Red retroreflective
Symbol:
Black semi-matt
TEMPORARY
Triangle:
Red retroreflective
Symbol:
Black semi-matt
For dimensions
ref. Vol. 4
pages
3.2.9
3.2.10
3.2.4 Staggered Junctions

1
The STAGGERED JUNCTIONS warning signs W109 and

W110 are to warn road users that joining or leaving
traffic or a restricted sight distance may make
closely
situated
side-road
junctions
ahead
dangerous or potentially dangerous.
Closely situated side-road junctions are considered to be

staggered junctions when the distance between them is
equal to or less than a distance given by:
If the junctions have a history of accidents an appropriate

direction signs, channelizing islands and/or traffic signals.
The signs should be located in advance of the first

junction of the staggered junctions in accordance with
D less than or equal to 3,0 V metres.
road junctions exceeds this value then separate

SIDEROAD JUNCTION signs W107 or W108 should be
used.
V is the operating speed or design speed on the

through route when the distance between the side-
WARNING
SADC- RTSM -VOL

1
MAY 2012
ROAD LAYOUT
3.2.3
SHARP JUNCTIONS
COLOURS:
PERMANENT
Triangle:
Red retroreflective
Symbol:
Black semi-matt
TEMPORARY
Triangle:
Red retroreflective
Symbol:
Black semi-matt
For dimensions
ref. Vol. 4
pages
3.2. 11
3.2. 12
3.2.13
3.2. 14
3.2.5 Sharp Junctions

1
The SHARP JUNCTION warning signs W111, W112,

W113 and W114 are to warn road users that joining
or leaving traffic or a restricted sight distance
may make the sharp junction ahead dangerous or
potentially dangerous.
The appropriate SHARP JUNCTION warning sign will

normally be located on a road accorded priority at the
junction. If the approach is controlled by a STOP sign R1
or a VIELD sign R2, the appropriate SHARP JUNCTION
sign may be used in addition to the control signs.
SHARP JUNCTION warning sign W112 is commonly

used to warn drivers of a freeway on-ramp junction with the
main freeway carriageway. The sign should be located to
be visible to drivers on the freeway. In this application
the sign applies to the junction of one-way traffic flows.
SHARP JUNCTION warning signs are equally
applicable to sharp junctions on two-way roads.
Temporary warning signs TW111,TW112,TW113 and

TW114 may be used under the same circumstances as
permanent SHARP JUNCTION warning signs when
temporary sharp junctions occur at roadworks.
Y-JUNCTION
For dimensions
ref. Vol. 4
page
COLOURS:
PERMANENT
Triangle:
Red retroreflective
Symbol:
Black semi-matt
3.2.15
TEMPORARY
Triangle:
Red retroreflective
Symbol:
Black semi-matt
3.2.6 Y-junction
1
The Y-JUNCTION warning sign W115 is to warn road

users that a Y-junction is ahead on the road that forms
the stem of the Y. The sign may be displayed in advance
on approaches that have no advance direction signs.
The sign may also be displayed in advance on an
approach to a Y-junction which has no advance direction
sign but is controlled by a STOP sign R1, or a YIELD sign
R2.
MAY 2012
If the Y-junction has a history of accidents an appropriate

warning sign may be used in addition to advance direction
signs and/or traffic signals.
When it is considered necessary to display warning

signs on the other approaches to a Y-junction and the
angle of junction is such that the appearance is no
longer that of a Y-JUNCTION, SKEW T-JUNCTION
warning signs W105 or W106 may be used.
SADC - RTSM - VOL 1
WARNING
3.2.4
END OF DUAL ROADWAY
ROAD LAYOUT
I'
F
oFor dimensions
rRef. Vol.4
COLOURS:
PERMANENT
Triangle:
Red retroreflective
Symbol:
Black semi-matt
TEMPORARY
Triangle:
Red retroreflective
Symbol:
Black semi-matt
pages
d3.2.16
3.2.17
i
m
e
n
s
i
o
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s
r
e
f
.
V
o3.2.7
l
. 1 The
End of Dual Roadway

Signs W116 or W117 should then be located in
advance of sign W212 by a distance equal to "V"
metres (where V is the operating speed in km/h).
These locational distances should be adjusted if
warranted by the geometric layout (see paragraph
3.1.7.6 on page 3.1.5 and Volume 2).
END OF DUAL ROADWAY warning signs W116 and

W117 are to warn road users that there is a junction of
4
two one-way roadways ahead and that a roadway with
pagestwo-way traffic is about to be entered.
3.2.16
Sign W116 should be used in advance of a situation where

the roadway being signed deviates to the right of sign
W117 and in advance of a situation where the roadway
being signed continues on, the principal alignment of the
approach roadway whether this be straight or curved. It is
recommended that the signs be displayed on both sides
of the roadway when the median island permits.
3.2.17
The signs should be displayed in conjunction with TWOWAY TRAFFIC warning sign W212. Sign W212 should be
located at a distance from the point where two-way traffic
commences, in accordance with Table 3.1 or Figure 3.1.

particularly appropriate during roadworks when a
temporary crossing is taken through a median island.
Temporary diagrammatic signs should be considered for
their greater visibility if traffic volumes or speeds are high
(see Sections
3.6 and 4.10).
Signs W116, W117 or TW116 and TW117 should not be

used to indicate a road narrows situation on an undivided
roadway (see Subsections 3.3.9, 3.4.23 and 3.4.24).
BEGINNING OF DUAL ROADWAY

For dimensions
ref. Vol. 4
pages
COLOURS:
PERMANENT
Triangle:
Red retroreflective
Symbol:
Black semi-matt
3.2. 18
3.2.19
TEMPORARY
Triangle:
Red retroreflective
Symbol:
Black semi-matt
3.2.8 Beginning of Dual Roadway

1
The BEGINNING OF DUAL ROADWAY warning signs

W118 and W119 are to warn road users that a twoway roadway is ending and that a one-way roadway
is about to be entered at which point a physical
median island will commence.
The signs should be displayed in accordance with the

provision of Table 3.1 or Figure 3.1. These distances
should be adjusted if the geometric layout of the
BEGINNING OF DUAL ROADWAY being signed
requires special treatment.
Sign W118 should be used in advance of a situation

where the median island commences when the
roadway being signed follows, and sign W119 in
advance of a situation where the median island
commences when the roadway being signed deviates
to the left, from the principal alignment of the
approach road whether this be straight or curved.

particularly appropriate during roadworks when a
temporary crossing is taken through a median island to
return traffic to the normal dual roadway width at the
end of a construction site. Temporary diagrammatic
signs should be considered for their greater visibility if
traffic volumes or speeds are high (see Sections 3.6 and
4.10) .
WARNING
SADC- RTSM -VOL 1
MAY 2012
3.3.1
DIRECTION OF MOVEMENT
TRAFFIC CIRCLE
For dimensions
ref. Vol. 4
page
COLOURS:
PERMANENT
Triangle:
Red retroreflective
Symbol:
Black semi-matt
3.3. 1
TEMPORARY
Triangle:
Red retroreflective
Symbol:
Black semi-matt
3.3.1 Traffic Circle

CIRCLE JUNCTION sign GD8 is displayed.
1 The TRAFFIC CIRCLE warning sign W201 is to warn

approaching road users that the direction of
movement at the junction ahead is clockwise
round the mini circle or roundabout.
2
The sign should be displayed in advance of a mini circle or

roundabout at a distance in accordance with the
design speed of the road and the safe speed at which the
mini circle or roundabout can be negotiated. Figure 3.1
should be used to determine the appropriate distance.
The sign shall not be displayed on any approach to a

mini circle or roundabout which is not operating under the
normal priority control system applicable to mini circles
and roundabouts. (MAP-TYPE direction signs should be
used especially if RIGHT OF WAY signs IN7 have been
displayed on the principal approaches to the junction.)
Temporary warning sign TW201 may be used under the

same circumstances as a permanent TRAFFIC CIRCLE
warning sign when a temporary traffic circle is created to
deal with traffic on a roadworks detour.
The sign should normally not be displayed on an approach to a roundabout where a MAP-TYPE TRAFFIC
GENTLE CURVE
For dimensions
ref. Vol. 4
page
COLOURS:
PERMANENT
Triangle:
Red retroreflective
Symbol:
Black semi-matt
3.3.2
3.3.3
TEMPORARY
Triangle:
Red retroreflective
Symbol:
Black semi-matt
3.3.2 Gentle Curve

1
The GENTLE CURVE warning signs W202 and W203 are

to warn road users of a gentle curve ahead to
right or to left.
These signs should be displayed in advance of an

obscured curve that can only be negotiated comfortably by reducing speed by one tenth to one third of the
operating speed of traffic travelling on the preceding
straight. The comfortable safe speed should be determined by actual trial runs. Figure 3.1 should be used
MAY 2012
to determine the advance distance for location of the

sign. The advisory safe speed may be indicated by
displaying a supplementary information plate below the
sign on the same post (see Section 3.6).
3

used under the same circumstances as permanent
GENTLE CURVE warning signs when gentle curves
exist within detours created at roadworks sites.
SADC-RTSM - VOL1
WARNING
3.3.2
SHARP CURVE
For dimensions
ref. Vol. 4
pages
COLOURS:
3.3.4
3.3.5
-
PERMANENT
Triangle:
Red retroreflective
Symbol:
Black semi-matt
TEMPORARY
Triangle:
Red retroreflective
Symbol:
Black semi-matt
3.3.3 Sharp Curve

1
The SHARP CURVE warning signs W204 and W205 are

to warn road users of a sharp curve ahead to the right
or to the left.

obscured curve that can only be negotiated comfortably
by reducing speed by more than one third of the
operating speed of traffic travelling on the preceding
straight. The comfortable safe speed should be
determined by actual trial runs.
entering speed for the preceding straight and the

safe speed determined from the trial runs. Figure 3.1
should be used to determine the advance distance.
The advisory safe speed may be indicated by
displaying a supplementary information plate below
the sign on the same post (see Section 3.6).
4
The signs should be located in advance of the beginning

of the curve at a distance dependent on the
average

SHARP CURVE warning signs when sharp curves exist
within detours created at roadworks sites.
HAIRPIN BEND
COLOURS:
PERMANENT
Triangle:
Red retroreflective
Symbol:
Black semi-matt
For dimensions
ref. Vol. 4
pages
3.3.6
TEMPORARY
Triangle:
Red retroreflective
Symbol:
Black semi-matt
Background: Y ellow retroreflective
3.3.7
3.3.4 Hairpin Bend

1
The HAIRPIN BEND warning signs W206 and W207

are to warn road users of a sharp bend ahead which
results in an almost complete change of direction
to the right or to the left.

obscured sharp bend that can only be negotiated by
reducing speed by more than half of the operating
speed of traffic travelling on the preceding straight.
The signs should be located in advance of the

beginning of the curve at a distance dependent on
WARNING
the average entering speed for the preceding

straight and the safe speed determined from the
trial runs. Figure 3.1 should be used to determine the
advance distance. The advisory safe speed may be
indicated by displaying a supplementary information
plate below the sign on the same post (see Section
3.6).
4
Temporary warning signs TW206 and TW207 may

be used under the same circumstances as
permanent HAIRPIN BEND warning signs when
hairpin bends exist within detours at roadworks
sites.
SADC-RTSM - VOL1
MAY 2012
3.3.3
WINDING ROAD
COLOURS:
PERMANENT
Triangle:
Red retroreflective
Symbol:
Black semi-matt
For dimensions
ref. Vol.4
pages
3.3.8
3.3.9
TEMPORARY
Triangle:
Red retroreflective
Symbol:
Black semi-matt
3.3.5 Winding Road

1
The WINDING ROAD warning signs W208 and W209 are

to warn road users of a series of curves in the
road ahead. These signs should be displayed in advance of a section of road in which a number of reverse
curves exist such that the safe comfortable speed is
considerably below that for the remainder of the road.
Signs W208 and W209 should be displayed where:

(a) speed should be reduced by one tenth to one third
of the operating speed of traffic travelling on the
preceding straight; or
(b) the length of the straight between curves is less
than 120m; or
(c) the nature of the reverse curves is not obvious to
approaching traffic and therefore constitutes a hazard.
The sign symbol should be chosen so that it correctly

represents the direction of curvature of the first curve in
the series; W208 when the first curve is to the right and
W209 when the first curve is to the left.
The length of a section of road consisting of several

succeeding reverse curves should be displayed to the
MAY 2012
nearest kilometre on a supplementary plate below sign

W208 or W209 and on the same post. If the section is
longer than 10 km the sign should be repeated every10
km with the reduced distances displayed (see Section
3.6).
5
Individual curves where speed should be reduced by

more than one third of the operating speed of traffic
travelling on the preceding winding road section should be
indicated by the appropriate SHARP CURVE warning
signs W204 or W205, or HAIRPIN BEND warning signs
W206 or W207.
Signs W208 and W209 should be located in advance of

the beginning of the winding section of road at a
distance dependent on the average entering speed for the
preceding straight. Figure 3.1 should be used to
determine the advance distance.

WINDING ROAD warning signs on winding detours at
roadworks sites.
SADC-RTSM - VOL1
WARNING
3.3.4
I'
COMBINED C URVES
COLOURS:
For dimensions
ref. Vol. 4
pages
PERMANENT
Triangle:
Red retroreflective
Symbol:
Black semi-matt
3.3.10
3.3.11
TEMPORARY
Triangle:
Red retroreflective
Symbol:
Black semi-matt
TW210
3.3.6 Combined Curves

1
The COMBINED CURVES warning signs W210 and

W211 are to warn road users of a. combination of two
sharp curves in opposite directions.
Signs W210 and W211 should be displayed where:

(a) speed should be reduced by more than one third of
the operating speed of traffic travelling on the preceding straight; or
(b) the length of the straight between curves is less
than 120 m; or
(c) the nature of the reverse curves is not obvious to
approaching traffic and is therefore a hazard.
These signs should be located in advance of the

beginning of the curve at a distance dependent on the
average entering speed for the preceding straight and
the safe speed determined from the trial runs. Figure
3.1 should be used to determine the advance distance.
The advisory safe speed may be indicated by
displaying a supplementary information plate below
the sign on the same post (see Section 3.6).

COMBINED CURVES warning signs when combined
curves exist within detours at roadworks sites.
Sign W210 is for a combined curve to the right and then

to the left. Sign W211 is for a combined curve to the
left and then to the right.
TWO-WAY TRAFFIC
COLOURS:
For dimensions
ref. Vol. 4
page
PERMANENT
Triangle:
Red retroreflective
Symbol:
Black semi-matt
3.3.12
TEMPORARY
Triangle:
Red retroreflective
Symbol:
Black semi-matt
3.3.7 Two-way Traffic

1
The TWO-WAY TRAFFIC warning sign W212 is to warn

road users in a one-way roadway that the roadway ahead
carries traffic in both directions.
Sign W212 should be displayed where a one-way roadway

becomes a two-way roadway either at the end of a dual
roadway or beyond a junction. The sign may also be used
in similar circumstances where it is, for some reason,
unclear to drivers that two-way traffic exists on a roadway.
The sign should be located at a distance in advance of the

point where the actual two-way traffic is achieved at normal
roadway width in accordance with the provisions of Table
3.1 or Figure 3.1.
WARNING
It is recommended that the sign be displayed on both sides

of the one-way roadway when the median island permits
and that it be used in conjunction with END OF DUAL
ROADWAY warning signs W116 and W117 (see
Subsection 3.2.7).

same circumstances as the permanent TWO-WAYTRAFFIC warning sign. Detours at roadworks sites commonly
result in the temporary use of a one way roadway to carry
two-way traffic. The use of HIGH VISIBILITY warning
signs or diagrammatic signs is highly recommended in
such situations (see Sections 3.6 and 4.10).
SADC-RTSM - VOL1
MAY 2012
3.3.5
I'
TWO-WAY TRAFFIC CROSSROAD

For dimensions
ref. Vol. 4
page
COLOURS:
PERMANENT
Triangle:
Red retroreflective
Symbol:
Black semi-matt
3.3.13
TEMPORARY
Triangle:
Red retroreflective
Symbol:
Black semi-matt
3.3.8 Two-way Traffic Crossroad

1
The TWO-WAY TRAFFIC CROSSROAD warning sign

W213 is to warn road users moving in a one-way
street network that the next crossroad carries
two-way traffic.
Sign W213 should only be displayed in urban areas at the
limits of urban one-way street systems when a
subsequent cross-street is operating under two-way
traffic conditions. It may commonly be required to be
displayed in a one-way street which intersects a two-way
street and
in such circumstances should be displayed on both

sides of the one-way roadway.
3
The sign should be located at least 60 m in advance of

the crossroad and preferably up to half a city block if
this exceeds 60 m.
Temporary warning sign TW213 may be used on an

intersecting side road if the roadway ahead, normally a
one-way roadway, is temporarily operating as a two-way
roadway as part of a roadworks detour.
LANE ENDS
For dimensions
ref. Vol. 4
page
COLOURS:
PERMANENT
Triangle:
Red retroreflective
Symbol:
Black semi-matt
3.3.14
3.3.15
TEMPORARY
Triangle:
Red retroreflective
Symbol:
Black semi-matt
3.3.9 Lane Ends

1
The LANE ENDS warning signs W214 and W215 are to

warn road users that in the direction in which they
are moving the roadway ahead is reduced in width
by a full lane from the right side or from the left
side.
Signs W214 and W215 may be displayed on sections of

minor Class "B", Class "C" or Class "D" roadways where
a lane is ended. These signs shall NOT be displayed to
indicate a reduction in width of roadway other than by a
full lane width. If the roadway is reduced in width by
less than a lane width and the number of lanes marked is
not reduced ROAD NARROWS FROM BOTH SIDES
warning sign W328 or ROAD NARROWS FROM ONE
SIDE ONLY warning signs W329 or W330 should be
used as appropriate.
When a lane is ended on a freeway or major Class "B"

road the use of the appropriate diagrammatic signs as
MAY 2012
detailed in Section 4.10 is highly recommended in

preference to signs W214 or W215.
4
Signs W214 and W215 should be located in advance of

the start of the lane ends taper in accordance with the
provisions of Table 3.1 or Figure 3.1.

used under similar circumstances to the permanent LANE
ENDS warning signs at roadworks and other temporary
traffic management operations such as roadblocks or
traffic surveys. The use of signs TW214 and TW215
should be limited to sites carrying light traffic and for short
time periods. The use of temporary diagrammatic signs
as detailed in Section 4.10 is highly recommended for any
temporary traffic management operation dealing with
moderate or greater traffic flows for periods greater than
a few hours.
SADC-RTSM - VOL1
WARNING
3.3.6
I'
CONCEALED DRIVEWAY
For dimensions
ref. Vol. 4
pages
COLOURS:
PERMANENT
Triangle:
Red retroreflective
Symbol:
Black semi-matt
3.3.16
3.3.17
3.3.18
TEMPORARY
Triangle:
Red retroreflective
Symbol:
Black semi-matt
TW217
TW216
3.3.10
1
TW218
Concealed Driveway
The CONCEALED DRIVEWAY warning signs W216,

W217 and W218 are to warn road users that, due to
restricted sight distance vehicles entering the
roadway ahead from driveways on the right, or the
left, or both sides, may constitute a hazard and that
extra caution should be exercised.
The reason for concealment will normally be a

combination of horizontal or vertical curvature and/or
encroaching vegetation.
The signs should be located in advance of the section of

roadway on which the hazard may occur in accordance
with the operating speed of the road. They should be
located as indicated in Table 3.1 or in Figure 3.1.
From experience of the particular roadway it may be of

advantage to add a supplementary advisory speed or
distance plate below the sign on the same post. (See
Section 3.6)
Temporary warning signs TW216, TW217 and TW218

may be used under the same circumstances as permanent
CONCEALED
DRIVEWAY warning
signs
when
temporary detours at roadworks sites result in conditions
of reduced visibility of access points to the roadway.
Signs W216 and W217 should be displayed in advance of

a section of a roadway to indicate that one or more
concealed driveways exist to the right or left respectively. Sign W218 may be displayed if the concealed
driveways occur on both sides of the roadway. It is
intended that the symbolic indication of a winding road be
typical only. However, if it is required to make the
symbol more specific this may be achieved by modifying
the main direction of movement arrow e.g. if the
condition creating a concealed entrance is a crest
vertical curve on an otherwise straight road a straight
direction of movement arrow may be used.
WARNING
SADC-RTSM - VOL1
MAY 2012
SYMBOLIC
3.4.1
TRAFFIC SIGNALS AHEAD
COLOURS:
For dimensions
ref. Vol. 4
page
PERMANENT
Triangle:
Red retroreflective
Symbol:
Red, yellow and green
retroreflective on
black semi-matt
TEMPORARY
Triangle:
Red retroreflective
Symbol:
Red, yellow and green
retroreflective on black
semi-matt
3.4.1
3.4.1 Traffic Signals Ahead

1
The TRAFFIC SIGNALS AHEAD warning sign W301 is

to warn road users of the presence of a traffic
control signal ahead.
Subject to the other requirements in (3.4.1.2) above, a

TRAFFIC SIGNALS AHEAD warning sign, which has
been displayed in advance of a new traffic signal
installation, may be removed after a period of three
months.
These signs should be located in advance of a traffic

signal in accordance with the design speed of the road.
They should be located as indicated in Table 3.1 or
Figure 3.1.
Temporary warning sign TW301 should be used in

advance of any temporary traffic signal.
Sign W301 should be displayed in advance of:

(a) any isolated or new traffic control signal installation;
(b) any junction controlled by traffic signals where
approach speeds are 70 km/h or more, or where the
signal is not visible within 180 m of the junction;
(c) an isolated or midblock pedestrian crossing controlled
by traffic signals.
TRAFFIC CONTROL "STOP" AHEAD
COLOURS:
PERMANENT
Triangle:
Red retroreflective
Symbol:
White & red
retroreflective
TEMPORARY
Triangle:
Red retroreflective
Symbol:
White & red
retroreflective
For dimensions
ref. Vol. 4
page
3.4.2
3.4.2 Traffic Control "Stop" Ahead

1
The TRAFFIC CONTROL "STOP" AHEAD warning

sign W302 is to warn road users of the presence of a
STOP sign R1, ahead.
Sign W302 may be displayed in advance of a STOP
sign R1, when visibility of the STOP sign is restricted
due to road alignment or encroaching vegetation. It
may also be displayed for a limited period of time in
advance of a new STOP sign R1, until drivers are used to
the control.
These signs should be located in accordance with the
operating speed of approaching traffic and the provi-
MAY 2012
sions of Table 3.1 or Figure 3.1. The use of a

supplementary distance information plate is recommended
to advise drivers of the distance to the STOP control,
particularly if the STOP sign is not visible from the
W302 sign (see Section 3.6).
4

same
circumstances
as
permanent
TRAFFIC
CONTROL "STOP" AHEAD warning signs when
temporary STOP controls exist at roadworks sites.
SADC - RTSM - VOL 1
WARNING
I'
3.4.2
SYMBOLIC
TRAFFIC CONTROL YIELD AHEAD

For dimensions
Ref. Vol. 4
page
3.4.3
COLOURS:
PERMANENT
Triangle:
Symbol:
Background:
TEMPORARY
Triangle:
Symbol:
Background:
Red retroreflective
White & red retroreflective
Red retroreflective
3.4.3 Traffic Control "Yield" Ahead

1
The TRAFFIC CONTROL "YIELD" AHEAD warning sign

W303 is to warn road users of. the presence of a
YIELD sign R2, ahead.
Sign W303 may be displayed in advance of a YIELD

sign R2, when visibility of the YlELD sign is restricted
due to road alignment or encroaching vegetation. It
may also be displayed for a limited period of time in
advance of a new YlELD sign R2, until drivers are used
to the control.
of Table 3.1 or Figure 3.1. The use of a supplementary

distance information plate is recommended to advise
drivers of the distance to the YlELD control, particularly
if the YIELD sign is not visible from the W303 sign (see
Section 3.6).
4

same circumstances as permanent TRAFFIC
CONTROL "YIELD" AHEAD warning signs when
temporary YIELD controls exist at roadworks sites.
These signs should be located in accordance with the

operating speed of approaching traffic and the provisions
TRAFFIC CONTROL AHEAD

For dimensions
ref. Vol. 4
page
COLOURS:
TEMPORARY
Triangle:
Red retroreflective
Symbol:
Black semi-matt
3.4.4
3.4.4 Traffic Control Ahead

1
The TRAFFIC CONTROL AHEAD warning sign TW304

is to warn road users that there is an officer
ahead who is controlling traffic on a temporary
basis.
The sign should be portable and should be displayed only

for the period during which the control is in operation. The
reverse side of portable signs shall be marked with
alternating black and yellow horizontal stripes 150 mm
wide.
Sign TW304 should, where possible, be located in

advance of the officer exercising traffic control in
accordance with the operating speed of approaching
traffic and the provisions of Table 3.1 and Figure 3.1.
WARNING
In the event that it is not possible for the officer

exercising traffic control to transport the temporary sign
on a daily basis, consideration may be given to
installing a sign permanently. In this case the sign
should be manufactured in such a way that the
message can be hidden during the times of day when
the sign is not applicable. This can be achieved by
using an extra plate, hinged on the vertical centreline of
the sign, and of half sign size, which can be turned to
hide the message and show a blank face. The blank
sign should display a semi-matt grey colour.
SADC - RTSM - VOL 1
MAY 2012
SYMBOLIC
3.4.3
SCHOLAR PATROL AHEAD
For dimensions
ref. Vol. 4
page
COLOURS:
TEMPORARY
Triangle:
Red retroreflective
Symbols:
Black semi-matt &
3.4.5
3.4.5 Scholar Patrol Ahead

1
The SCHOLAR PATROL AHEAD warning sign shall only be

used as a temporary warning sign TW305 and is to warn
road users that a temporary scholar patrol is operating
ahead. The scholar patrol crossing shall be properly
marked in accordance with provisions of Chapter7.
Sign TW305 should be a temporary portable sign and

should be displayed only for the period during which the
scholar patrol is in operation. The reverse side of portable
signs shall be marked with alternating black and yellow
horizontal stripes 150 mm wide.
These signs should be displayed in the centre of a

two-way roadway or on the left side of the median island of
a dual roadway and should be of the size given in
Table 3.1. It is recommended that when the signs are

mounted in a sunken socket in the roadway that where
possible this and the sign post be of a square section to
prevent the swivelling of the sign due to wind.
4
Pedestrian crossings subject to part-time control by

scholar patrols should be preceded by permanent
PEDESTRIAN CROSSING warning signs W306 and
CHILDREN warning signs W308 (see Subsections
3.4.6 and 3.4.8).
These signs should where possible be located at least

60 m ahead of the crossing. In rural areas Table 3.1 is
applicable.
PEDESTRIAN CROSSING
For dimensions
ref. Vol. 4
page
3.4.6
COLOURS:
PERMANENT
Triangle:
Red retroreflective
Symbol:
Black semi-matt
TEMPORARY
Triangle:
Red retroreflective
Symbols:
Black semi-matt
3.4.6 Pedestrian Crossing

1
The PEDESTRIAN CROSSING warning sign W306 is to

warn road users of a marked pedestrian crossing ahead.
Sign W306 should, where possible, be displayed not

less than 90 m or more than 180 m in advance of any
block-marked pedestrian crossing. In addition, if the
block-marked crossing is primarily for school children a
CHILDREN warning sign W308, should be placed a
MAY 2012
suitable distance in advance of sign W306. A pedestrian

crossing controlled by a traffic signal should be
preceded by a TRAFFIC SIGNALS AHEAD warning
sign W301, as detailed in Subsection 3.4.1
3
A temporary warning sign TW306 should be used if a

temporary pedestrian crossing is installed as part of a
roadworks detour.
SADC - RTSM - VOL 1
WARNING
SYMBOLIC
3.4.4
PEDESTRIANS
COLOURS:
For dimensions
ref. Vol. 4
page
PERMANENT
Triangle:
Red retroreflective
Symbol:
Black semi-matt
TEMPORARY
Triangle:
Red retroreflective
Symbol:
Black semi-matt
3.4.7
3.4.7 Pedestrians
1
The PEDESTRIANS warning sign W307 is to warn

road users of the possible presence of above
average numbers of pedestrians ahead.
Sign W307 is intended for use where a formal

pedestrian crossing point has not been marked in
accordance with the provisions of Chapter 7. It
should normally be reserved for areas or sections of
road where pedestrian activities are significantly
higher than normal. This applies particularly in rural
areas. The use of a supplementary advisory speed
plate, may be considered for use with PEDESTRIANS
warning signs. In addition if the section of road on which
pedestrian activities are significantly higher than normal

exceeds 2 km the sign should be repeated at suitable
intervals, not greater than 2 km apart. When used, a
supplementary plate should be mounted below the
warning sign on the same post (see Section 3.6).
3
Since sign W307 commonly refers to sections of road the

location of the sign should be sited to result in the best
possible visibility of the sign consistent with the provisions of
Figure 3.1.

same circumstances as permanent PEDESTRIANS
warning signs if roadworks detours cross well used
pedestrian routes.
CHILDREN
For dimensions
ref. Vol. 4
page
COLOURS:
PERMANENT
Triangle:
Red retroreflective
Symbol:
Black semi-matt
3.4.8
3.4.8 Children
1
The CHILDREN warning sign W308 is to warn road

users of the possible presence of children near
schools, playgrounds, sports fields or other places
ahead.
Sign W308 should, where possible, be displayed not
less than 90 m, nor more than 180 m in advance of a
point or area where children may be expected. The
CHILDREN warning sign may be appropriate some
distance from a school particularly if a system of "safe
routes" to the school has been established for children.
If there is a combination of pedestrian and cyclist
WARNING
children present the CHILDREN warning sign W308

should be used in preference to the CYCLISTS
warning sign W309 (see Subsection 3.4.9).
3
Since many school activities continue into late afternoon

or evening the use of fully retroreflective signs is
recommended.
A temporary version of sign W308 is unlikely to be used,

but if required should be numbered and referred to as
TW308.
SADC - RTSM - VOL 1
MAY 2012
CYCLES
For dimensions
Ref. Vol. 4
page
3.4.9
COLOURS:
PERMANENT
Triangle:
Red retroreflective
Symbol:
Black semi-matt
TEMPORARY
Triangle:
Red retroreflective
Symbol:
Black semi-matt
3.4.9 Cycles
1
The CYCLES warning sign W309 is to warn road users

of the possible presence of cycles ahead.
Sign W309 should preferably be displayed on sections of

roadway where a significant volume of cyclists cross or
travel along the roadway and no separate provision such
as a cycle lane or track has been made. When a separate
cycle facility is provided the use of sign W309 should
normally be reserved for places where such facilities cross
roadways. If the section is longer than 2 km the sign should
be repeated at suitable intervals. A supplementary
distance information plate may be displayed below
sign.
W309 and mounted on the same post (see Section 3.6).

3
It is generally not necessary to use the sign near schools

to
supplement
the
CHILDREN
warning
sign
W308.However, if separate cycle facilities exist near a
school, sign W309 may be the more appropriate warning
sign at places where such facilities cross roadways,
particularly if there are few children other than cyclists
present.
A temporary warning sign TW309 may be specified if a

roadworks detour is located adjacent to a previously
separate cycle facility.
FARM ANIMALS
For dimensions
ref. Vol. 4
pages
COLOURS:
PERMANENT
Triangle:
Red retroreflective
Symbol:
Black semi-matt
TEMPORARY
Triangle:
Red retroreflective
Symbol:
Black semi-matt
3.4.10
3.4.11
3.4.12
TW311
3.4.10
Farm Animals
The FARM ANIMALS warning signs W310 (CATTLE),

W311 (HORSES) and W312 (SHEEP) are to warn
road users of the possible presence of cattle,
horses or sheep either crossing or straying in the
roadway ahead.
Signs W310, W311 or W312 should be displayed where

straying live-stock may create a hazard.
The signs should be located in advance of such a

section in accordance with the provisions of Figure 3.1.
If the section is more than 2 km in length the distance
should be displayed on a supplementary distance information plate, mounted on the same post below the
main sign and the sign should be repeated at suitable
intervals (see Section 3.6).
MAY 2012
Temporary warning signs TW310 (CADLE), TW311

(HORSES) or TW312 (SHEEP) should be displayed in
advance of regular live-stock crossings of the roadway.
These signs should be portable and should be placed
in position by the person tending the live-stock. They
should be removed when the crossing activities are
complete.
The portable signs should be located on each approach

to the crossing point to be used, each at a distance as
given by Table 3.1 or Figure 3.1 subject to a minimum of
150m.
The reverse side of portable signs shall be marked with

black and yellow 150 mm horizontal stripes.
SADC - RTSM - VOL 1
WARNING
3.4.6
SYMBOLIC
I'
WILD ANIMALS
COLOURS:
For dimensions
ref. Vol. 4
pages
PERMANENT
Triangle:
Red retroreflective
Symbol:
Black semi-matt
3.4.13
3.4.57
3.4.58
3.4.59
3.4.11
Wild Animals Ahead
WILD ANIMALS AHEAD warning signs W313

(GENERAL), W357 (ELEPHANT), W358 (WARTHOG),
and W359 (HIPPO) are to warn road users of the
possible presence of wild animals, or specifically
elephant, warthogs or hippo straying in the
roadway ahead.
Signs W313, W357, W358 and W359 should be

displayed in advance of sections of roadway where
straying wild animals create a hazard. If the hazard
relates to wild animals in general, sign W313 should be
used. If, however, a specific breed of animal is a problem
the use of the appropriate sign W357, W358 or W359 is
recommended.
The sign should be located in accordance with the

provisions of Figure 3.1. If the section is more than 2
kilometres in length the distance should be displayed on
a supplementary distance
information
plate,
mounted on the same post below the main sign and the
sign should be repeated at suitable intervals (see Section
3.6).
Temporary versions of signs W313, W357, W358 and

W359 are unlikely to be used, but if required should be
numbered and referred to as TW313, TW357, TW358 and
TW359 respectively.
GATE
COLOURS:
PERMANENT
Triangle:
Red retroreflective
Symbol:
Black semi-matt
For dimensions
ref. Vol. 4
page
3.4.14
3.4.12 Gate
1
The GATE warning sign W314 is to warn road users

that the roadway ahead may be closed by a gate, or
that a railway crossing with gates, booms or
barriers is ahead.
Sign W314 may be used in conjunction with a

RAILWAY CROSSING warning sign W318 to warn
drivers of a railway crossing with gates, booms or barriers
(See Subsection 3.4.14).
WARNING
The sign should be displayed in advance of the hazard at

a distance in accordance with the design speed of the
road. These signs should be located and sized as
indicated in Table 3.1 or Figure 3.1.
A temporary version of sign W314 is unlikely to be

used, but if required should be numbered and referred to
as TW314.
SADC- RTSM - VOL 1
MAY 2012
SYMBOLIC
3.4.7
MOTOR GATE
For dimensions
Ref. Vol. 4
page
3.4.15
3.4.16
3.4.17
COLOURS:
PERMANENT
Triangle:
Red retroreflective
Symbol:
Black semi-matt
3.4.13
Motor Gate
addition to signs W315, W316 or W317. Sign W327
should, when used in addition, be located a distance "V"
metres in advance of the MOTOR GATE sign (where "V"
is the operating speed in km/h).
1 The MOTOR GATE warning signs W315, W316 and

W317 are to warn road users that a motor gate is
ahead on the right side, the left side or in the centre of the
roadway.
2
Signs W315 and W316 should be displayed to warn

drivers that a motor gate is situated ahead on the right
side or left side of the roadway. Sign W317 should be
displayed when the motor gate is situated centrally in the
roadway. Where the motor gate does not extend over
the full width of the roadway consideration should be given
to displaying a ONE VEHICLE WIDTH STRUCTURE
warning sign W327 instead of, or in
3
4
These signs should be located in advance of the hazard and be of a size, and at a distance as given in Table3.1.
Temporary versions of signs W315, W316 and W317 are
unlikely to be used, but if required should be numbered
and referred to as TW315, TW316 and TW317.
RAILWAY CROSSING
For dimensions
ref. Vol. 4
page
COLOURS:
PERMANENT
Triangle:
Red retroreflective
Symbol:
Black semi-matt
TEMPORARY
Triangle:
Red retroreflective
Symbol:
Black semi-matt
3.4.14
3.4.18
Railway Crossing
Sign W314 should be located a distance "V" metres in
advance of the RAILWAY CROSSING sign (where "V" is
the operating speed in km/h).
The RAILWAY CROSSING warning sign W318 is to

warn road users that a railway crossing is ahead.
An additional sign W318 may also be displayed on the

right-hand side of the roadway f or extra emphasis.
The sign should be located in advance of the hazard,

and be of a size, and at a distance as given in Table
3.1.
Typical sign and road marking sequences for various

classes of railway crossing protection are given in
Temporary warning sign TW318 may be used to warn of

a temporary railway crossing created as a result of
roadworks or railway detours.
At railway crossings with gates, booms or barriers,

GATE warning sign W314 should also be displayed.
MAY 2012
SADC - RTSM - VOL 1
WARNING
3.4.8
SYMBOLIC
TUNNEL
COLOURS:
For dimensions
ref. Vol. 4
page
PERMANENT
Triangle:
Red retroreflective
Symbol:
Black semi-matt
3.4.19
3.4.15
Tunnel
hazard at a distance dependent on the operating
speed of traffic. Figure 3.1 should be used to
determine the appropriate distance.
1 The TUNNEL warning sign W319 is to warn road users

of the presence of a tunnel on the roadway ahead
in which the use of headlights may be required.
2 Sign W319 should also be displayed on the approach
to a tunnel that is not visible from a point at least 150
m in advance of the tunnel entrance.
3
A temporary version of sign W319 is most unlikely to

be used, but if required should be numbered and
referred to as TW319.
The sign should be displayed in advance of the
HEIGHT RESTRICTED
COLOURS:
PERMANENT
Triangle:
Red retroreflective
Symbol:
Black semi-matt
Legend
Din 1451 Style B
TEMPORARY
Triangle:
Red retroreflective
Symbol:
Black semi-matt
Legend
Din 1451 Style B
For dimensions
ref. Vol. 4
page
3.4.20
3.4.16 Height Restricted

1
(a) a height gauge located ahead of a railway crossing over which overhead electrical power cables
are installed; or
(b) an overhead structure;
is restricted.
2
DANGER PLATES signs W415. A typical sign arrangement for a height restricted site is given in Volume 2.
The HEIGHT RESTRICTED warning sign W320 is to

warn road users that the clearance of:
Sign W320 should be displayed in advance of a height

gauge or overhead structure when the clearance over any
portion of the roadway is less than 4,7 m. The clearance
height shown should be the same as shown on the
HEIGHT LIMIT sign R204, which sign shall be displayed
on the overhead structure flanked by two OVER HEAD
WARNING
Sign W320 should be located in advance of the height

restriction in accordance with the design speed of the
road. The sign shall be of a size as indicated in Table 3.1.
Sign W320 may, however, be located some distance from
the hazard and in such circumstances should be
supplemented by a distance information plate, giving
the distance to the hazard (see Section 3.6).
Temporary sign TW320 may be used under the same

circumstances as permanent HEIGHT RESTRICTED
warning signs if construction or maintenance work
requires that the normal height restriction at a structure
be temporarily reduced.
SADC- RTSM - VOL 1
MAY 2012
SYMBOLIC
3.4.9
LENGTH RESTRICTED
COLOURS:
PERMANENT
Triangle:
Red retroreflective
Symbol:
Black semi-matt
Legend
For dimensions
Ref. Vol. 4
page
3.4.21
Din 1451 Style B TEMPORARY
TEMPORARY
Triangle:
Red retroreflective
Symbol:
Black semi-matt
Legend
Din 1451 Style B
3.4.17
Length Restricted
The LENGTH RESTRICTED warning sign W321 is to

warn road users that the permissible length of
vehicles is restricted because the lateral clearances to
bridge parapets, retaining walls, road traffic signs or other
road furniture is limited due to road curvature or some
other design feature of construction.
Sign W321 should be displayed in advance of a section of

roadway where the road alignment and cross-section is
such that long vehicles will overhang the inner edge of
the roadway on left-hand curves and the dividing line on
right curves. The restricted vehicle length shown should
be the same as shown on the LENGTH LIMIT sign R205,
which sign shall be displayed in advance of the
restricted section of roadway.
MAY 2012
Sign W321 shall be located in advance of the start of the

length restricted section of roadway in accordance with the
design speed of the road. The sign shall be of a size as
indicated in Table 3.1. Sign W321 may, however, be
located some distance from the hazard and in such
circumstances should be supplemented by a distance
information plate giving the distance to the hazard (see
Section 3.6).

circumstances as permanent LENGTH RESTRICTED
warning signs if a roadworks detour contains sections of
roadway with the characteristics given in (3.4.17.2)
above.
SADC - RTSM - VOL 1
WARNING
STEEP DESCENT AND STEEP ASCENT

For dimensions
ref. Vol. 4
pages
COLOURS:
3.4.22
3.4.23
-
3.4.18
1
Steep Descent and Steep

Ascent
The STEEP DESCENT warning sign W322 is to warn

road users of a steep downhill section of roadway
ahead which may, particularly for heavy vehicles,
constitute a hazard; and the STEEP ASCENT warning
sign W323 is to warn road users of a steep uphill
section of roadway ahead.
Sign W322 should be displayed in advance of a steep

downhill section of roadway with a grade of 5 per cent or
more and a length greater than the distances given in
Table 3.3.
The use of sign W323 for a gradient of less than 5% may

be considered if the gradient continues for a distance of
over 2 km. Such combinations of length and degree of
grade may constitute a potential hazard to heavy vehicles.
Sign W323 should be located in advance of the start of

the downhill grade in accordance with the provisions of
Table 3.1 or Figure 3.1. In the case of conditions as
described in (3.4.18.3) the sign should be located further
from the start of the downhill grade to allow provision of
diagrammatic signs such as "ENGAGE LOW GEAR" sign
GS505 (see Section 4.10). The signs should be "V"
metres apart (where "V" is the operating speed of
normal traffic excluding heavy vehicles in km/h).
TABLE 3.3
Sign W324 may be displayed in advance of an uphill

grade where the nature of the road alignment is such that
the steep uphill grade is not obvious to approaching traffic.
Sign W324 should be located in accordance with the

provisions of Table 3.1 or Figure 3.1.
It is recommended that SUPPLEMENTARY PLATE information sign IN11 be used with signs W323 and W324
to indicate the length and/or steepness of a gradient,
particularly when the gradient is regularly used by heavy
vehicles. SUPPLEMENTARY PLATE sign IN112,
showing the length of the gradient in the form "For 8
km", or IN11.4, showing the slope of the gradient in the
form "1:12", are most appropriate. Under certain
conditions both messages may be combined in one
SUPPLEMEN- TARY PLATE sign. (See Volume 4,
Chapter 9 for dimensional details).

STEEP DESCENT and STEEP ASCENT warning signs
when steep downhill or uphill sections of roadway occur
on roadworks detours.
CRITICAL LENGTHS OF STEEP DESCENT
Grade
5%
PERMANENT
Triangle:
Red retroreflective
Symbol:
Black semi-matt
TEMPORARY
Triangle:
Red retroreflective
Symbol:
Black semi-matt
TABLE 3.3
Minimum length (m)

(1)(2)
1000
7%
300
8%
250
10%
150
90
Steeper
NOTES:
(1) Grades of this order need not normally be signed
unless there are significant numbers of heavy vehicles using the section of roadway.
WARNING
(2) The minimum length of grade given presumes a

curving alignment which will add to the potential
hazard of such grades for heavy vehicles.
SADC - RTSM - VOL

1
MAY 2012
3.4.11
SYMBOLIC
SLOW MOVING HEAVY VEHICLE

COLOURS:
For dimensions
ref. Vol. 4
page
PERMANENT
Triangle:
Red retroreflective
Symbol:
Black semi-matt
TEMPORARY
Triangle:
Red retroreflective
Symbol:
Black semi-matt
3.4.19
3.4.24
Slow Moving Heavy Goods

Vehicles
The SLOW MOVING HEAVY GOODS VEHICLES

warning sign W324 is to warn road users that due to
the steep downhill section of roadway ahead heavy
vehicles may be travelling very slowly in a low gear,
which, combined with reduced visibility conditions due to
road curvature or weather, constitutes a potential
hazard.
Sign W324 should be displayed in advance of a downhill

section of roadway on which significant numbers of slowmoving heavy vehicles are present and visibility is, or
may be, limited, for whatever reason. The sign may
therefore be used in addition to, or in place of, a STEEP
DESCENT sign W322.
The sign should be located in advance of the downhill

section in accordance with the provisions of Table 3.1 or
Figure 3.1 if mounted on the same post as a W322 sign.
If located separately from sign W322 then sign W324
should be located a distance "V" metres in advance of
sign W322 (where "V" is the operating speed in km/h).

same circumstances as the permanent SLOW MOVING
HEAVY VEHICLES warning sign when similar conditions
occur on a roadworks detour.
GRAVEL ROAD BEGINS/ENDS

For dimensions
ref. Vol. 4
pages
COLOURS:
PERMANENT
Triangle:
Red retroreflective
Symbol:
Black semi-matt
TEMPORARY
Triangle:
Red retroreflective
Symbol:
Black semi-matt
3.4.20
1
3.4.25
3.4.63
Gravel Road Begins/Ends
The GRAVEL ROAD BEGINS/ENDS warning signs

W325 and W363 to warn road users that the road
surface on which they are travelling is about to
change from asphalt or concrete to gravel, or vice
versa, and that the point of change in surface, and
the gravel road surface, may require a reduction in
speed.
the change in road surface. The point of change in
surface commonly deteriorates rapidly to the extent
MAY 2012
that it may become a hazard. This condition depends on

levels of maintenance but, although the condition is not
constant, the use of the signs is recommended to warn
drivers to exercise caution.
3
The signs should be located at a distance from the start or

end of the gravel road as indicated by Figure 3.1.
Temporary warning sign TW325 and TW363 may be

warning signs when temporary changes in road surface
occur at roadworks sites.
SADC - RTSM - VOL 1
WARNING
'
NARROW BRIDGE
COLOURS:
PERMANENT
Triangle:
Red retroreflective
Symbol:
Black semi-matt
TEMPORARY
Triangle:
Red retroreflective
- Symbol:
Black semi-matt
For dimensions
ref. Vol. 4
page
3.4.26
3.4.21
Narrow Bridge
The NARROW BRIDGE warning sign W326 is to warn

road users that the width of roadway is reduced
over a short distance at a bridge on the roadway
ahead.
Sign W326 should be displayed in advance of bridge

structures when the clear width over or under the bridge
is more than 1m narrower than the clear width of the
approaching roadway.
The sign should be located in advance of the narrow

bridge at a distance in accordance with the provisions of
Figure 3.1.

same circumstances as a permanent NARROW
BRIDGE warning sign during road construction.
ONE VEHICLE WIDTH STRUCTURE

COLOURS:
PERMANENT
Triangle:
Red retroreflective
Symbol:
Black semi-matt
TEMPORARY
Triangle:
Red retroreflective
Symbol:
Black semi-matt
For dimensions
ref. Vol. 4
page
3.4.27
3.4.22One Vehicle Width Structure

1
The ONE VEHICLE WIDTH STRUCTURE warning

sign W327 is to warn road users that the width of
the structure on the roadway ahead is less than 5m
and that traffic shall stop at the entrance thereto if
a vehicle approaching from the opposite direction
is already on the structure, or so close thereto as
to constitute a danger.
Sign W327 should not be displayed in advance of a
narrow structure which is wide enough to permit two
vehicles to pass. If this structure is a bridge the
NARROW BRIDGE warning sign W326 should be
WARNING
displayed. The ROAD NARROWS FROM BOTH SIDES

warning sign W328 should be used if no structure is
involved. A structure in this sense could include a gate or
motorgate.
3
The sign should be located in advance of the hazard,

and be of a size, and at a distance as given in Table
3.1.
Temporary warning sign TW327 may be required at

construction sites where temporary or partly constructed
structures are in use to carry detour traffic.
SADC - RTSM - VOL 1
MAY 2012
3.4.13
SYMBOLIC
ROAD NARROWS FROM BOTH SIDES

COLOURS:
For dimensions
ref. Vol. 4
page
PERMANENT
Triangle:
Red retroreflective
Symbol:
Black semi-matt
TEMPORARY
Triangle:
Red retroreflective
Symbol:
Black semi-matt
3.4.23
3.4.28
Road Narrows From Both

Sides
The ROAD NARROWS FROM BOTH SIDES warning sign

W328 is to warn road users that the roadway ahead
narrows from both sides.
Sign W328 should be displayed where the width of the

roadway is abruptly reduced and continues at a reduced
width for some distance. The sign need not be displayed on
minor low volume roads with a width of more than 5 m after
narrowing.
The sign should not be displayed for localised narrowing at

a bridge. The NARROW BRIDGE warning sign W326
should rather be displayed in preference.
Sign W328 should be displayed in advance of all sections of roadway with a width of less than 5 m. The sign
should be located in advance of the point where the

narrowing begins in accordance with the provisions of
Table 3.1 or Rgure3.1.
5
Temporary warning sign TW328 may be used within roadworks detours.
Signs W328 and TW328 shall not be used to indicate a road

narrowing by a full lane width in one, or both, directions.
Such a situation, when signed with a warning sign, shall be
signed using a LANE ENDS warning sign W214, W215,
TW214 or TW215 as appropriate or an appropriate
diagrammatic sign (see Section 4.10 and Subsection 3.3.9).
ROAD NARROWS FROM ONE SIDE ONLY

For dimensions
ref. Vol. 4
page
COLOURS:
PERMANENT
Triangle:
Red retroreflective
Symbol:
Black semi-matt
TEMPORARY
Triangle:
Red retroreflective
Symbol:
Black semi-matt
3.4.24
1
3.4.29
3.4.30
Road Narrows From One Side

Only
The ROAD NARROWS FROM ONE SIDE ONLY warning signs W329 and W330 are to warn road users that
the roadway ahead narrows from the right or left
side only.
Signs W329 and W330 should be displayed where the

width of the roadway is abruptly reduced from the right
side or the left side respectively, and continues at a
reduced width for some distance. The sign need not
be displayed on minor low volume roads with a width
of more than 5m after narrowing.
The signs should be displayed in advance of all sections of roadway with a width of less than 5 m. The signs
should be located in advance of the point where the
MAY 2012
narrowing begins in accordance with the provisions of

4
Temporary warning signs 1W329 and 1W330 may be

used within roadworks detours.
Signs W329, W330, 1W329 and 1W330 shall not be

used to indicate a road narrowing by a full lane width.
Such a situation, when signed with a warning sign, shall
be signed using a LANE ENDS warning sign W214,
W215, TW214 or 1W215 as appropriate or an
appropriate diagrammatic sign (see Section 4.10 and
Subsection 3.3.9).
SADC - RTSM - VOL 1
WARNING
I'
UNEVEN ROADWAY
COLOURS:
For dimensions
ref. Vol. 4
page
PERMANENT
Triangle:
Red retroreflective
Symbol:
Black semi-matt
TEMPORARY
Triangle:
Red retroreflective
- Symbol:
Black semi-matt
3.4.31
3.4.25
1
Uneven Roadway
The UNEVEN ROADWAY warning sign W 3 3 1 is to

warn road users that there is a depression or ridge
in the roadway or that the road surface is generally
uneven or potholed.
Sign W331 should be displayed in advance of a section of
uneven or potholed roadway which is hazardous and
requires a reduction in speed. Such a condition would
normally indicate the start of the failure of the road. This
sign should not be used to warn motorists of speed
humps in the roadway.
approaching traffic. Figure 3.1 should be used to determine the appropriate distance.
4
A temporary warning sign TW331

uneven or potholed roadway.
supplemented by an advisory
distance plate and/or repeated at
Section 3.6).
GENERAL WARNING sign TW339 with a supplementary

information plate with the text "Potholes" may be used as
a short term alternative (see Subsection 3.4.32 on page
3.4.33).
This sign should be located in advance of the hazard at

a distance dependent on the operating speed of
should be used for an

The sign may be
speed plate, or a
suitable intervals (see
SPEED HUMPS
COLOURS:
PERMANENT
Triangle:
Red retroreflective
Symbol:
Black semi-matt
TEMPORARY
Triangle:
Red retroreflective
Symbol:
Black semi-matt
For dimensions
ref. Vol. 4
page
3.4.32
3.4.26
Speed Humps
The SPEED HUMPS warning sign W332 is to warn

road users of speed humps on the roadway ahead
which require a reduction in speed.
Sign W332 should be displayed when speed control

humps have been installed to reduce traffic speed in
various environments. UNEVEN ROADWAY warning
sign W331 should not be used to warn traffic of speed
humps.
The sign should be located in advance of the hazard at a

distance dependent on the operating speed or, in the case
of a speed hump immediately after a turn, the
WARNING
average speed at which the hazard can be negotiated

safely. If a number of speed humps are installed the sign
should preferably be located within 30m of the first hump
which should be placed within 50 m of the start of a
section of roadway so that drivers encounter the hump at
low speed. The sign should preferably be supplemented
by an appropriate information plate indicating a
"distance for", a recommended speed or some general
message.
4
Temporary warning sign TW332 may be used when

speed humps are used to reduce speeds at roadworks
sites.
SADC - RTSM - VOL 1
MAY 2012
3.4.15
SYMBOLIC
SLIPPERY ROAD
COLOURS:
For dimensions
Ref. Vol. 4
pages
3.4.33
PERMANENT
Triangle:
Red retroreflective
Symbols:
Black semi-matt
Background: White
retroreflective
TEMPORARY
Triangle:
Red retroreflective
Symbols:
Black semi-matt
Background: Yellow
retroreflective
3.4.27
Slippery Road
The SLIPPERY ROAD warning sign W333 is to warn

road users of abnormally slippery conditions on
the roadway ahead for which a considerable reduction
in speed is necessary.
Sign W333 should be located in advance of the beginning

of the section of slippery roadway in accordance with the
provisions of Table 3.1 or Figure 3.1.The signs should be
repeated at intervals of about 2 km, where necessary.
Alternatively a supplementary distance information plate
may be displayed on the same post below sign W333.
When a section of slippery road is unlikely to be

repaired for some time the use of a permanent sign
is in order. In such instances, if the slippery
condition is occasional and occurs during wet
weather, sign W333 may be supplemented by a
plate with the text "When wet".
Temporary warning sign TW333 should be used if

slippery road conditions occur at roadworks sites or
if the affected roadway is due to be repaired within a
short time period.
FALLING ROCKS
COLOURS:
PERMANENT
Triangle:
Red retroreflective
Symbol:
Black semi-matt
For dimensions
Ref. Vol. 4
pages
3.4.34
3.4.35
TEMPORARY
Triangle:
Red retroreflective
Symbols:
Black semi-matt
3.4.28 Falling Rocks

1
The FALLING ROCKS warning signs W334 and W335 are

to warn road users of the possibility of falling rocks
or stones on the right or left of the roadway ahead.

sections of roadway in loose rock cuttings where broken
rock may be lying on the road surface. If the section is
long the sign should be repeated at regular intervals of
MAY 2012
2km or the affected distance may be displayed on a

SUPPLEMENTARY PLATE sign IN11.2, mounted
below signs W334 or W335 and on the same post for
some time until the rock slope is deemed to have
stabilized.
3
Temporary warning sign TW334 and TW335 may

be required at roadworks sites where freshly opened
cuttings are relatively common. The signs may be
retained.
SADC - RTSM - VOL 1
WARNING
I'
ROADWORKS
COLOURS:
TEMPORARY
Triangle:
Red retroreflective
Symbol:
Black semi-matt
For dimensions
ref. Vol. 4
page
3.4.36
3.4.29
1
Roadworks
The ROADWORKS temporary warning sign TW336 is to

warn road users that temporary road construction,
maintenance or related work is in progress ahead.
It should be noted that the function of this sign has been
broadened from that of "Road Workmen" to the more
general application of ROADWORKS.
Sign TW336 should be displayed in advance of a
roadworks site, however insignificant. For increased
visual impact, sign TW336 may be repeated on the
approach to the roadworks. In the case of a dual
carriageway roadway the signs may also be repeated on
the right-hand side of the roadway if the median width
permits. When used at minor works in a portable form the
reverse side of the sign should be marked with alternating
black and yellow horizontal stripes 150mm wide. These
may be retroreflective for improved visibility.
Supplementary distance information plates are recommended to indicate :

(a)
(b)
the distance to the hazard;

the extent of the work site or detour.
TW336 signs should be located in accordance with the

provisions of Figure 3.1.
The use of sign TW336 should be standardised. Typical

layouts for signing at roadworks are given in Volume 2.
Special care should be taken to differentiate between
when work is in progress and when no work is going on
but roadway conditions are restricted in some way.
Correct procedure in this regard will improve public
perception of roadworks signing practices.
A permanent version of the ROADWORKS warning

sign should not be used.
Sign TW336 may be used on a HIGH VISIBILITY

background as an advance warning sign at major
roadworks sites (see Section 3.6).
WARNING
SADC - RTSM - VOL 1
MAY 2012
3.4.17
SYMBOLIC
GRADER WORKING
COLOURS:
For dimensions
ref. Vo14
page
TEMPORARY
Triangle:
Red retroreflective
Symbol:
Black semi-matt
3.4.30
3.4.37
Grader Working
The GRADER WORKING temporary warning sign

TW337 is to warn road users that a grader is working on
the roadway ahead either on its own or as part of a general
road construction or maintenance site and that it may
constitute a hazard.
Sign TW337 should be displayed as a portable sign in

advance of the section of road being worked by the
grader. When a grader is working on its own on a road
maintenance programme the sign TW337 should be
supplemented with a distance information plate giving the
length of the section being worked. The reverse side of the
portable sign and distance plate should be marked
with alternating black and yellow horizontal stripes

150 mm wide. These may be retroreflective for
improved visibility under poor light conditions (see
Section 3.6).
3
The grader operator shall move the sign forward with his
work so that the distance given is approximately correct for
his maximum working distance ahead of the sign.
The SUPPLEMENTARY PLATE sign IN112 should be

fastened to the same portable stand as the GRADER
WORKING temporary warning sign.
A permanent version of the GRADER WORKING sign

should not be used.
LOOSE STONES
COLOURS:
TEMPORARY
Triangle:
Red retroreflective
Symbol:
Black semi-matt
3.4.31
For dimensions
ref. Vol4
page
3.4.38
Loose Stones
The LOOSE STONES temporary warning sign TW338 is

to warn road users of the presence of loose stones
or gravel on the roadway ahead.
Sign TW338 should be displayed in advance of a freshly

resealed roadway to minimise the risk of loose chippings
or gravel being thrown up which could cause damage to
vehicles. The sign should be portable when used during
resealing work. The reverse side of the portable sign
shall be marked with alternating
MAY 2012
black and yellow horizontal stripes 150 mm wide. These

may be retroreflective for improved visibility under poor
light conditions. A SUPPLEMENTARY PLATE sign
IN11.2 may be used to indicate the length of the
resealing section. The plate should be mounted on the
portable sign frame.
3
A permanent version of sign TW338 is unlikely to be

used but if required it should be numbered and referred to
as W338.
SADC - RTSM - VOL 1
WARNING
GENERAL WARNING
COLOURS:
For dimensions
ref. Vol. 4
page
PERMANENT
Triangle:
Red retroreflective
Symbol:
Black semi-matt
TEMPORARY
3.4.39
Triangle:
Red retroreflective
Symbol:
Black semi-matt
3.4.32
1
General Warning
The GENERAL WARNING sign W339 is to warn road

users that there is a hazard of a general or random
nature in the roadway ahead. The most common use of
this sign should be in its temporary form as TW339.In
keeping with the non-specific nature of the "General
Warning" symbol temporary use of the sign is appropriate
when unplanned events occur which create a normally
short-term hazard.
Sign TW339 should be displayed in advance of a section
of roadway where a random temporary hazard such as
fallen trees, subsidence, burst water mains etc., has
occurred.
The sign will commonly be portable so that it can be

quickly erected, moved or removed as the nature of the
hazard requires.
The reverse side of a portable sign TW339 shall be

marked with alternating black and yellow nonretroreflective horizontal stripes 150 mm wide.
WARNING

distance in accordance with Table 3.1.
A SUPPLEMENTARY PLATE sign IN11.4 with a relevant

text message such as "Ice", "Snow'', "Potholes" or
"Accident", etc., should be displayed immediately below
the sign wherever possible. Maintenance and incident
response units should carry a number of the most
frequently used messages so that road users will receive a
message appropriate to the circumstances prevailing.
Sign TW339 may be used at roadworks sites or detours

if it is considered more appropriate than a ROADWORKS
temporary warning sign, TW336.
At night the sign may be used in conjunction with a yellow

flashing light as provided for in Section 3.6.
The use of permanent GENERAL WARNING sign W339

should be strictly limited, and, when used, it shall be used
with a SUPPLEMENTARY PLATE sign IN11 appropriate
to the circumstances.
SADC - RTSM - VOL 1
MAY 2012
3.4.19
SYMBOLIC
SURFACE STEP
COLOURS:
For dimensions
ref. Vol . 4
page
TEMPORARY
Triangle:
Red retroreflective
Symbol:
Black semi-matt
3.4.33
3.4.40
3.4.4 1
Surface Step
The SURFACE STEP temporary warning signs lW340 and

lW341 are to warn road users of a hazardous change
in the level of the roadway.
Resurfacing operations tend to occur over some distance.

SUPPLEMENTARY PLATE sign IN11.2 are therefore
recommended or signs may be repeated at intervals.
Signs lW340 and lW341 should be displayed in

advance of a section of roadway where there is a significant
difference in level along the length of the roadway, usually as
a result of resurfacing operations. The step will commonly
coincide with the position occupied by a line marking prior to
resurfacing. These signs should be located in advance of the
section of roadway at a distance in accordance with the
provisions of Figure 3.1.
Signs TW340 and TW341 should not be used for

temporary steps across the width of the road surface.
The UNEVEN ROADWAY temporary warning sign
TW331 should be used to warn of such a potential
hazard in accordance with the provisions of Subsection
3.4.25.
Permanent versions of the SURFACE STEP warning

signs are unlikely to be used, but if required they
should be numbered and referred to as W340 and
W341.
Sign lW340 should be used when the right-hand side road

surface is higher than the left, and sign lW341 when the lefthand side road surface is higher than the right.
SOFT SHOULDER
COLOURS:
TEMPORARY
Triangle:
Red retroreflective
Symbol:
Black semi-matt
3.4.34
1
For dimensions
ref. Vol. 4
page
3.4.42
Soft Shoulder
The SOFT SHOULDER temporary warning sign TW342 is

to warn road users that the material of the shoulder is
softer than would be reasonably expected and
constitutes a hazard to anyone wishing to pull off the
roadway.
Sign TW342 should be displayed in advance of sections
of roadway where a soft shoulder is present due to
incomplete road construction or unexpectedly high surface
water or water table conditions. The sign should be
located in advance of the section of roadway
MAY 2012
at a distance in accordance with the operating speed of

approach traffic and the provisions of the graph in
Figure 3.1.
3
The use of a SUPPLEMENTARY PLATE sign IN11.2

with sign TW342 is recommended if the condition exists
for some distance.
A permanent version of the SOFT SHOULDER warning

sign is most unlikely to be used, but if required it should
be numbered and referred to as W342.
SADC - RTSM - VOL 1
WARNING
I'
"STOP/GO" CONTROL AHEAD

COLOURS:
For dimensions
ref. Vol. 4
page
TEMPORARY
Triangle:
Red retroreflective
Symbol:
Black semi-matt
red& white
retroreflective
3.4.43
3.4.35
"Stop-Go" Control Ahead
The "STOP/GO" CONTROL AHEAD temporary warning

sign 1W343 is to warn road users that traffic ahead is
being temporarily controlled by a portable "STOP/GO"
sign R1.5A/R1.58.
Sign 1W343 should be used at roadworks in advance of a

section of roadway which is subject to control by portable
STOP sign R1.5A and GO sign R1.5B. The sign will
commonly be used with temporary ROAD NARROWS
warning signsTW328, TW329 or TW330.SignTW343
signs should be located and sized as indicated in Table 3.1
or Figure 3.1.
When the "STOP/GO" control is not operating, and
sufficient roadway width for two-way traffic is available,

and operation has to continue into the hours of
darkness or outside work time, sign TW343 should be
removed or suitably covered, e.g. at night time. When
one way operation is required outside normal working
hours, a 24-hour system of traffic control must be
implemented such as temporary traffic signal control.
Details of typical sign sequences and operational
characteristics of "STOP/GO" control sites are given in
Volume 2.
4
A permanent version of the "STOP/GO" CONTROL AHEAD

warning sign should not be used.
CONSTRUCTION VEHICLES CROSSING

COLOURS:
TEMPORARY
Triangle:
Red retroreflective
Symbol:
Black semi-matt
For dimensions
ref. Vol. 4
page
3.4.44
3.4.45
TW345
3.4.36
Construction Vehicles
Crossing
The CONSTRUCTION VEHICLES CROSSING temporary warning signs TW344 and TW345 are to warn
road users that temporarily construction vehicles may
enter or cross the roadway ahead, from the left and/or
right side as appropriate, and that unless care is
exercised this may constitute a hazard.
The signs should be located in advance of the junction

in accordance with the design speed of the road
according to Table 3.1 or Figure 3.1. If the junction is
already signed with another junction warning sign or an
advance direction sign care should be taken with the
location of signs TW344 or TW345.
Signs TW344 or TW345 should be displayed on the

approach to a junction or access where construction
vehicles, particularly heavy vehicles, regularly enter or
cross the traffic stream. Sign TW344 should be used
when construction vehicles represent a particular hazard when entering from the left, or the left .and right. If
the hazard is related mainly to construction vehicles
entering from the right, sign TW345 should be used.
These signs are particularly relevant for use at

roadworks or construction sites to warn of the
movements of construction vehicles. Signs should be
correctly oriented to indicate the actual direction from
which construction vehicles are most likely to enter or
leave the roadway and should be covered or moved
when not applicable.
WARNING
SADC - RTSM - VOL 1
MAY 2012
SYMBOLIC
3.4.21
EMERGENCY FLASHING LIGHT
For dimensions
ref. Vol. 4
page
COLOURS:
PERMANENT
Triangle:
Red retroreflective
Symbol:
Yellow flashing light
TEMPORARY
Triangle:
Red retroreflective
Symbol:
Black semi-matt
3.4.37
1
3.4.46
Emergency Flashing Light
The EMERGENCY FLASHING LIGHT warning sign

W346 is to warn road users of a hazard ahead by
means of an intermittent flashing yellow circular
light within the warning sign.
Sign W346 may be installed permanently to draw
attention to road conditions which are unusually
hazardous. The use of sign W346 should be to
supplement some other warning sign to give it added
emphasis.
possible the light from being seen from a direction to

which its indication does not apply.
4

distance in accordance with Table 3.1 provided that if
another warning sign is used the two signs should be
spaced apart a distance "V" metres (where "V" is the
operating speed in km/h).

same circumstances. Sign TW346 may be used as a
temporary portable sign the reverse side of which
should be marked with black and yellow horizontal
stripes.
The yellow flashing light should have a periodicity of

approximately 1 second. The minimum disc shall be
150 mm in diameter (see Subsection 6.2.9.). The sign
shall be of such a design as to render the disc clearly
visible to oncoming traffic and to prevent as far as
TEMPORARY POLICE FLASHING

LIGHT
COLOURS:
TEMPORARY
Triangle:
Red retroreflective
Symbol:
Blue flashing light
3.4.38
1
For dimensions
ref. Vol. 4
page
3.4.47
Temporary Police Flashing

Light
The TEMPORARY POLICE FLASHING LIGHT warning

sign TW347 is to warn road users of the presence of a
temporary STOP sign R1,ahead, which is being
attended by police, or to warn of a collision site or
similar occurrence attended by police.
Sign TW347 is a temporary portable warning sign
incorporating an intermittent flashing blue circular light
which should only be displayed in advance of temporary
"STOP" or other sites attended by police.
The blue flashing light should have a periodicity of
approximately 1 second. The minimum disc diameter
shall be 150 mm (see Subsection 6.2.9.). The sign shall be
of such a design as to render the disc clearly visible to
oncoming traffic and to prevent as far as possible
M AY 2012
the light from being seen from a direction to which its

indication does not apply.
4
The sign should be located at a safe distance consistent

with the likely approach speed of traffic. When used
with another temporary warning sign the TEMPORARY
POLICE FLASHING LIGHT should precede such sign by
a distance of at least 60m in rural areas or 25 m in urban
areas.
The reverse side of a portable sign TW347 shall be

marked with 150 mm black and yellow horizontal stripes.
A permanent version of the TEMPORARY POLICE

FLASHING LIGHT warning sign should not be used.
SADC - RTSM - VOL 1
WARNING
JETTY EDGE OR RIVER BANK

For dimensions
ref. Vol4
page
COLOURS:
PERMANENT
Triangle:
Red retroreflective
Symbol:
Black semi-matt
3.4.48
3.4.39
Jetty Edge or River-bank
1 The JETTY EDGE or RIVER-BANK warning sign W348

is to warn road users that the roadway ahead leads
to a jetty edge or a river bank.
2
Sign W348 should be displayed in advance of the

hazard at a distance in accordance with the design
speed of the road. These signs should be located and

sized as indicated in Table 3.1 or Figure 3.1.
3 A temporary version of sign W348 is unlikely to be
as TW348.
CROSSWINDS
COLOURS:
PERMANENT
Triangle:
Red retroreflective
Symbol:
Black semi-matt
TEMPORARY
Triangle:
Red retroreflective
Symbol:
Black semi-matt
For dimensions
ref. Vol 4
page
3.4.49
3.4.40 Crosswinds
1
The CROSSWINDS warning sign W349 is to warn

road users of the possibility of severe crosswinds
ahead which are capable of deflecting a vehicle
from its path.
Sign W349 should be displayed in advance of sections of

roadway where severe crosswinds are known to occur
even if occasionally. The use of a permanent windsock
at the actual site of the hazard is recommended. Such
sites tend to occur in mountainous and undulating areas.
WARNING
The sign should be displayed in advance of the section

where crosswinds are likely to be dangerous in accordance
with the provisions of Table 3.1 or Figure 3.1. The use
of a SUPPLEMENTARY PLATE sign IN11.2 indicating
the distance f or which severe crosswinds may be
expected is recommended. (See Section 3.6.)

same
circumstances
as
a
permanent
CROSSWINDS sign if a roadworks detour is located in an
area subject to severe crosswinds.
SADC - RTSM - VOL 1
MAY 2012
'
DRIFT
COLOURS:
For dimensions
ref. Vol. 4
page
PERMANENT
Triangle:
Red retroreflective
Symbol:
Black semi-matt
Background: White
retroreflective
3.4.50
TEMPORARY
Triangle:
Red retroreflective
Symbol:
Black semi-matt
Background: Yellow
retroreflective
3.4.41 Drift
1
The DRIFT warning sign W350 is to warn road users of

a drift ahead which may contain water, rock
outcrops or loose material or which may represent
a hazardous depression in the roadway when dry.
of traffic. Figure 3.1 should be used to determine the

appropriate distance.
3

hazard at a distance dependent on the operating speed

same circumstances as permanent DRIFT warning signs
when a temporary drift forms part of a roadworks detour.
LOW FLYING AIRCRAFT

For dimensions
ref. Vol. 4
page
COLOURS:
PERMANENT
Triangle:
Red retroreflective
Symbol:
Black semi-matt
3.4.42
3.4.51
Low Flying Aircraft
The LOW FLYING AIRCRAFT warning sign W351 is to

warn road users of the likelihood of the presence of
low flying aircraft in the vicinity of the roadway.
Sign W351 may be displayed in the environs of airports to

warn drivers of the possibility of sudden aircraft noise. This
MAY 2012
noise could result in a startled reaction on the part of a

driver.
3

as TW351.
SADC - RTSM - VOL 1
WARNING
AGRICULTURAL VEHICLES
COLOURS:
PERMANENT
Triangle:
Red retroreflective
Symbol:
Black semi-matt
For dimensions
ref. Vol4
page
3.4.52
3.4.43
Agricultural Vehicles
(see Section 3.2) or direction of movement warning
sign (see Section 3.3) should be used. For instance if the
real problem is limited sight distance to the point of access
a CONCEALED DRIVEWAY warning sign W216, W217
or W218 may be more appropriate.
The AGRICULTURAL VEHICLES warning sign W352 is to

warn road users that tractors or other slow moving
agricultural vehicles regularly cross or enter the roadway
ahead.
Sign W352 may be displayed on the approach to a junction or

farm access where tractors or other agricultural vehicles
regularly cross or enter the traffic stream.
Care should be exercised in the use of sign W352.1t should

only be used when the hazard relates specifically to the
use of public roads by agricultural vehicles and in particular
slow-moving agricultural vehicles. If the potential hazard is
more general an appropriate road layout warning sign
When used the sign should be located in advance of the

junction or farm access in accordance with the design
speed of the road at a distance as indicated in Table 3.1 or
Figure 3.1.
A temporary version of sign W352 is unlikely to be used, but

if required should be numbered and referred to as
TW352.
ACCIDENT
For dimensions
ref. Vol4
page
COLOURS:
TEMPORARY
Triangle:
Red retroreflecti1e
Symbol:
Black semi-matt
3.4.53
3.4.44
Accident
The ACCIDENT temporary warning sign TW353 is to warn

road users that there is an accident ahead.
Sign TW353 should be displayed in advance of an accident site

which is being attended by police and/or emergency
services and which represents a temporary hazard to
approaching road users. If such a sign is carried by a
member of the public it may be displayed immediately an
accident occurs or is discovered, prior to the arrival of
emergency services.
The sign should be portable so that it can be quickly erected,

moved or removed as circumstances require.
The reverse side of sign TW353 shall be marked with

alternating black and yellow horizontal stripes 150 mm
WARNING
wide. These may be retroreflective to improve visibility under

poor light conditions.
5
The sign should be positioned in advance of the accident site at a

distance in accordance withTable3.1.Particular attention should
be paid to road vertical and horizontal curvature and sight
distance to the sign. If necessary the sign should be placed
further from the site than recommended in Table 3.1.
At a major accident site the sign may be mounted in conjunction

with a flashing yellow warning light or a SUPPLEMEN- TARY
PLATE sign IN11. In circumstances where traffic queues are
likely to form someone, if necessary a member of the public,
should be given the task of moving the sign to keep it safely in
advance of end of the queue of traffic.
SADC - RTSM - VOL 1
MAY 2012
SYMBOLIC
3.4.25
REDUCED VISIBILITY
For dimensions
ref. Vol. 4
page
COLOURS:
PERMANENT
Triangle:
Red retroreflective
Symbol:
Black semi-matt
TEMPORARY
Triangle:
Red retroreflective
Symbol:
Black semi-matt
3.4.45
3.4.50
Reduced Visibility
The REDUCED VISIBILITY warning sign W354 is to

warn drivers of the possibility of reduced visibility
ahead due to mist, fog or smoke which constitutes a
hazard and may require a considerable reduction in
speed.

roadway on which reduced visibility is a common or
regular occurrence. Since the condition is likely to exist
for some distance it is recommended that sign W354 be
used with a SUPPLEMENTARY PLATE sign IN11.2.
frequency, the use of a permanent sign is

recommended. As a guide a significant frequency could
be considered to be the occurrence of the condition for an
hour or more on 30 or more days per year. In addition the
intensity of the mist or fog should be such that a
reduction in speed to 75% or less of the normal operating
speed is required for safety.
4
For practical purposes although the condition is not

likely to be a permanent one, if it occurs with significant
Temporary warning sign TW354 should be part of the

standard equipment carried by any maintenance unit
responsible for attending or controlling any roadside
fires likely to produce sufficient smoke to reduce visibility.
The ability to display sign TW354 in any advance warning
variable message system is recommended.
CONGESTION
COLOURS:
PERMANENT
Triangle:
Red retroreflective
Symbol:
Black semi-matt
TEMPORARY
Triangle:
Red retroreflective
Symbol:
Black semi-matt
3.4.46
For dimensions
ref. Vol. 4
page
3.4.55
Congestion
The CONGESTION warning sign W355 is to warn drivers of the

possibility of slow-moving or stationary traffic in the
roadway ahead which may constitute a hazard due to
limited visibility due to road alignment or traffic density and
which may require the driver to significantly reduce speed or
to stop.

roadway on which congestion occurs in an unpredictable or
random manner. Use of the sign is only recommended on
roadways such as normally high speed arterials or freeways
MAY 2012
subject to such low levels of service that traffic flow

becomes so unstable as to cause significant reductions in
speed or traffic to come to a stop. Under such
circumstances the recommended application of the sign
is by means of the temporary form and as a variable
message sign.
3
If a permanent version of the sign is used it is

recommended that the sign be displayed in advanced of
sections of normally free-flowing roadway with a
SUPPLEMENTARY PLATE sign IN 11.2 indicating the
distance for which such congestion is likely to occur.
SADC - RTSM - VOL 1
WARNING
I'
3.4.26
SYMBOLIC
I'
HORSE AND RIDER

COLOURS:
For dimensions
ref. Vo14
page
PERMANENT
Triangle:
Red retroreflective
Symbol:
Black semi-matt
3.4.56
TEMPORARY
Triangle:
Red retroreflective
Symbol:
Black semi-matt
3.4.47
Horse and Rider
The HORSE AND RIDER warning sign W356 is to warn

drivers of the possible presence of horses in the
roadway ahead which are being ridden or led by
their riders and which may constitute a hazard if
disturbed by passing traffic.
Sign W356 should be displayed in advance of road crossing

points regularly used by horses and riders in accordance with
the provisions of Figure 3.1. If horses and riders are likely to
travel along the length of a road, within the road reserve, for 500
metres or more, it is recommended that sign W356 be used with
SUPPLEMENTARY PLATE sign IN11.2. If necessary such a
sign combination should be repeated at suitable intervals.
Temporary warning sign TW356 should be displayed

when the activities of horses and riders are part of
infrequent sporting or social functions. Such a sign, or signs,
should be portable and should be placed in position by the
person organizing the function. The signs shall be
removed when the horse and rider activities have ended.
The reverse side of portable signs shall be marked with

black and yellow 150 mm horizontal stripes.
NOTE:
Advance warning signs W357 to W359 are

additional variations of WILD ANIMALS sign
W313 (see Subsection 3.4.11).
WIDTH RESTRICTED
COLOURS:
For dimensions
ref. Vol 4
page
PERMANENT
Triangle:
Red retroreflective
Symbol:
Black semi-matt
Legend
Din 1451 Style b
TEMPORARY
Triangle:
Red retroreflective
Symbol:
Black semi-matt
Legend
Din 1451 Style B
3.4.60
3.4.48
1
Width Restricted
The WIDTH RESTRICTED warning sign W360 is to warn

drivers that the width of the roadway or part of
the roadway ahead is restricted and that a
prohibition on vehicles with a width equal to or
greater than that indicated in metres by means of
a number on such sign may exist.
Sign W360 should be displayed in advance of:
(a) any specific narrow structure which
cannot
accommodate a single vehicle with a width equal to or
greater than that displayed on the sign if the structure
concerned carries one-way traffic;
(b) any specific narrow structure which cannot
accommodate two vehicles travelling in opposite
directions at the same time, each of which vehicles
having a width equal to or greater than that displayed on
the sign if the structure concerned carries two-way
traffic;
WARNING
(c) any section of narrow roadway which cannot

accommodate two-way movement of vehicles having a
width equal to or greater than that displayed on the sign.
3
The width restriction shown on sign W360 should be the

same as shown on the following WIDTH LIMIT sign R238.
Sign W360 should be located some distance from the

restriction in the roadway so that restricted vehicles have the
opportunity to follow an alternative route. A typical sign
arrangement for a width restricted site is given in Volume 2.
(See Volume 2, Chapters 3 and 11).

circumstances as permanent WIDTH RESTRICTED warning
signs if construction or maintenance work requires that the
normal roadway width be temporarily reduced to such an
extent that a restriction needs to be applied.
SADC - RTSM - VOL 1
MAY 2012
SYMBOLIC
3.4.27
ELECTRICAL SHOCK
COLOURS:
For dimensions
ref. Vol. 4
page
PERMANENT
Triangle:
Red retroreflective
Symbol:
Black semi-matt
3.4.61
TEMPORARY
Triangle:
Red retroreflective
Symbol:
Black semi-matt
3.4.49
Electrical Shock
The ELECTRICAL SHOCK warning sign W361 is to

warn road users that there are potentially live
over head electrical power cables ahead and that
these may constitute a hazard if contacted by a
vehicle or any vertical projection carried by the
road user.
Sign W361 should be displayed in advance of any

overhead electrical power cables, which cross over a
roadway of whatever class, when the clearance
between such power cables and the ground is less than 6
metres. Sign W361 will commonly be used in conjunction
with HEIGHT RESTRICTED warning sign W320 or
RAILWAY CROSSING warning sign W318, in
association with height gauges and/or railway crossings.
according to Table 3.1. The risk of electrical shock is

particularly high for road users carrying long fishing
rods in a vertical position. Such road users may be
pedestrians or they may be in the back of a vehicle. If
sign W361 is positioned primarily for pedestrians it may be
of minimum size and should be located 5 metres to 10
metres in advance of the pedestrian crossing point under
the power cables. A SUPPLEMENTARY PLATE sign
IN11.4 with a message such as "BEWARE Antennae and
Fishing Rods" is recommended for use with sign W361
in such situations (see Volume 2, Chapter 7 for detailed
signing applications).
4
When positioned primarily for vehicular traffic, sign W361

should be located according to Figure 3.1 and sized

circumstances as permanent ELECTRICAL SHOCK
warning signs during construction or maintenance work
under overhead electrical power cables.
TRAM
For dimensions
ref. Vol. 4
page
COLOURS:
PERMANENT
Triangle:
Red retroreflective
Symbol:
Black semi-matt
3.4.50
3.4.62
Tram
The TRAM warning sign W362 is to warn road users

that light rail vehicles, or trams, are operating in
the roadway ahead.

commencement of tram operations in accordance with
Figure 3.1 and with sign sizes according to Table 3.1.
Sign W362 may also be displayed on roads intersect-
MAY 2012
ting roadways in which trams are operating. In each

case the sign is to warn road users of the limited
manoeuvrability of the rail-based public transport vehicles.
3

as TW362.
SADC - RTSM - VOL 1
WARNING
I'
HAZARD MARKER
3.5.1
DANGER PLATES/DELINEATOR PLATES
W401
COLOURS:
W402
PERMANENT
Red retroreflective
on white retroreflective
For dimensions
ref. Vol. 4
page
3.5.1
TEMPORARY
Black semi-matt
on yellow retroreflective
TW401
TW402
3.5.1 Danger Plates/Delineator Plates

1
The DANGER PLATE warning signs W401 and W402

and the DELINEATOR PLATE temporary warning
signs TW401 and TW402 are to warn road users of
an obstruction or temporary obstruction, in
the roadway, or alteration or temporary
alteration, in the roadway alignment to the right
or left side of the roadway.
TABLE3.4
Signs W401 and W402 should be displayed at all

hazardous obstructions that occur within the shoulder or
verge of a roadway such as bridge abutments, culvert
head-walls or posts without guardrail protection. Sign
W401 should be used on the left side of the roadway so
that traffic passes to the right of the plate. Sign W402
should be used on the right side of the roadway so
that traffic passes to the left of the plate.
DELINEATOR SPACING
Temporary condition
TA BLE 3.4
Delineator spacing ( m)
(1)
(1)
Taper 1 in 10
Taper 1 in 20
(1)
(1)
10
Taper 1 in 30
Taper 1 in 40
Median crossover on curve
5 to 10
(2)
Crossover on straight
10
5
End taper 1 in 5(3)

(3)
End taper 1 in 1 0
Short straight
10
Long rural straight
200 max.
High speed roadway
50 max.
NOTES:
(1) Tapers refer to those on the approach to a roadworks site or change in direction.
(3) End taper refers to a taper used to widen a roadway

back to its normal width at the end of a roadworks
site.
(2) Spacings given are for outer curves. Inner curve

spacing may be increased to 10 to 20 m.
(4) Spacings greater than 50 m should be avoided on

freeways.
MAY 2012
SADC - RTSM - VOL 1
WARNING
HAZARD MARKER
3.5.4
3
Open ditches, high embankments and ill-defined

curves, particularly where roadside space is limited in
urban areas may be demarcated using a number of
DANGER
PLATE
hazard
markers
(see
Subsection3.5.3 on page 3.5.4).
Signs TW401 and TW402 should be displayed at all
obstructions at roadworks sites which are potentially
hazardous. Sign TW401 should be used on the left side of
the roadway so that traffic passes to the right of the plate.
Sign TW402 should be used on the right side of the
roadway so that traffic passes to the left of the plate. In
addition delineator plates should be used to indicate
temporary road alignments which occur at roadworks
sites. 200 litre, or similar drums shall not be used for
this purpose.
DANGER PLATES and DELINEATOR PLATES
should have a minimum size of 600 mm height and
150 mm width. The ratio of height to width should be
maintained at 4 to 1 up to a maximum size of 1 200 mm x

300 mm, which size should be used to indicate bridge
abutments and columns at freeway underpasses.
6
Tapers, median crossovers and other temporary

alignments at roadworks sites should be demarcated
using sequences of DELINEATOR PLATES spaced
according to Table 3.4.
Details of applications of DELINEATOR PLATES are

covered in Volume 2, Chapter 13.
Variants of signs W401/W402 and TW401/TW402,

numbered W413 and TW413 respectively, may be used
to identify traffic island gore areas (see Subsection
3.5.8).
Variants of signs W401 and TW401, numbered W415 and

TW415 respectively, are applicable for use to mark low
level overhead structures (see subsection 3.5.9).
2:
RAILWAY CROSSING
For dimensions
ref. Vol. 4
page
3.5.2
COLOURS:
W403
PERMANENT
Outer cross: Red retroreflective
Inner cross: White retroreflective
W404
3.5.2 Railway Crossing

1
The RAILWAY CROSSING warning signs W403 and

W404 are to warn road users of railway lines at a
railway crossing, where traffic should reduce speed
and exercise extreme caution, or stop if required to do so.
A STOP sign R1, YIELD sign R2, or dual red flashing disc
signals (see Chapter 6) may be displayed at railway
crossings on the same post above sign W403 or sign
W404.
Sign W403 shall be displayed on each approach to a

single railway crossing. Sign W404 shall be displayed on
each approach to a two or more lines railway crossing.
A SUPPLEMENTARY PLATE sign IN11.4 with a text
message such as "51ines" may be displayed with sign
W404.
Typical sign and road marking sequences of various

classes of railway crossing protection are detailed in
Temporary versions of the RAILWAY CROSSING

warning signs should not be used.
WARNING
SADC RTSM - VOL

1
MAY 2012
SHARP CURVE CHEVRON

COLOURS:
PERMANENT
Arrow(s):
Red retroreflective
TEMPORARY
Arrow(s):
Black semi-matt
W405
W406
For dimensions
ref. Vo/.4
page
3.5.3
3.5.4
W407
W408
TW405
TW406
TW407
TW408
3.5.3 Sharp Curve Chevron

1
The SHARP CURVE CHEVRON warning signs W405,

W406, W407, and W408 are to warn road users that the
roadway ahead is diverted to the right or left
through a sudden change of direction around a
sharp curve.
The SHARP CURVE CHEVRON warning signs W405

and W406 shall be displayed in multiples of three or
more signs when it is required to mark sharp longitudinal
curves which may constitute a hazard. A minimum of
three separate signs, spaced in accordance with the
provisions of Table 3.5, are necessary to give road
users the required impression of sharp curvature. Subject
to the prevailing speed limit this applies particularly
TABLE3.5
Curve radius (m)
to curves with a radius in the range of 60 metres to 600

metres. Signs W405 and W406 may be used on curves of
greater than 600 metres radius when the radius of the
curve is significantly less than is common on adjacent
sections of roadway.
3
When a sharp curve, or bend, has a radius of less than 60

metres the hazard may be marked by a composite
modular warning sign W407 orW408 positioned so that the
three included chevrons point in the direction of
curvature. SHARP CURVE CHEVRON warning signs
W407 and W408 shall be manufactured as one piece
signs as specified in Volume 4. This application is
generally only appropriate in urban residential areas or on
minor class "D" or "E" rural roads.
SHARP CURVE CHEVRON SPACING

Single module spacing (m)
45
5-8
60
8-15
150
15-25
300
25
600
25
MAY 2012
TABLE3.5
SADC - RTSM - VOL 1
WARNING
When SHARP CURVE CHEVRON signs W405 and

W406 are used to define the curvature of a road it is
recommended that the first sign to be positioned should be
located as close as possible to the line of sight of a driver
on the tangent approach to the curve. All other W405 or
W406 signs required for the curve should then be spaced
forwards and backwards around the curve at "S" metre
spacings as given in Table 3.5. Subject to the minimum
requirement that three signs shall be visible at all times
(allowing for both horizontal and vertical curvature)
it is recommended that sufficient W405 or W406 signs
be provided to define the full length of the curve. The
first sign in such a sequence of signs should ideally be
positioned at or close to the beginning tangent point to
the curve. In cases of particular hazard it may be
advantageous to provide up to three signs in advance of
the tangent point on the straight, on a flat taper, to
enhance the warning effect.
When a guardrail is provided on a sharp curve W405

and W406 signs may be placed above and behind the
guardrail in addition to GUARDRAIL DELINEATOR D1
(see Chapter 7) to enhance the visibility of the guardrail
and improve delineation of the sharp curve (see Figure
1.23).
In terms of the recommendations given in paragraphs

3.5.3.2 to 3.5.3.5 the use of W405 or W406 signs singly or
in pairs is not recommended. A variant of W405/W406
(and TW405/TW406) signs combined, numbered W414
(and TW414) may be used to identify traffic island gore
areas (see Subsection 3.5.8).
SHARP CURVE CHEVRON signs may be combined for

use at T-junctions. This variation is covered in
Subsection 3.5.4 and is termed a T-JUNCTION
CHEVRON sign W409. Recommendations on the sizes
of SHARP CURVE CHEVRON signs and T-JUNCTION
CHEVRON signs are given in Table 3.6.
A sequence of SHARP CURVE CHEVRON signs

should be mounted at a constant height above shoulder
level. Details of sign position and mounting height are
given in Chapter 1.
as permanent SHARP CURVE CHEVRON signs at

roadworks and other temporary sites. However, they should
be used to supplement DELINEATOR PLATE signs TW401
and/or TW402 where necessary and not to replace these
signs at temporary changes of direction. Signs TW407 and
TW408 are recommended when a directional message is
required at barricades used at temporary roadway or lane
closures behind and above DELINEATOR PLATES. When
used in this manner they may be combined with any of a wide
range of temporary warning or regulatory signs used at the
site. Care must be exercised in choosing the correct
chevron signs for use at barricades. Refer also to
Subsection 3.5.4, temporary T-JUNCTION CHEVRON sign
TW409, Subsection 3.5.5, temporary ROAD CLOSED
CHEVRON sign TW410 and Subsection 3.5.6, TEMPORARY
BARRICADE sign TW411.
10 The provision of permanent and temporary SHARP
CURVE CHEVRON signs is a significant change in
practice. It is not intended that all existing signs be
replaced with immediate effect. Details of timing for the
completion of this exercise are given in Chapter 1
together with requirements for other road traffic signs on
a class by class basis where appropriate. Each
authority should prepare a phasing-in programme based
on the following guidelines (a) all new permanent installations shall use red and
white coloured chevrons;
(b) a mixture of red and white, and black and yellow
chevrons must not be permitted to occur at any
specific site;
(c) if it is necessary to replace one or more black and
yellow chevrons at a site, due to damage or other
maintenance requirements, ALL chevrons in the set
shall be replaced by red and white chevrons,
subject to the availability of used black and yellow
chevrons from other sites which may be re-installed up
to the limit of their useful life, OR until the
replacement deadline referred to in Chapter 1.
11 Detailed examples of the use of various chevron signs are
given in Volume 2.
Temporary warning signs TW405, TW406, TW407 and

TW408 may be used under the same circumstances
WARNING
SADC- RTSM- VOL

1
MAY 2012
T-JUNCTION CHEVRON
PERMANENT
Arrows:
Red retroreflective
For dimensions
Ref. Vol.4
Page
3.5.5
W409
TEMPORARY
Arrows:
Back semi-matt
TW409
3.5.4 junction Chevron

1
The T-JUNCTION CHEVRON warning sign W409 is to

warn road users that the roadway does not
continue beyond the junction and that a turn
must be made to the right or left.
The recommended minimum module sizes for SHARP

CURVE CHEVRON and T-JUNCTION CHEVRON signs
in relation to various categories of road are given in Table
3.6. Certain sizes given in brackets allow alternate
dimensions to permit more economical use of standard
material sizes.
A T-JUNCTION CHEVRON warning sign shall comprise a minimum of three right modules and three left
modules. Sign W409 may be displayed on its own at a Tjunction or in combination with a STACK-TYPE DIRECTION sign GD2. When used with a DlRECTION
sign, the length of sign W409 shall be made the same as
the DIRECTION sign. The number of right and left
modules shall be increased as necessary so that there is
always an equal number of each. Any extra length
required to match the DIRECTION sign shall be located
TABLE 3.6
Typical use
in the centre of the sign and be provided in the

background colour. (For examples see Figure 4.45).
When used with a DIRECTION sign, sign W409 shall be
mounted immediately below the DIRECTION sign.
4

same circumstances as a permanent T-JUNCTION
CHEVRON warning sign when a temporary T-junction is
created at a roadworks or building construction site or by
a temporary closure of the road ahead at a crossroad.
Care should be exercised in choosing the correct
chevron sign for use at a temporary road closure at a
crossroad if the intersecting crossroad is a one-way
road. Refer also to Subsection 3.5.3, temporary SHARP
CURVE CHEVRON signs TW405 to TW408, Subsection
3.5.5, temporary ROAD CLOSED CHEVRON sign TW410
and Subsection 3.5.6, TEMPORARY BARRICADE sign
TW411.
Detailed examples of the use of various chevron signs are

given in Volume 2.
RECOMMENDED CHEVRON MODULE SIZES
TABLE 3.6
Minimum
number of
modules
Minimum module size (mm)

Urban
Rural
Freeway
Special
applications
Sudden change of direction
450(400)
600
750(800)
900
T-junction
450(400)
450(400)
600
750(800)
NOTES:
(1) If particular emphasis is required due to a history of
accidents at the site larger modular dimensions
may be used than indicated above.
MAY 2012
(2) The minimum number of modules used at a T-junction shall consist of three modules pointing left and
three modules pointing right.
SADC- RTSM -VOL 1
WARNING
HAZARD MARKER
3.5.6
DEAD END/ROAD CLOSED CHEVRON
For dimensions
ref. Vo/.4
page
3.5.6
COLOURS:
W410
PERMANENT
Arrows:
Red retroreflective
TEMPORARY
Arrows:
Black semi-matt
TW410
3.5.5 Dead End/ Road Closed Chevron

1
The DEAD-END CHEVRON warning sign W410 and the

ROAD CLOSED CHEVRON temporary warning sign
TW410 are to warn road users that the roadway does
not continue beyond the sign and that traffic must
return in the direction from which it has come, or proceed
as directed by accompanying traffic signs.
Sign W410 may be displayed at the physical limit of a

cul-de-sac roadway to indicate to drivers that they must
reduce speed and prepare to turn around. The sign is
particularly recommended for use in cul-de-sac which
have been created by road closure and/or where the
view ahead is open and unobstructed at the end of the culde-sac.
The sign may be displayed in addition to CUL-DE-SAC

information signs, IN4 to IN6.
The ROAD CLOSED CHEVRON temporary warning

sign TW410, may be used to indicate the full,
temporary closure of a roadway due to roadworks,
building construction or maintenance operations
WARNING
which effectively makes the roadway concerned a

temporary cul-de-sac. Sign TW410 should not be used
at a partial roadway closure such as a lane or lanes
closure. In such situations the use of TEMPORARY
BARRICADE sign, TW411 is recommended normally in
conjunction with KEEP LEFT or KEEP RIGHT temporary
regulatory sign, TR103 and TR104.
5
Care should be exercised when choosing a chevron

sign for a temporary road closure barricade. Sign
TW410 should only be used for full road closures when
traffic can only return in the direction from which it has
arrived at the barricade. When traffic is diverted at a
barricade to the right and/or left SHARP CURVE
CHEVRON or T-JUNCTION CHEVRON signs will be
more appropriate (see Subsections 3.5.3, 3.5.4 and
3.5.6).
Detailed examples of the use of various chevron signs are

given in Volume 2.
SADC- RTSM- VOL

1
MAY 2012
'
BOOM BARRICADE I TEMPORARY BARRICADE

For dimensions
ref. Vol.4
page
COLOURS:
PERMANENT
Symbols:
Red retroreflective
TEMPORARY
Symbols:
Red retroreflective
W411
3.5.7
TW411
3.5.6 Boom Barricade I Temporary

Barricade
1
The BOOM BARRICADE warning sign W411 is to

warn road users that the roadway or access is
closed to traffic whilst the sign is in a horizontal
position, and the TEMPORARY BARRICADE warning
sign TW411 is to warn road users that a portion of a
roadway is temporarily closed to traffic.
Sign W411 may be displayed in conjunction with a

STOP sign R1, or a STOP sign R1 with flashing red
disc signals, at a railway crossing to improve the visual
impact of the crossing when it is closed to road users.
Sign W411 may also be displayed at the entrance or
access point to parking areas or other similar sites
where it is desired to visually bar entry until payment
has been made or access clearance been given.
Sign TW411 may be displayed behind DELINEATOR

PLATE signs, TW401 or TW402 either on its own or
with a temporary KEEP LEFT regulatory sign TR103, or
a temporary KEEP RIGHT regulatory sign TR104 as
appropriate to the direction of movement of traffic.
Several TW411 signs spaced at regular intervals may be
used in this manner to improve the visual impact of
the signing of a temporary lane closure or partial road
closure, or of a temporary crossover through a median
island on a section of dual roadway.
MAY 2012
TEMPORARY BARRICADE signs may also be used to

demarcate a separation between vehicular traffic and
pedestrian traffic under low operating speed roadworks
conditions.
4
The use of TEMPORARY BARRICADE signs in

conjunction with temporary PROCEED LEFT ONLY
regulatory sign TR105, or temporary PROCEED RIGHT
ONLY regulatory sign TR106 is not recommended.
TR105 and/or TR106 signs should rather be used with
temporary ROAD CLOSED CHEVRON warning sign
TW410 if a road has been completely closed temporarily to
through traffic, or with one or more temporary SHARP
CURVE CHEVRON warning signs TW407 and TW408 if
traffic may still turn left or right in front of the road closure.
On tapers or crossovers it is recommended that TW411

signs be located at approximately 50 m intervals for
higher speed conditions and at 20 m to 30 m intervals for
lower speed conditions.
Details of typical roadworks applications involving

TEMPORARY BARRICADE warning signs are given in
Volume 2.
SADC- RTSM -VOL 1
WARNING
HAZARD MARKER
3.5.8
I'
TRAFFIC SIGNALS OUT OF ORDER

COLOURS:
For dimensions
ref. Vol. 4
page
TEMPORARY
Outer cross: Yellow retroreflective
Inner cross: Black semi-matt
3.5.8
TW412
3.5.7 Traffic Signals Out Of Order

1
The TRAFFIC SIGNALS OUT OF ORDER temporary

warning sign TW412 is to warn road users that the
traffic signals ahead, or to which the sign is
attached, are out of order, and that the junction
concerned is under the control of a traffic officer or is
temporarily operating under all-way STOP control.
If a TRAFFIC SIGNALS AHEAD sign W301 is located in
advance of the traffic signal, a temporary warning- sign
TW412 may be placed over the W301 sign for
the period that the traffic signal is out of order.

3
Temporary warning sign TW412 may be placed in front of

one or all traffic signal faces facing each direction of
approach for the period that the traffic signal is out of
order in addition to the use with sign W301.
Sign TW412 must be removed immediately the traffic

signal is re-commissioned.
GORE MARKERS
For dimensions
ref. Vol. 4
page
W414
W413
3.5.9
3.5.10
COLOURS:
PERMANENT
Red retroreflective
on white retroreflective
TEMPORARY
Black semi-matt
on yellow retroreflective
TW414
TW413
3.5.8 Gore Plate I Gore Chevron

1
The GORE MARKER signs GORE PLATE warning

sign W413 and GORE CHEVRON warning sign W414 are
to warn road users of a physical separation in the
road ahead which they must pass either to the left
or right of and that such an area, known as the
"gore area", of a junction may contain road signs
and/or kerbing which may constitute a hazard.
Signs W413 and W414 are recommended for use in all
gore areas where roadways for traffic travelling in the
same direction diverge from each other and road users
have to choose one path or the other to proceed. Such
gore areas are common at all freeway off ramp exits
from the main carriageway and at secondary splits in off
ramps on fully directional ramps (common at
WARNING
systems interchanges). Gore areas are also common at

high standard at-grade channelised road junctions in
both rural and urban areas.
3
GORE PLATE sign W413 is recommended for use on

small channelised traffic islands which result in a split in
traffic flow for streams of traffic travelling in the same
direction.
GORE CHEVRON sign W414 is recommended for use on

larger channelising traffic islands and in gore areas on
freeway off ramps. A variant of sign W414 is included
in GORE EXIT sign GA4, which is specified for the initial
gore area where an off ramp leaves the main carriageway.
SADC - RTSM - VOL

1
MAY 2012
HAZARD MARKER
3.5.9
OVERHEAD DANGER PLATES
COLOURS:
PERMANENT
Red retroreflective
on White retroreflective
For dimensions
ref. Vo/.4
page
W415
3.5.11
TEMPORARY
Black semi-matt
on Yellow retroreflective
TW415
3.5.9 Overhead Danger Plates

1 The OVERHEAD DANGER PLATES warning sign W415
is to warn road users of an obstruction above the
roadway.
2
Sign W415 shall be displayed on any height gauge or

overhead structure when the clearance over any portion
of the roadway is less than 4,7 m, in such a manner that
two signs W415 shall be mounted, one on each side of
HEIGHT LIMIT sign R204. It is recommended that signs
W415 and R204 also be used when any portion of such an
overhead structure has a clearance of less than 5,2 m
(see Subsections 3.4.16 and 2.4.4 and Volume 2,
Chapter 3 and Chapter 7).
TABLE3.7
Operating
speed(km/h)
Temporary warning sign 1W415 may be used under the

same circumstances as permanent OVERHEAD
DANGER PLATE sign W415 at roadworks and other
temporary sites when some form of temporary obstructions
exits above the roadway.
The minimum size of OVERHEAD DANGER PLATE

warning signs W415 and 1W415 should be 600 mm in
length and 150 mm in height. Recommended sizes in
relation to approach speed and the size of HEIGHT
LIMIT sign R204 are given in Table 3.7.
RECOMMENDED SIZES FOR OVERHEAD HAZARD MARKING

R204/TR204
Diameter(mm)
TABLE 3.7
W415/TW415
Length(mm)
Height(mm)
60
600
600
150
80
900
800
200
100
1200
1200
300
120
1200
1200
300
MAY 2012
SADC- RTSM -VOL 1
WARNING
I'
3.6.1
COMBINATIONS
3.6
COMBINATIONS
3.6.1 General
ing sign with one of several types of supplementary

plate in order to provide additional information to drivers
to improve their perception of the hazard. A range of
typical examples of such signs, both PERMANENT and
TEMPORARY are given below in the following groups:
1 It is generally recognised that in exceptional

circumstances warning signs of both the triangular
advance warning type and the hazard marker type may
need to be supplemented to improve their impact on
drivers.
2
(a) by combination with a supplementary plate which

conveys additional information about the potentially
hazardous site being signed;
(b) by display on a HIGH VISIBILITY background;
(c) by combination with a flashing light.
3
(a) advisory speed (IN11.1);

(b) distance for which the hazard occurs (IN11.2);
(c) distance to the hazard and distance countdown to the
hazard (IN11.3);
(d) text messages (IN11.4);
(e) symbolic messages (IN11.5).
Warning signs may be supplemented in one or more of the

following ways:
Situations may exist where a number of hazards can

occur on a section of roadway for which different warning
messages may be required. These different messages
may be provided by using VARIABLE MESSAGE
signs.
3.6.2 Supplementary Plate Examples

1
Details relating to type, size, colour and material of

SUPPLEMENTARY PLATE signs IN11 are given in
Chapter 5, Subsection 5.2.6.
Many of the Subsections dealing with specific warning

signs have noted the possibility of combining the warn-
Supplementary plates should be mounted immediately

below the warning sign in such a way that the gap
between the sign and the plate is in the range 0 mm to
150 mm.
Supplementary plates may also be used with warning

signs mounted on HIGH VISIBILITY backgrounds.
Examples of these are given in Subsection 3.6.3.
Dimensional details of supplementary plates and details

of all symbols available for use on supplementary plates,
including their reference numbers are given in Volume 4,
Chapter 9.
Examples: Advisory Speed - IN11.1
Examples: Distance "For" - IN11.2
Fig. 3.2 Typical Examples of Warning /Information Sign Combinations - 1

MAY 2012
SADC - RTSM - VOL

1
WARNING
COMBINATIONS
3.6.2
Examples: Distance To IN11.3
I'
Examples: Distance Countdown
Examples: Text Message IN11.4
Examples: Symbolic Message IN11.5
Fig. 3.3 Typical Examples of Warning /Information Sign Combinations - 2

WARNING
SADC RTSM - VOL 1
MAY 2012
3.6.4
3.6.3
COMBINATIONS
High Visibility Background
Any PERMANENT or TEMPORARY warning sign may be

incorporated into a HIGH VISIBILITY background to
improve the target value of the sign. Two warning
messages may be combined into one such sign to
indicate that the hazard may comprise two factors,
which either have their effect separately or in combination.
Such a sign shall not contain one PERMANENT and one
TEMPORARY warning sign.
The background and border for a PERMANENT HIGH

VISIBILITY warning sign shall be in white retroreflective
and red retroreflective material respectively.
The background and border for a TEMPORARY HIGH

VISIBILITY warning sign shall be in yellow retroreflective
and black semi-matt material respectively.
When ordering HIGH VISIBILITY warning signs the

normal warning sign number(s) should be quoted,
followed by the letters WA, WB, WC,1/o.(D, WE or WF (see
Volume 4, Figures 2.19 and 3.2 to 3.5). Examples of
HIGH VISIBILITY warning signs and their numbers are
given below.
The warning sign symbol and background are the same

whether used as a stand-alone triangular warning sign or
whether incorporated into a HIGH VISIBILITY background.
However, the triangular red border is modified when used
on the HIGH VISIBILITY background. Dimensional
differences are illustrated below and detailed in Volume 4.
HIGH VISIBILITY background warning signs should

commonly be located at a greater distance from the
hazard than indicated by Table 3.1. There may be
advantages in repeating the sign on an approach to a hazard.
This technique is recommended particularly for temporary

alterations in alignment of the roadway at roadworks
sites. In such cases the addition of supplementary
distance information plates is recommended. The
recommended locations of such signs from the hazard
are 400 m and 200 m. lf space is limited this may be
reduced- to 300 m and 100 m. Details of sign sequences
for both PERMANENT and TEMPO- RARY installations
are given in Volume 2.
7
In some circumstances it is an advantage to combine a

regulatory and a warning message on the same supports
so that drivers may understand better why a certain
regulation is being imposed (such as a reduced speed
limit- SPEED LIMIT sign R201). This technique is once
again particularly recommended for use at temporary
roadworks sites. In such cases the regulatory and
warning messages should be provided in separate HIGH
VISIBILITY backgrounds mounted on common supports
with the regulatory message above the warning message,
and with a 150 mm - 200 mm gap between signs.
The use of SUPPLEMENTARY PLATE signs IN11 with

warning sign HIGH VISIBILITY backgrounds is common.
The border and message for a PERMANENT IN11 sign
shall be black on a white background and for a
TEMPORARY TIN11 sign they shall be black on a
yellow background. Under some circumstances it may be
necessary to give two supplementary information
messages. When this is the case the messages should be
given either by using a WB background and one IN11
sign, or by means of two IN11 signs, one below the other.
Examples are illustrated below.
900mm x
1200mm
1200mm x
1800mm
1800mm x
2400mm
Fig. 3.4
Standard High Visibility Sign Sizes
WARNING
SADC RTSM - VOL 1
Comparison with standard

1800mm warning sign in
respect of border width
and radius.
MAY 2012
I'
I'
Examples: Warning Signs
W212-WA
W322-WF
+SS3
IN11.3
IN11.2
TW345-WA
Examples: Dual Information Messages
W332-WB
W302-WA
IN11.5
IN11.1
W332-WB
TIN11.4
TIN11.2
IN11.3
Examples: Dual Warning or Regulatory and Warning Signs
R201-RC
TR201-RC
W218-WC
TW331-WC
W209 +
W322-WD
IN11.2
TIN11.2
Fig. 3.5
WARNING
Typical Examples of High Visibility Signs
SADC - RTSM - VOL 1
MAY 2012
COMBINATIONS
3.6.5
3.6.4 Flashing Lights with Warning Signs

1 There are a number of ways in which a flashing yellow
light may be used to add emphasis to a warning sign. If
the use of EMERGENCY FLASHING LIGHT warning sign
W346 AND a second warning sign specific to the nature
of the hazard is not appropriate due to space or other
considerations a yellow flashing light may be mounted
on the same post as the appropriate warning sign. More
than one yellow flashing light may be used depending on
the degree of severity of the hazard and the history of
accidents at the site. Examples show the use of one, two
or four lights.
As indicated in Subsection 3.5.2 dual red flashing disc

signals may be installed at a railway crossing in
conjunction with signs W403 or W404.
Details on the technical requirements for flashing lights used

with warning signs are covered in Chapter 6.
Dimensional details of flashing yellow lights used in
HIGH VISIBILITY backgrounds of Types WE and WF are
Examples: Warning Signs with Flashing Yellow Lights
Examples: High Visibility Backgrounds

With Flashing Yellow Lights
Fig. 3.6
MAY 2012
Examples: Hazard Marker Signs

With Red Flashing Disc Signals
Typical Warning Sign I Flashing Light Combinations

SADC - RTSM - VOL
1
WARNING
3.6.6
COMBINATIONS
3.6.5 Variable Message

1
Development of the use of VARIABLE MESSAGE signs

is in its early stages in South Africa. Such signs are costly
and can only be justified in extreme situations.
VARIABLE MESSAGE warning signs are particularly

appropriate in hilly country which is subject to sudden
adverse changes in weather conditions. Such signs may
be justified if a history of accidents exists in spite of other
engineering measures taken to reduce these.
Three types of variable message sign manufacture can be

used for warning sign messages:
(a) rotating vane
(b) roller blind
(c) optical (either illuminated bulbs, LED or fibre optics).
The first two types are limited in the number of
messages which can be displayed, and w h i c h
would
normally
require internal
or
external
illumination.
WARNING
The optical type can reproduce a wider range of

messages but is expensive if the background to the
symbol is to be fully illuminated to maintain true colour
code. It is therefore recommended that optical
VARIABLE MESSAGE warning signs be manufactured so
that the red border and white symbol are illuminated
and that the background be non-illuminated and semimatt black in colour. This colour code should apply to
both PERMANENT or TEMPO- RARY uses of VARIABLE
MESSAGE warning signs (see Chapter 9).
According to resources available and the scale of the

problem, a road authority may choose to give a warning
message in a text form on a much more simple optical
type of variable message sign. In this case one colour of
display such as white or yellow on a normally matt or
semi-matt black background is recommended.
SADC- RTSM- VOL

1
MAY 2012
NATIONAL VARIANTS
3.7.1
I'
3.7
NATIONAL V ARIANTS
3.7.1 General
(d) Lesotho
(e) Malawi
(f) Mauritius
(g) Mozambique
(h) Namibia
(i) Seychelles
(j) South Africa
(k)Swaziland
(l)Tanzania
(m) Zambia
(n) Zimbabwe

2

(c) as an ADDITIONAL variant to accommodate the

All signs are allocated numbers. An additional variant
is allocated a three letter suffix identifying the country to
which it belongs. In the case of a unique variant such a
sign will be allocated a unique number which includes
the appropriate National three letter suffix. If the sign
becomes more widely used the use of the suffi x will be
(a) Angola
(b) Botswana
(b) Democratic Republic
of Congo
MAY 2012
Ang;
Bot;
When National Variants occur they will be covered

in Subsections of this Section, bearing the name of the
3.7.2
1
Les;
Mal;
Mau;
Moz;
Nam;
Sey;
RSA;
Swa;
Tan;
Zam;
Zim.
Angola
Angola requires a number of National Variants to cater

for the fact that traffic travels on the right side of the
roadway. The following signs are additional National
Variants to cater for this situation:
(a) TRAFFIC CIRCLE warning sign W201-Ang;
(b) TWO WAY TRAFFIC warning sign W212-Ang;
(c) TWO WAY TRAFFIC CROSSROAD warning sign
W213-Ang.
The signs are illustrated in Figure 3.7 with references to
the relevant subsections where the applicable text can
be found.
In terms of the principle adopted within the warning

sign system that signs placed on the left side of the
roadway show their symbols facing to the RIGHT or
into the road, when this is appropriate, these signs
may be used in a mirrored form in Angola to comply
with the principle. The relevant signs are illustrated in
Figure 3.8.
DRC;
SADC - RTSM - VOL

1
WARNING
3.7.2
NATIONAL VARIANTS
I'
W201-Ang
Refer: 3.3.1 page 3.3.1
Fig. 3.7
WARNING
W212-Ang
W213-Ang
Refer: 3.3.7 page 3.3.4
Refer: 3.3.8 page 3.3.5
Direction of Movement Additional Variants - ANGOLA
SADC - RTSM - VOL 1
MAY 2012
NATIONAL VARIANTS
3.7.3
TW305-Ang
W306-Ang
W307-Ang
Refer: 3.4.5 page 3.4.3
Refer: 3.4.6 page 3.4.3
Refer: 3.4.7 page 3.4.4
W308-Ang
- Refer: 3.4.8 page 3.4.4
W309-Ang
W310-Ang
W311-Ang
W312-Ang
Refer: 3.4.9 page 3.4.5
Refer: 3.4.10 page 3.4.5
Refer: 3.4.10 page 3.4.5
Refer: 3.4.10 page 3.4.5
W313-Ang
W318-Ang
W319-Ang
W327-Ang
Refer: 3.4.14 page 3.4.7
Refer: 3.4.15 page 3.4.8
Refer: 3.4.22 page 3.4.12
Refer: 3.4.11 page 3.4.6
TW338-Ang
TW342-Ang
W348-Ang
W352-Ang
Refer: 3.4.31 page 3.4.17
Refer: 3.4.34 page 3.4.19
Refer: 3.4.39 page 3.4.22
Refer: 3.4.43 page 3.4.24
W356-Ang
W357-Ang
W358-Ang
W359-Ang
Refer: 3.4.47 page 3.4.26
Refer: 3.4.11 page 3.4.6
Refer: 3.4.11 page 3.4.6
Refer: 3.4.11 page 3.4.6
W362-Ang
Refer: 3.4.50 page 3.4.27
Fig. 3.8
MAY 2012
Warning Signs with Reversed Symbols - ANGOLA
SADC - RTSM - VOL

1
WARNING
SOUTHERN
AFRICAN
DEVELOPMENT
COMMUNITY
GUIDANCE SIGNS
SECTIONS
4.0
Contents
4.1
Introduction
4.2
Arrows
4.3
Legend
4.4
Determination of Letter Sizes
4.5
4.6
Location Signs
4.7
Route Marker Signs
4.8
Direction Signs
4.9
4.10
Tourism Direction Signs
4.11
4.12
Diagrammatic Signs
4.13
Pedestrian Signs
4.14
Toll Signs
4.15
National Variants
MAY 2012
CHAPTER
SADC RTSM - VOL1
4.0.1
CONTENTS
CHAPTER 4:
GUIDANCE SIGNS
4.0
CONTENTS
This contents listing illustrates each officially approved type

of sign in the guidance sign class with the sign number and
name. A page reference is given within this chapter where
each sign is discussed and a cross reference is given to
Volume 4 where signface dimensional details are covered.
The first few pages of the contents give an overview of

guidance signs background colour coding and basic
signface layout principles in terms of letter styles and
colours, as well as relative sign sizes.
GUIDANCE SIGN BASIC CLASSIFICATION AND BACKGROUND COLOUR CODE
MAY 2012
SADC RTSM - VOL 1
GUIDANCE
4.0.2
Fig 4.1
GUIDANCE
CONTENTS
Expanded Guidance Sign Classification with Full Colour Code

(for Permanent Guidance Signs)
SADC RTSM - VOL 1
MAY 2012
4.0.3
CONTENTS
Fig 4.1
MAY 2012
Expanded Guidance Sign Classification with Full Colour Code

(for Permanent Guidance Signs)
SADC RTSM - VOL 1
GUIDANCE
4.0.4
Fig 4.2
GUIDANCE
CONTENTS
Guidance Sign Letter, Number and Symbol

Colour Code as Applied to Freeway Signs
SADC RTSM - VOL 1
MAY 2012
4.0.5
CONTENTS
NOTES:
(1) These examples illustrate the complexity of real life signface
display on a busy freeway. The information on the example
signs is towards the upper limits of drivers abilities to
assimilate information and should only be used in
exceptional circumstances.
(2) Details 4.2.1 shows the maximum display of information
appropriate to an urban freeway directiin sign.
(3) Detail 4.2.2 illustrates the specific colour code applicable to
the three types of number which can appear simultaneously
on freeway direction signs.
(4) Detail 4.2.3 uses an unusual combination of overhead
freeway direction signs to illustrate the sort of demand for
information which can occur and the scope for catering for
this need. The display is unusual because it combines at one
point a sign relating to a freeway exit at the pointlating to a
major interchange 2,5 kilometres beyond the point. This
early display is provided to ensure correct and early lane
selection on a very busy freeway section with limited place to
display signs.
Fig 4.2
MAY 2012
Guidance Sign Letter, Number and Symbol

Colour Code as Applied to Freeway Signs
SADC RTSM - VOL 1
GUIDANCE
4.0.6
GUIDANCE
CONTENTS
SADC RTSM - VOL 1
MAY 2012
4.0.7
CONTENTS
Section 4.6: LOCATION Guidance Signs
= See Section 4.15 for variations appropriate to individual countries
MAY 2012
SADC RTSM - VOL 1
GUIDANCE
4.0.8
CONTENTS
Section 4.7: ROUTE MARKER Guidance Signs

GUIDANCE
SADC RTSM - VOL 1
MAY 2012
4.0.9
CONTENTS
MAY 2012
SADC RTSM - VOL 1
GUIDANCE
4.0.10
GUIDANCE
CONTENTS
SADC RTSM - VOL 1
MAY 2012
4.0.11
CONTENTS
Section 4.8: DIRECTION Guidance Signs and Symbols
MAY 2012
SADC RTSM - VOL 1
GUIDANCE
4.0.12
CONTENTS
GUIDANCE
SADC RTSM - VOL 1
MAY 2012
4.0.13
CONTENTS
MAY 2012
SADC RTSM - VOL 1
GUIDANCE
4.0.14
CONTENTS
Section 4.9: FREEWAY DIRECTION Guidance Signs

GUIDANCE
SADC RTSM - VOL 1
MAY 2012
4.0.15
CONTENTS
Crossroad Freeway Direction Signs
MAY 2012
SADC RTSM - VOL 1
GUIDANCE
4.0.16
GUIDANCE
CONTENTS
SADC RTSM - VOL 1
MAY 2012
4.0.17
CONTENTS
Section 4.10: TOURISM DIRECTION Guidance Signs and Symbols
MAY 2012
SADC RTSM - VOL 1
GUIDANCE
4.0.18
CONTENTS
NOTE:
(1) Generic or family symbols for various groups
of tourist attractions are shown above. Each
group also includes a range of specific
symbols. Where practical, the use of generic
symbols is preferred to the use of specific
symbols in order to limit the total number of
symbols to assist driver recognition.
(2) Approved specific symbols are listed by
group on the following pages.
GUIDANCE
SADC RTSM - VOL 1
MAY 2012
4.0.19
CONTENTS
MAY 2012
SADC RTSM - VOL 1
GUIDANCE
4.0.20
CONTENTS
GUIDANCE
SADC RTSM - VOL 1
MAY 2012
4.0.21
CONTENTS
MAY 2012
SADC RTSM - VOL 1
GUIDANCE
4.0.22
CONTENTS
GUIDANCE
SADC RTSM - VOL 1
MAY 2012
4.0.23
CONTENTS
MAY 2012
SADC RTSM - VOL 1
GUIDANCE
4.0.24
CONTENTS
GUIDANCE
SADC RTSM - VOL 1
MAY 2012
4.0.25
CONTENTS
MAY 2012
SADC RTSM - VOL 1
GUIDANCE
4.0.26
CONTENTS
GUIDANCE
SADC RTSM - VOL 1
MAY 2012
4.0.27
CONTENTS
Midlands Meander
(kwaZulu-Natal)
MAY 2012
SADC RTSM - VOL 1
GUIDANCE
4.0.28
CONTENTS
Section 4.11: LOCAL DIRECTION Guidance Signs and Symbols

GUIDANCE
SADC RTSM - VOL 1
MAY 2012
4.0.29
CONTENTS
MAY 2012
SADC RTSM - VOL 1
GUIDANCE
4.0.30
CONTENTS
GUIDANCE
SADC RTSM - VOL 1
MAY 2012
4.0.31
CONTENTS
Section 4.12: DIAGRAMMATIC Guidance Signs and Symbols
MAY 2012
SADC RTSM - VOL 1
GUIDANCE
4.0.32
CONTENTS
GUIDANCE
SADC RTSM - VOL 1
MAY 2012
4.0.33
CONTENTS
MAY 2012
SADC RTSM - VOL 1
GUIDANCE
4.0.34
CONTENTS
GUIDANCE
SADC RTSM - VOL 1
MAY 2012
4.0.35
CONTENTS
MAY 2012
SADC RTSM - VOL 1
GUIDANCE
4.0.36
CONTENTS
GUIDANCE
SADC RTSM - VOL 1
MAY 2012
4.0.37
CONTENTS
MAY 2012
SADC RTSM - VOL 1
GUIDANCE
4.0.38
CONTENTS
GUIDANCE
SADC RTSM - VOL 1
MAY 2012
4.0.39
CONTENTS
MAY 2012
SADC RTSM - VOL 1
GUIDANCE
4.0.40
CONTENTS
Section 4.13: PEDESTRIAN DIRECTION Guidance Signs

GUIDANCE
SADC RTSM - VOL 1
MAY 2012
4.0.41
CONTENTS
Modular Pedestrian Guidance

Sign Combinations
The majority of PEDESTRIAN guidance signs are square
in shape and can be assembled into modular message
combinations. A variety of text sifns may be relevant in
MAY 2012
Some pedestrian environments when used in combination

with other symbol, number and arrow signs.
SADC RTSM - VOL 1
GUIDANCE
4.0.42
CONTENTS
Section 4.14: TOLL DIRECTION Guidance Signs

Toll guidance signs are variations of types of guidance sign
covered in other sections of this chapter. The most
frequently used sign variations are dealt with in this section
to illustrate the extent of the differences in signface
Layout and the principles involved. The sign types covered

do not represent a full set of signs from other sections and
are primarily freeway examples since this is representative
of the types of toll road in use at the time of publishing
.
GUIDANCE
SADC RTSM - VOL 1
MAY 2012
4.0.43
CONTENTS
MAY 2012
SADC RTSM - VOL 1
GUIDANCE
4.1.1
INTRODUCTION
CHAPTER 4 : GUIDANCE SIGNS

4.1 INTRODUCTION
4.1.1
1
General
Guidance signing should be provided in a safe and

efficient manner to complement a complex and
developing road network, and to satisfy the
expectations of the users of the network. It is important
that road users travelling to different parts of the
region receive guidance from road traffic signs, and
guidance signs in particular, in a uniform and
consistent manner throughout the area. In order to
achieve the necessary levels of uniformity guidance
signs should conform to the requirements of policies
and practices covered in this chapter and Chapter 8:
Navigational Aids. The approach adopted for the
design and provision of the necessary signs should be
one of positive guidance. The principles of positive
guidance are embodied in the "toolbox" of techniques
covered in the subsequent sections of this chapter.
Further factors relevant to positive guidance and the
road traffic signing system as a whole are given in
Chapter 1.
Increasing complexities in the road network and in the

geometric treatment used to design the various parts of
the network increase the pressures on drivers when they
negotiate the network. As the network expands so does
the demand for information needed to travel safely and
successfully from one point to another. Policies and
practices have therefore been evolved with the express
purpose of containing the information explosion to
manageable proportions.
The f a c t t h a t t h e r e a r e v e r y d e f i n i t e
l i m i t s to the ability of any guidance signing
system to offer, and transfer, information to road
users must be recognised by road designers in
their
determination
of
geometric
design
solutions
to
complex
road
junction
requirements. No geometric design should be
finalised without a draft design being prepared of
the required guidance signs. This draft design
should include the selection of destinations and
the testing of intended positioning of the signs for
adequate
visibility,
legibility
and
r e a d i n g t i m e i n terms
of the decisions
required of drivers by the geometric design (see
Figure 1.23).
In general, all principles relating to sign function, use and

design given in this chapter apply equally to guidance
signs provided in urban areas and rural areas. The
provision of guidance signs in urban areas is subject
to particular constraints and parameters. These are
dealt with in Section 4.5.
It is a fundamental principle that the amount of

information given at one time on a guidance sign
should be kept to the minimum consistent with
the actions required of drivers at a specific point
in the road network. Basic factors which are
therefore embodied in the wide range of policies and
practices covered in this chapter are:
(a) recommended minimum signing levels for rural and
urban road junctions related to the classes of
intersecting road (see Figures 4.56 and 4.57 and
Figures 4.61 to 4.68);
MAY 2012
(b) the use of route numbers as a primary source of

information (see Sections 4.7 and 8.4);
(c) limits on the amount of legend or "bits" of information
displayed (see Section 4.3);
(d) the development-of principles of "navigational aids"
allowing a consistent approach to the selection of
destinations, graded as familiar, control or service,
throughout the region (see Chapter 8);
(e) the recognition of the need for adequate orientation at
decision points, including the use of cardinal
directions when space precludes the display of
destination names;
(f) the recognition of the fact that the final destination in
the great majority of trips is a street address;
(g) the decision-making process of drivers, particularly
when on high speed roads (see Chapter 1 and
Section 4.8).
6
Many guidance signs include on their signface an

arrow, or arrows, indicating the direction to be taken in
order to proceed towards the destination or cardinal
direction displayed in conjunction with the arrow. Many
other signs in this class, however, offer their guidance in
the form of reassurance or confirmation that the driver
is in fact on the route, or travelling towards the
destination, intended. These do not display an arrow.
Reassurance or confirmation can also take the form of an
indication of the "location" reached by the driver. The
fact that this is so has been recognised to the extent
that signs offering locational information are classified
as guidance signs. These signs do not normally display
an arrow since their message is not normally of a
directional nature. Information of this type may also be
incorporated into the signface of a directional guidance
sign, in a panel which does not include an arrow.
All signs covered in this chapter utilize DIN 1451 Part2

lettering in either Style "A" or Style "8". The use of Style
"B" is recommended for all normal guidance sign
applications unless space to accommodate the sign is
extremely limited. When space is limited the use of Style
"A", which has a more condensed design, may be
considered subject to the criteria covered in Sections 4.3
and 4.4.The relatively common use of black letters or
numerals on a white retroreflective background has
required the development of a letter style with a 20%
broader stroke width in order to reduce the likely effects of
"overglow" with this colour and material combination. This
style has been designated "8 MOD" and uses the same
letter spacing as DIN 1451Style"B".
Guidance signs are generally rectangular in shape. The

rectangle may be aligned vertically or horizontally
according to sign type, and in some instances the
message display requirements may result in a sign
which is square or very nearly so. A number of TOUR- ISM
signs are trapezoidal in shape, having one vertical side cut
back at a rate of 2 in 5, to "point" in the direction of the tourist
facility. Smaller types of guidance sign are not normally
subdivided in any way. The smallest direction signs,
whilst still basically rectangular, may use a "fingerboard"
shape which provides a pointed end to the sign in the
appropriate direction, instead of an arrow. If the need
arises to indicate two messages, either by name
SADC - RTSM - VOL 1
GUIDANCE
INTRODUCTION
4.1.2
(STREET NAME signs) or by route number or direction
(ROUTE MARKER signs), two small, often standard sized
signs are displayed. These may be positioned either
together or separately for best effect. The larger
guidance signs may take a STACK form or a MAP
form, either of which may incorporate colour coded
panels (see Figures 4.1 and 4.2 in Section 4.0).
9
Guidance signs form an integral part of the

navigational system provided for road users to assist
them in undertaking their journey in safety from its
initial stages, through the main part of the trip, until
they reach their final destination. It is therefore a
fundamental objective of the guidance signing system
that the chances that drivers may make navigational
errors be reduced to an absolute minimum. In order to
perform their task guidance signs shall:
To achieve these objectives effective guidance signs

should
incorporate
the
following
functional
requirements:
(a) conformity involving disciplined compliance with
nationwide policies so that road users may be
assured of the same signing principles and
standards wherever they may be in the system;
(b) accuracy of signface display to eliminate confusion
which may be experienced by road users if sign
messages do not relate to what can be seen on the
road ahead;
(c) uniformity of signface layout, colour code and sign
display sequence to enhance road users' abilities to
get the best from the system by reducing reading
times;
(d) consistency of signing practice so that like
situations are signed in a like manner;
(e) continuity of message display until the information
is no longer relevant.
(e)
(f)
(g)
Circumstances are likely to occur, particularly in urban

areas, whereby the guidance signing of a particular
route may require changes in standard from a minimum
level to a preferred level and back again. This may
occur a number of times along a route. In such
circumstances care shall be exercised to ensure a
minimum level of basic message continuity by, for
instance, the consistent display of a route number
through all sign sequences.
GUIDANCE
Guidance Sign Classification
The guidance sign class has been subdivided into

functional groups. All signs in the class are numbered with
a letter/number combination starting with the letter G. The
various guidance sign groups, with their numbering letter
group are:
(a)
(b)
(c)
(d)
System Objectives
(a) be conspicuous and legible;

(b) be classified by colour code for rapid class
recognition;
(c) simplify a driver's search for information by consistent
positioning of this information;
(d) simplify a driver's reading process by limiting
legend display to the minimum.
2
There is a wide range of minimum and preferred sign

sequences appropriate to different types of junction and
classes of road. Since these represent applications of
the various types of guidance sign detailed in this
chapter these sequences will be covered in Volume 2. A
limited number of guidance sign sequences are given in
the relevant sections of this chapter, in order to establish
basic principles of sign sequence.
4.1.2
1
4.1.3
LOCATION signs group

ROUTE MARKER signs group
DIRECTION signs group
FREEWAY DIRECTION signs group
(Ground mounted)
(Cross road)
(Overhead)
TOURISM signs group
LOCAL DIRECTION signs group
DIAGRAMMATIC signs group
- GL;
- GE;
- GD;
- GA;
- GB;
- GC;
- GF;
- GDL;
- GS;
ROUTE MARKER signs are further subdivided by function

as follows:
(a) TRAILBLAZER signs;
(b) TRANSPORT TRAILBLAZER signs;
(c) ROUTE MARKER signs.
All guidance sign groups other than the LOCATION and

TOURISM groups may require temporary versions of signs
in the group. These versions shall be numbered as for
the PERMANENT version but the numbers shall carry the
prefix "T", e.g. TGE, TGD, TGA, TGB, TGC,TGDL and
TGS. There is no general provision for temporary
TOURISM signs with the exception of a specific sign
TGF17 for short term temporary events.
4.1.4 Guidance Sign Information "Layers"

The scope to display information on GUIDANCE signs is
wide, particularly when all the different sign groups in the
class are taken into account. One reason for
developing the different sign groups has been to make
provision for specific types of guidance information at
specific times, or places in the road network. In this way the
amount of information at any one time, or place, can be
controlled in terms of the ability of drivers to absorb the
information and their actual expectation of being offered it
2 The information given on guidance signs can rarely
satisfy all the needs of all drivers. In order for the
information that is provided to be as effective as possible,
drivers need to know how the information will be
provided and what the limitations may be. For the
guidance sign system to achieve its objectives drivers
need to be made aware, through promotional,
educational and training processes, of the following
characteristics of the system, particularly with regard to
longer journeys:
(a) that navigational information must be obtained both
before the journey (from sources outside the road
environment) and also during the journey from within
the road environment; and
(b) that the information provided within the road
environment is provided at different levels of
importance to the navigational process; and
(c) that many items of information provided within the
road on guidance signs are coded either by colour or
by use of a number, or by both, in order to reduce
search and reading times.
SADC - RTSM - VOL 1
MAY 2012
Fig 4.3
Guidance Sign Information "Layers"
MAY 2012
SADC - RTSM - VOL 1
GUIDANCE
INTRODUCTION
4.1.4
3
The systematic organisation of guidance information

can be considered as forming a number of levels, or
"layers", as illustrated in Figure 4.3. These layers can be
described as follows:
(a) Layer 1 includes all information outside the road
environment (but co-ordinated with that within the
road environment) which constitutes the primary
information or navigational aids e.g. maps,
information centres, route numbers, street names,
etc.;
(b) Layer 2 includes secondary level, but still important,
orientational destination names which correlate with
information received from maps;
(c) Layers 3 and 4 include tertiary information to
supplement the orientational information, when
warranted, such as local destinations (Layer 3) and
tourist destinations (Layer 4)- for more details see
Sections 4.10 and 4.11.
10 Occasionally a guidance sign may comprise a

combination of two or more of the groups identified.
The group colour code shall be maintained within the
combination sign, e.g. blue insert panels and stacks
indicating freeway destinations appear on the basic green
background of a direction sign on the cross-road
approach to freeway on-ramps (see individual sign
examples in Sections 4.8 to 4.11).
4.1.6
1
As a basic principle all LOCATION and LOCAL

DIRECTION signs, and all permanent DIAGRAMMATIC
signs display dark coloured letters, numbers, symbols,
borders or arrows, as appropriate, on a white
background.
(See Section 4.2 for full details of available arrows and

Section 4.3 for details relating to the display of legend.)
The standard permanent colours for LOCATION signs are

BLACK letters, numbers and border, on a WHITE
background. However other dark colours may be used
(see Section 4.5).
The layout and sizing of all guidance signs is based on the

dimensional characteristics of the DIN 1451 Part 2 letter
style. DIN uppercase letters have a height of "7d", where
"d" is the stroke width of the letter. All arrows, symbols
and fixed spaces on the signface are specified as multiples
of "d". In this way one signface layout can serve as a
design base for any size of letter. These principles are
illustrated in Figure 4.4. A full range of dimensioned
guidance sign examples are given in Volume 4,
Chapters 4 to 8 and 13 to 15. It should be noted that the
"B MOD" letter style does not have a stroke width
equal to d". All other aspects of the "B MOD" lettering
conform to the use of factor "d".
The permanent colours for TRAILBLAZER, ROUTE

MARKER, DIRECTION, and FREEWAY (Class A2)
DIRECTION signs are YELLOW route numbers and
WHITE for all other legend, borders or arrows on a
GREEN background.
A number of specific sign designs may require the use of

more than one letter size or symbol size. In such
instances the sizes are related to "d" by a factor which is
given with each typical design. Such situations are
identified in the illustrations by "d*" or "d**"
The vertical and horizontal spaces between various

components on LOCAL and TOURISM DIRECTION
signfaces (but NOT letter spacings) have been specified
with lower values than for DIRECTION or FREEWAY
DIRECTION signs to limit the overall sizes of LOCAL
and TOURISM DIRECTION signs.
It is considered necessary to contain the demand for

information on signfaces and to thereby reduce the
reading time required by drivers to make basic
decisions, such as which lane to select on the approach to
a junction, or whether to exit a freeway or not. The
increased use of colour coding and numbers to highlight
specific aspects of information is symptomatic of the need
to transfer the minimum primary information to drivers
as quickly and as clearly as possible. The number types
and their colour codes are:
All permanent ROUTE MARKER,

DIRECTION,
FREEWAY DIRECTION, and TOURISM DIRECTION
signs display light coloured letters, numbers, symbols,
borders or arrows, as appropriate, on a dark coloured
background. Temporary versions of ROUTE
MARKER, DIRECTION, FREEWAY DIRECTION, LOCAL
DIRECTION and DIAGRAMMATIC signs conform to
the basic black-on-yellow temporary sign colour code
(see Section 1.4).
The permanent colours for FREEWAY (Class A1)

TRAILBLAZER, FREEWAY (Class A1) DIRECTION
signs are YELLOW route numbers and WHITE for all
other legend, borders
or arrows on a BLUE
background.
TOURISM signs utilize a unique BROWN background

colour irrespective of the class of road, with WHITE for
letters, numbers, borders or arrows. Symbols are
normally WHITE although a small number are displayed
in colour.
The permanent colours for LOCAL DIRECTION signs are

BLACK letters and symbols on a WHITE background
with a BLUE border.
The permanent colours for DIAGRAMMATIC signs are

RED for the border and any "hazard" indication on the
sign, BLACK for the arrows and any symbols used, on a
WHITE background (see Section 4.12).
letters;
numerals;
symbols;
punctuation marks.
A guidance sign background may be subdivided into a

number of PANELS or STACKS by changes to the
background colour or by horizontal internal border
lines. The background carries the message to be
displayed which may include arrow(s) and/or legend in
addition to vertical and horizontal edge border lines. The
legend may consist of the following:
(a)
(b)
(c)
(d)
4.1.5 Colour Code
Basic Signface Design Principles
Basic examples of signs in the different sign groups

together with their permanent colour codes are
illustrated in Section 4.0.
GUIDANCE
(a) the distance to the point of turn, or exit, displayed in

WHITE on GREEN, BLUE, or BROWN;
(b) the route
numbers of the roads which are
intersecting (Class "A", Class "B" or tourist
numbered route roads only}, displayed in YELLOW
on GREEN, BLUE and very occasionally BROWN;
(c) the interchange (EXIT) or junction number
displayed in BLACK on WHITE.
SADC - RTSM - VOL 1
MAY 2012
Fig 4.4
Basic Aspects of Guidance Signface Design
MAY 2012
SADC - RTSM - VOL 1
GUIDANCE
The first two of these numbers have been in use for

some considerable time whereas the use of interchange
(EXIT) or junction numbers is a recent innovation. It is
important to the efficient operation of the guidance
signing system that the function of these numbers be
understood by road authority personnel and road users.
Active steps should be taken by all authorities
responsible for the operation of the various levels of the
road network to promote an awareness and
understanding of the functions and specific allocations of
route numbers and interchange (EXIT) or junction
numbers (see Subsections 4.1.7, 4.1.8 and Section
4.1.16).
6
All guidance signs shall be provided with a border of

width equal to "d". A border line shall also be provided
between STACKS which refer to different directions, but
shall NOT be provided around "insert" PANELS
superimposed on the basic sign background. The border
on LOCATION signs should be set in from the edge of the
sign (see Subsection 4.6.3).
The border shall be placed on a circular arc on all outer

corners of a guidance sign. If a PANEL is located on the
upper or lower extremities of the sign the outer
corners of such a panel shall also have a circular arc.
The sign background colour shall be taken outside the
radiused border to the "fillet" between the border and the
corner of the sign. The maximum value of the
corner radius on any guidance sign shall be 200
mm. For letter sizes of "d" = 50 mm and l ess the
corner radius should equal "4d". If the total height of
the guidance sign is "20d" or less and "d" = 30 mm or less
the appearance will be improved by reducing the corner
radius to "2d".
Route numbers, with the exception of SADC routes,

comprise a route identification letter and the specific
number allocated to the route. SADC inter-state routes
have been allocated a number only. The function of the
route number is to simplify the navigation process by
reducing the amount of information which a driver may
need to read in order to make a navigational decision.
The decision to allocate a number to a route is based on

various measures of the importance of the route and the
orientation points which it connects. Criteria used to
determine whether a route warrants a number are:
(a)
(b)
(c)
(d)
Overhead signs may be provided on multi-lane

freeways, or arterials with at-grade junctions, or even
in busy central business districts based on the analysis
of a number of factors. Any of the guidance sign types
covered by this chapter can be mounted in an overhead
position, from STREET NAME LOCATION signs to
DIAGRAMMATIC signs. In addition, if it is required to
control the use of a multi-lane roadway on a lane-by-lane
basis the use of ROUTE MARKER, DIAGRAMMATIC
or VARIABLE MESSAGE signs which may incorporate
a regulatory message, may be warranted.
Situations which can lead to the need for overhead

guidance signs are:
(a) when ground-mounted signs located to the side of the
roadway would be obscured for a significant portion
of a drivers' reading time and decision making time
(this condition is most likely to occur when traffic
volumes are high and when the proportion of buses
and heavy vehicles is high; the need is also a
function of the width of the roadway since the
driver in the extreme right lane of a multi-lane
roadway has the highest probability of his visibility of
ground-mounted signs being obscured by traffic in
other lanes);
(b) when the demands on drivers' concentration are
such that it becomes unreasonable and possibly
dangerous to divert their attention away from the
traffic ahead and behind (this condition is likely to
occur at junctions where the number of lanes
reduces beyond the junction, when junctions are
closely spaced and/or when weaving movements are
common);
(c) when it is difficult to mount signs economically on the
left side of the roadway.
population level of orientation points;

the route hierarchy (e.g. Inter-state, Primary, etc.);
route length;
surface condition.
Route numbering is covered in depth in Chapter 8.
4.1.8 Interchange (EXIT) or Junction

Numbers
Interchange (EXIT) or junction numbers are widely used
on all freeways and certain other important routes in
Southern Africa. The concept of interchange or junction
numbers may be applied in almost any situation as a
"tool" to assist navigation. However, it is recommended
that they be used either throughout a certain class of
route or very locally,
GUIDANCE
Overhead Signs - Warrants
1 In the majority of situations an effective groundmounted guidance sign display can be designed for an
interchange or junction. Occasionally the additional cost
of mounting guidance signs in an overhead position can
be justified as a result of an engineering assessment.
Due to the wide range of factors involved it is difficult to
develop specific warrants for the use of overhead signs.
This subsection provides a number of general warrants
which may assist the process of engineering
assessment.
Route Numbers
The use of interchange or junction numbers must be by

mutual agreement of the relevant road authorities. Road
authorities shall take steps to advise map makers and
publicity organisations of numbers which have been
allocated. The application of the number on the signface
is covered in various parts of this chapter, but in particular
in Section 4.9.
4.1.9
The use of the factor "d" only applies in a limited form to

the design of DIAGRAMMATIC signs due to the
almost complete absence of legend from such signs
(see Section 4.12).
4.1.7
such as at a city by-pass.
Factors which will normally warrant the use of overhead signs on freeways to avoid the obscuring of
ground-mounted signs are:
(a) carriageways with three or more lanes per direction;
(b) all freeways with traffic volumes exceeding 50 000
vehicles/day;
(c) all
system
i nterchanges
between
freeways
irrespective of the numbers of lanes per direction;
(d) high percentages of buses and heavy vehicles.
SADC - RTSM - VOL 1
MAY 2012
5 The above factors may also result in situations which

place potentially dangerous demands on drivers'
concentration. The following conditions may singly, or
collectively warrant the use of overhead signs on freeways
or other roads for the same reason:
(a) where a series of junctions are spaced at an
average distance of less than 2 km apart;
(b) off-ramps with two or more lanes leaving the freeway;
(c) where the number of lanes reduces beyond the
junction;
(d) where weaving and/or merging movements occur in
close succession;
(e) when sight distance to a ground-mounted sign
would be restricted;
(f) at right side exits (or left side in Angola).
6
to the undesireability of installing short sections of

guardrail. In exposed positions such as off-ramp gore
areas guardrail should be provided on both sides of a
support. Impact tests have shown that at least six
guardrail posts should be placed in advance of the sign
support. A minimum length of guardrail of 18 m to 23 m for
a single line shoulder application should be provided in
advance of the support.
4.1.11 Illumination of Signs

1
Studies in South
Africa have shown that the luminance
.
levels from the retroreflective white legend on
FREEWAY DIRECTION signs is commonly as low as 2
cd/m2. This may be attributed to the ageing of the
retroreflective material. However, a major factor is that
headlamp light distribution patterns are such that,
particularly on dipped beam, very l o w luminance values
result from headlamp illumination of signfaces. This
condition is especially relevant to the legibility of
overhead sign messages.
In order to achieve adequate direction sign legibility the

following limits of luminance from the signface are
recommended:
Other factors which may warrant the use of overhead

signs are:
(a) when insufficient space is available to locate
ground-mounted signs;
(b) to avoid the detrimental effects of street lighting
and/or competition from advertisements;
(c) on off-ramps with three or more lanes;
(d) on urban arterials and one-way roadways where
the correct early selection of a lane is essential in
heavy traffic conditions.
(a) maximum luminance : 350 cdlm2 ;

(b) minimum luminance : 7 cdlm2;
(c) a limiting contrast ratio of 7 to 1 between maximum
luminance (light coloured legend or background)
and minimum luminance (dark coloured background
or legend) should be maintained; a preferred
contrast ratio between the luminance of legend and
background is 10 to 1;
(d) this contrast ratio may be reduced to a minimum of 3.5
to 1 for large areas of colour display such as are used on
DIAGRAMMATIC signs and the sign background (see
Section 1.5 and Table 1.2).
4.1.10 Overhead Sign Structures

1
Sign support structures, both ground-mounted and

overhead, may be designed using nomograms and
standard procedures developed for the South African
National Department of Transport and detailed in South
African Roads Board Standard Plans in the "SP-8"
Series.
Alternatively
the
publication
"Standard
Specifications for Structural Support for Highway Signs,
Luminaires and Traffic Signs", AASHTO (1976) may be
used.
Site conditions will obviously have an influence on the
choice of overhead sign structure type. Overhead signs
may be mounted on cantilever or portal gantry
supports, or on custom designed supports which are
part of other structures such as over-bridges or
retaining walls. In terms of the overhead sign
sequence display policies the signface display required
on pre-advance, advance and exit positions will
normally not require a full portal support, subject to other
structural design and cost constraints. The use of
double-cantilever or "butterfly" supports is
not recommended.
Normal street lighting is not considered satisfactory for the

illumination of road traffic signs. Street lighting may in
fact cast spurious specular reflections on non-illuminated
signs to the extent that the sign or large areas of it may
become totally illegible. This is particularly the case
when such lighting is mounted less than 12m above
roadway level.
It may become necessary to provide signs with either

internal or external illumination. Owing to the variations in
legend and overall sign sizes each FREEWAY
DIRECTION sign to be illuminated requires a separate
lighting design. A satisfactory luminance level for legibility
shall be provided. Higher levels of luminance than the
maximum indicated in paragraph 4.1.11.2 will significantly
improve the attention conspicuity of the sign without
being detrimental to the legibility. As a general rule the
larger the sign the closer the luminance levels can tend
towards the minimum levels.
The aesthetic treatment of overhead sign support

structures should be borne in mind by designers.
Where possible
a single
tube structure is
recommended.
Alternative solutions to the problems of overhead signing

should be considered. In urban situations the possibility
of using innovative techniques to reduce cost and space
requirements are worth investigating. However,
overhead and ground-mounted signs should not be
mixed on an approach to an interchange or junction.
5 round-mounted or overhead DIRECTION signs may

require illumination when:
Where overhead sign supports are near the edge of the

roadway shoulder guardrails should be installed in
advance of and opposite the supports with due regard
Sign lighting should be provided by lamps of the

discharge type with a colour rendering index greater than
0,45.
Fluorescent tubes are suitable for use with internally
MAY 2012
(a) there is likely to be background lighting

interference; and
(b) the signs do not receive sufficient illumination from
vehicle headlamps.
SADC - RTSM - VOL 1
GUIDANCE
illuminated signs. Due to their relatively low wattages

and lumen output they are generally only suitable for
external lighting of signs that are less than 2 m high.
8
For external illumination the lighting source should be

mounted at least one-third of the sign height away from
the lower edge of the sign. Lighting fixtures should,
however, not be mounted so far away from the signface
as to obstruct the line of sight from the driver to the sign.
For design purposes the maximum inclination of the
drivers sight line should be approximately 10
Illumination from below prevents daylight shadows of
the lighting fixture from being cast on the signface. The
lighting fixture should be mounted so that no direct light
is visible from the roadway in either direction of travel,
and the vertical clearance below the fitting complies
with applicable minimum standards.
Designers of direction sign illumination are referred to

the following documents for further reading:
(a) Bureau Central de la CIE, Lighting of Traffic Signs,
CIE Publication No 35 (TC-4.6) 1978, Paris;
(b) Bureau Central de Ia CIE, Surface Colour for Visual
Signalling, CIE Publication No 39 (TC-1.6) 1978,
Paris;
(c) Bureau Central de Ia CIE, Road signs, CIE
P u b l i c a t i o n No 74, 1988;
4.1.12 Materials of Manufacture

1
Due to their relatively large area compared to

regulatory and warning signs, fully retroreflective
guidance signs are costly. This cost is generally
justified for freeways in order to achieve the necessary
conspicuity and to maintain colour codes under all
conditions. At lower levels in the road network
hierarchy, however, careful consideration should
be g i v e n when specifying large fully retroreflective
signs. When there is significant competition tor drivers'
attention from advertising and other forms of
background interference the use of retroreflective
backgrounds is recommended. Fully retroreflective
finishes are also recommended for the smaller
guidance signs such as LOCATION signs, ROUTE
MARKER signs, FINGERBOARD direction signs and
for DIAGRAMMATIC signs which commonly have a
"hazard" connotation (see Chapter 1 for details of
retroreflective materials).
Efforts have been made to develop methods of

manufacture tor large guidance signs which provide a
signface clear of any bolts, rivets or other extrusions
or projections, because the holes in the signface
necessary for such projections tend to result in early
failure of the sign substrate and retroreflective materials
due to the intrusion of moisture and other weathering
agents. This requirement for a smooth signface may be
achieved using extruded aluminium planks or
"chromadek" planks of a similar profile which are press
bent.
Indications are that, although more costly, such

methods of manufacture will allow the full long-life
benefits of high quality retroreflective materials to be
realised with attendant cost benefits. Research and
development into further ways of containing the cost of
large signs is continuing.
It is recommended that all designers and authorities

specifying guidance signs for manufacture do so in
accordance
with the South African
standard
specification SABS 1519 - Parts 1 and 2 -1997, Road
Signs.
and the following older publications

(d) T M Allen and A L Straub, Sign Brightness and
Legibility, HRB Bulletin No 127;
(e) A L Straub and T M Allen, Sign Brightness in
Relation to Position Distance and Reflectorisation,
HRB Bulletin No 146;
(f) T M Allen, Night Legibility of Highway Signs,
HRB Bulletin No 191;
(g) The Association of Public Lighting Engineers, The
Lighting of Traffic Signs:
(h) J A Reid, The Lighting of Traffic Signals and
Associated Traffic Control Devices, Public Lighting
Vol 29, No 127, December 1964.
NOTE:
"CIE"
stands
tor
"Commission
lnternationale
de
I'Eclairage"
or
"The
I nternational Commission on Illumination".
GUIDANCE
SADC - RTSM - VOL 1
MAY 2012
4.10.1
TOURISM
4.10 TOURISM
4.10.1
General
This class of guidance sign has been provided to cater for

the needs of tourists over and above the normal
direction signing provided in terms of the Navigational
Aids policy (see Chapter 8).TOURISM signs are therefore
often supplementary to DIRECTION signs in the sense
that primary navigational information is given on
DIRECTION signs and this may, when warranted, be
supplemented by separate TOURISM signs instead of
attempting to incorporate such information onto the
DIRECTION signs. Basic details of TOURISM sign
applications are given in Figures 4.75 to 4.78.
Figure 4.3 in Section 4.1 describes the information

given by guidance signs in diagrammatic form. The
illustration develops the information given by the different
classes of guidance sign into "Primary", "Secondary"
and "Tertiary" layers. Tertiary information is nonorientational and as such can be supplementary to the
"Secondary" (orientational) level signs, or it can be used
at a lower level in the road network on its own. The
"Tertiary" layer of information is provided by both LOCAL
DIRECTION signs and TOURISM DIRECTION signs.
There are many similarities between the two classes of
direction sign. Figure 4.75 shows the relationship
between LOCAL and TOURIST D E S T I NATIONS (for
further information on LOCAL DIRECTION signs see
Section 4.11).
With regard to the provision of TOURISM signs, Tourism

is deemed to include any activity concerned
with the temporary short term movement of people
to destinations outside the areas or places in
which they normally live and work, and their
activities during their stay at these destinations.
A "Tourist Facility" is likewise broadly defined to
include almost any ATTRACTION or SERVICE
which may be of interest to reasonable numbers of
strangers to an area. It should be clearly
understood
that signs
indicating Tourist
Facilities, and particularly Service Facilities,
provided for the benefit of tourists should not be
construed as advertisements for the facilities
concerned, although they also serve other
travellers, including those on business (see
Subsection 4.10.5).
The TOURISM sign class has developed around rural

signing needs. However, the application of TOURISM
signs is equally appropriate to urban areas. The methods
of application vary quite significantly in the two
environments. This section is largely based on rural
tourism signing principles and examples but does briefly
cover the signing of by-passed towns and signing in
urban areas (Subsections 4.10.10 and 4.10.11
respectively). Volume 2, Chapter 4 Tourism Signing
goes into greater detail on specific applications of
TOURISM signing and Volume 2, Chapter 9 - Urban
Guidance Signing deals in particular with LOCAL and
TOURISM signing in the urban environment.
Subject to compliance with the appropriate warrants

TOURISM signs should be promoted in preference to
advertising signs, but should not be considered as a
mandatory alternative if, for whatever reason, advertising
of a particular candidate facility is prohibited.
The proliferation of recreational and other facilities in

certain regions, and the increasing importance of tourism
MAY 2012
to the region, result in an active environment of tourism

promotion. The provision of TOURISM signs becomes
part of this promotional activity. Although various
methods of promoting tourism and of informing tourists,
such as maps, brochures and travel agencies, are
available there still exists a need for representatives of
road and tourism authorities to become actively involved
in the overall effort to satisfy the requirements of tourists,
FOR THE PUBLIC GOOD. In many instances the
solution to a specific problem will require a pro-active
approach by road and tourism authority representatives.
Representatives must be prepared to go out of their way
to interact with all other parties involved. A high level of
co-operation must be maintained when more than one
authority or organisation is involved and the road
authority representative may beneficially act as the agent
to bring such organisations together to advise them of
policies and constraints relating to the provision of
TOURISM signs. The optimum solution to the problem of
providing adequate information for the tourist will
commonly involve a combination of the publication of
brochures (which should incorporate regional or local area
maps indicating route numbers), advertising in a variety
of forms, and sufficient roadside information in the form of
clear and concise road signs, or in complex situations,
tourist information laybys. Road and tourism authority
representatives may well find themselves having a
direct input to all such aspects.
7
It is recommended that road and tourism authorities,

and other acceptable tourism organisations and
providers of services co-operate in connection with the
erection of signs, the standards of facilities, the quality of
services and other factors. TOURISM signs will be
provided at the discretion of the relevant road
authority after consultation with representatives
of a formalised structure created to facilitate the
processing of applications by tourist facility
operators for TOURISM signs. Factors such as the
following shall be taken into account:
(a)
(b)
(c)
(d)
an established road user need for a tourism sign;

standard of the facility;
quality of services;
proximity or otherwise of the facility and of other
similar facilities;
(e) traffic safety;
(f) competitive advertising;
(g) any other relevant factor.
8
The effective structuring of organisations set up to deal with

the processing of TOURISM sign applications and how
this structure is integrated with tourism and road
authorities in all spheres of government, sets the basis for
an integrated approach to the signing of tourist
facilities from the road network. It is recommended that
countries or provinces organise themselves into
manageable tourism regions and that Regional
Tourism Liaison Committees (RTLC's) be set up to
monitor standards and the processing of applications for
signs within a framework of Provincial, Regional and
Local Tourism Organisations, road and local authorities
and other role players. Local Tourism Organisations
should include membership from the tourist facility
operators in the area. Model structures and their
functions are
SADC - RTSM - VOL 1
GUIDANCE
TOURISM
4.10.2
described in greater detail in Volume 2, Chapter 4.
9
Conversely, if a facility to which a TOURISM sign has

previously been provided no longer complies with the
basic factors listed in paragraph 4.10.1.5, such a sign
shall be removed by the road authority, after
consultation between the facility owner, tourism bodies
and the relevant local authority.
10 As a class of guidance sign T O U R I S M signs

differ from other guidance signs in that they
make wide use of symbols to achieve message
transfer to travellers. This i s intended to reduce
the need for text on signfaces to a minimum
wherever possible. The sign, its signface layout
and symbol(s) used must be approved and
aesthetically acceptable (see Subsection 4.10.9).
11 The decision to provide a TOURISM sign is often
related to a request to the road, tourism or local authority
from some external body, group or individual. Warrants
are available to assist in, the decision-making process.
The basis of these warrants is described in Subsection
4.10.7.
12 In line with the basic concept of keeping numbers of
road traffic signs to a minimum, consistent with the
safety and guidance needs of drivers, and the need to
avoid environmental encroachment, the installation of
large numbers of TOURISM signs should be avoided. If
the density of tourist attractions in an area is so great that
there is a risk of environmental encroachment the use of
INFORMATION
LAYBYS
or
COMPREHENSIVE
INFORMATION CENTRES or BUREAUX should be
considered (see Subsection 4.10.26).
13 When the density of tourist facilities in an area exceeds the
ability to supply TOURISM DIRECTION signs conforming
to accepted principles and norms it may be appropriate
to treat the area as a HIGH DENSITY TOURISM
AREA. S i m i l a r l y the density of facilities along a
specific route may warrant the route being identified
as a TOURIST ROUTE. In each case the area or route
may commonly be identified with a specific theme which
can offer some benefits in the organising and limiting of the
level of signing required. These concepts are covered
briefly in Subsections 4.10.12 and 4.10.13 respectively,
and in detail in Volume 2, Chapter 4.
(b)
(c)
(d)
(e)
4.10.3 Hypotheses
1
In order to achieve the stated objectives it has been

necessary to place certain limits on the TOURISM signing
system whilst developing it. This has involved the
acceptance of a number of hypotheses which, whilst not
based entirely on fact, are deemed to incorporate
reasonable points of principle.
The basic hypothesis is that, with the aid of maps

(including tourist maps or brochures), the existing
hierarchy of numbered routes and normal destinations
given on DIRECTION signs, tourists should be able to
travel to the numbered route or town nearest, or most
conveniently located, to their final tourist destination. It is
inherent in the acceptance of this hypothesis that
tourists plan their journeys before departing, and/or
whilst en route.
That this hypothesis is not always entirely true is

recognised in the flexibility built into the application of the
principles covered in Subsection 4.10.4.
The following additional hypotheses have also been

accepted in developing the system:
(a) to prevent overcrowding of normal DIRECTION
signs with information, TOURISM signs should
normally be additional and supplementary to the
DIRECTION sign system;
(b) because they are supplementary but closely
located to the DIRECTION sign system TOURISM
signs should have a distinctive shape and colour;
(c) to reduce accident risk, advance signing of turns
towards tourist attractions or services is required;
(d) all road users will want to make use of service
facilities when the need arises;
(e) meaningful SYMBOLS can be more effective than
words, and SYMBOLS are therefore given preference
within the system wherever practical.
14 Subject to a set of special provisions some road

authorities may require payment for certain tourism signs
from applicants. Information in this regard may be
obtained from the appropriate authority.
15 If a Tourist Facility is officially graded by an approved
grading authority a primary name and symbol may be
provided.
4.10.2
1
Objectives
The basic objectives of TOURISM signs are:

(a) to guide tourists in the final stages of their journeys to
their destinations, safely and without wasted
travel time or distance;
(b) to inform tourists (and other road users) on the
route(s) on which they are most likely to approach the
facility, of the presence of acceptable service
facilities.
In addition all relevant organisations working

TOURISM signs should have as objectives:
(a) the establishment of uniform practices in signing
GUIDANCE
with
applications leading to the provision of a consistent

roadside information system;
the highest level of correlation between maps and
signs;
never to allow TOURISM signs to be misused as
competitive advertising signs;
the promotion of TOURISM signing in preference to
direct forms of advertising signing;
the minimising of environmental clutter and sign
costs consistent With effective signing levels.
4.10.4 Tourism Signing Principles

1
The objectives and hypotheses previously stated are

developed here into a number of principles upon which the
TOURISM signing system is based. These principles are
incorporated into the various warrants discussed in
Subsection 4.10.7 and detailed in Volume 2, Chapter 4:
Tourism Signing. The principles, applicable in the main
to rural Tourist Facilities, are:
(a) a TOURISM sign should not be used when it is clear to
road users or tourists that the access to a facility in
question is obvious, or that the TOURISM sign would
repeat the information given on DIRECTION signs
already provided at the junction or interchange
under consideration;
(b) EXCEPT when a facility is the only public destination
along a road or space is severely limited, TOURISM
signs should be ancillary to normal DIRECTION
signs;
SADC - RTSM - VOL 1
MAY 2012
(c) TOURISM signing for facilities, EXCEPT Service

Facilities, should normally be started on the nearest
numbered route to the tourist attraction concerned, at
the junction of the numbered route and the
unnumbered route leading to the attraction, or from a
major route within a town; (once a TOURISM sign to a
facility has been displayed TOURISM signing must
be provided at each subsequent junction at which a
turn is required until the FINAL TURN towards the
facility is reached);
(d) rural Tourist Facilities (classified in Subsection
4.10.5 as TOURIST ATTRACTIONS may be signed
from as far away as 50 km depending on what
distance a reasonable road user may be prepared
to travel to reach the facility;
(e) SERVICE and ACCOMMODATION facilities
should generally have direct access from the road, or
be located close to the junction being considered for
signing, to qualify for signing (however, due regard
should be taken of the regional availability of
services and what distance a road user will be
prepared to travel to fulfil his or her need; great care
should be taken in defining "reasonable" in this
context to ensure there is no risk of discrimination
between road user groups); detailed warrants are
given in Volume 2,Chapter 4;
(f) the facility must provide a standard of service which is
acceptable to the reasonable road user or tourist;
(g) tourism signing for emergency services may be
provided as the needs of road users will best be
served;
(h) when a number of facilities can be reached from
one junction or interchange use should be made of a
collective TOURISM sign representing all the
qualifying facilities;
(i) TOURISM signs shall be designed to the same
standards with respect to arrows, lettering, borders
and number of "bits" of information as normal
DIRECTION signs used under similar circumstances;
(j) tourist attractions shall normally be signed by means
of a SYMBOL and a PRIMARY name, where the
PRIMARY name is that part of the name which
uniquely identifies the facility from others of
the same type and EXCLUDES such terms as
park, beach, resort, etc; (standard symbols are
available for a wide range of tourist attractions and
shall be used when appropriate);
(k) Service Facilities, with one or two exceptions, shall
be signed using SYMBOLS only (see Section 4.0
for details of all TOURISM sign symbols);
(I) when it is considered advisable to provide a sign
and the distance may not be obvious (from maps), or
is greater than may be expected or the road is a
"dead-end" road, it is recommended that the
distance be included on the signface;
(m) if as a result of a survey the RTLC or LTO considers
that the resultant sign will be too complex, the
authority should negotiate with the communities
concerned
to
either
provide
a
tourist
INFORMATION LAYBY or COMPREHENSIVE
INFORMATION CENTRE, or design a composite, or
AREA symbol which, with a suitable PRIMARY name,
will serve to direct tourists in the general direction of all
the facilities; any such symbol design should be
submitted to the member country's National Road
Traffic Signs Technical Committee prior to being
used (see Subsections 4.10.9 and 4.10.26).
2
In addition the following discretionary principles should
MAY 2012
be borne in mind by authorities when applying the

principles given in paragraph 4.10.4.1 :
(a) the RTLC, in consultation with other authorities and
interested bodies on a regional or area basis, should
exercise the necessary discretion in the case of tourist
attractions generating high volumes of tourist traffic,
and/or which lie within a short distance of a numbered
major route, in which case it may be warranted to start
signing these particular attractions from that numbered
major route, or even a freeway, onto another numbered
route;
(b) if a numbered route carrying high volumes of tourist
traffic intersects with another numbered route,
which leads to several tourist attractions, the tourist
attractions must be grouped together according to
type using a suitable symbol and a collective
PRIMARY name; if these conditions can be
complied with then such a TOURISM sign may be
displayed at the junction; however TOURISM signs
shall not be displayed at a freeway to freeway
systems interchange.
3
Discretionary principles such as these are most likely to

become relevant when one or more of the following
circumstances occur:
(a) due to the nature of a regional or area road network in
terms of such situations as:
(i) the existence of several approach roads to a
facility;
(ii) dead end" routes;
(iii) parallel routes when tourist facilities exist on a
parallel route to a numbered route and the
number of points of access between the two
routes is limited;
(b) when Tourist Facilities of above average traffic
generating capability exist in or near a by-passed
town or an urban area (see Subsections 4.10.10
and 4.10.11);
(c) when a large number of Tourist Facilities exist in a
region or area necessitating consideration of the
provision of a tourist information layby or centre or to
the provision of TOURIST ROUTES or identifying the
area as a HIGH DENSITY TOURIST AREA (see
Subsections 4.10.12, 4.10.13 and 4.10.26).
4.10.5
1
Classification of Facilities
TOURISM FACILITIES are classified as follows (see

Volume 2, Chapter 4, Table 4.2):
(a) TOURIST ATIRACTIONS comprising:
(i)
Group A1 - National Parks;
(ii) Group A2 Provincial Parks;
(iii)
Group A3- Resorts;
(iv)
Group A4 - Scenic;
(v)
Group AS - Sports;
(vi)
(vii)
(viii)
(ix)
(x)
(xi)
Group A6 - Wildlife;
Group A7- Historical;
Group A8- Coastal;
Group A9- Arts & Crafts;
Group A10- Cultural;
Group A11 - Adventure;
(xii) Group A12- Agricultural;

(xiii) Group A13 - General;
(b) SERVICES comprising:
SADC - RTSM - VOL 1
GUIDANCE
4.10.4
TOURISM
(i)
Group B1 - Emergency Services;
(ii) Group B2 - Light Vehicle Services;
(iii) Group B3 - Truck Rest & Service;
(iv) Group B4 - Food Services;
(v) Group B5 - General Services;
(vi) Group B6 - Rest & Service Areas;
(vii) Group B7 - Vehicle Class (access);
(c) ACCOMMODATION - Group C1;
(d) OFF-ROAD (no directional signs);
(i)
Group D1 -"Totem" Signs- internal facilities;
(ii) Group D2 - Unique Information Centres;
(e) PART-TIME ATIRACTIONS (any within Groups
A4toA13);
(f) TEMPORARY ATIRACTIONS- Special Events.
2
display comprises a SYMBOL plus the PRIMARY name

of the facility.
4
SERVICE facilities also comprise a very wide range of

facilities which will render assistance, or be of use or
importance to the road user. Service facilities are
established mainly to supply the short term needs of
tourists, road users and their vehicles. Service facilities are
signed using a SYMBOL only, with the exception of
HOSPITAL emergency services Class 3 Rest and
Service Areas which require the use-of a SYMBOL plus a
PRIMARY name.
ACCOMMODATION facilities are those which offer one

or more of a range of accommodation types e.g. hotel, motel, inn, guest farm, caravan and camping
park, bed and breakfast, rooms, chalet, game lodge,
guest house etc.
Individual facilities are firstly classified as TOURIST

ATTRACTIONS, SERVICES, ACCOMMODATION, OFFROAD, PAR"T:-TIME or TEMPORARY, and then within
each class they are allocated to the most appropriate
group. This does not prevent the possibility of a symbol
being used by two similar types of facility allocated to
different groups. In the TOURIST ATTRACTION class
most groups are provided with a group or "generic"
symbol. Facilities within, for example, "Group A6-Wildlife"
may use the generic "Wildlife" symbol GFA6, or one of
the more specific symbols available within the group. Use
of the generic symbol should be encouraged to promote
wider uniformity and easier symbol recognition. Generic
symbols have been provided for two specific purposes,
namely:
The signing of ACCOMMODATION facilities is more

closely related to a measure of the quality offered by the
facility than any other class of Tourist Facility. In
particular
the
warrants for graded types of
accommodation also dictate the amount of information
displayed on the TOURISM DIRECTION signface. This
display, for ACCOMMODATION facilities graded within
their category by a national grading authority as Grade 2
or higher, may include the FULL name of the facility plus
the generic ACCOMMODATION symbol GFSC1-1. In
addition such facilities which also offer restaurant facilities
(complying with separate warrants) for three meals daily to
the public, may display RESTAURANT symbol GFSB41.This results in a large amount of information. Two
options are available for the display of the symbols
therefore, as follows:
(a) to promote the best possible group identity or

"theme"; and
(b) to limit the on-going demand for unique facility
symbols within groups, without in so doing inhibiting the
acceptability of new types of facility.
3
TOURIST ATIRACTION facilities comprise a very wide

and varied class of facilities. They range from large
holiday and recreational facilities, which commonly
include accommodation and other classified types of
support facilities (which may also be found and signed
individually),
to
quite
large
facilities
without
accommodation, but with other good quality support
facilities to sustain day visitors such as botanical
gardens, crocodile parks, arts & crafts and wine routes,
down to facilities which owe their attractiveness to their
location, such as waterfalls, caves and view points and
which may have no support facilities at all. Holiday and
recreational facilities typically include national and provincial
parks and resorts. When considering the provision of
TOURISM DIRECTION signs
for holiday and
recreational facilities with accommodation several
symbol options may be available, such as:
(a) the symbols may be grouped (in the order GFSC1-1

followed by GFSB41) at full size in front of the
name, which should, if possible, therefore occupy two
lines of text; or
(b) the symbols may be displayed below the text as half
size SUPPLEMENTARY SYMBOLS (again in the
order GFSC1-1 followed by GFSB4-1).
ACCOMMODATION facility types which are not graded, or
are Grade 1 facilities, shall only display the appropriate
symbol (see also paragraph 4.10.5.5, Subsection 4.10.7
and Volume 2, Chapter 4).
6
OFF-ROAD facilities include those provided within a

large f a c i l i t y already signed from the road network
(Group D1), and individual off-road Tourist Information
Board (Group D2- see Subsection4.10.26andVolume 2,
Chapter 4, Section 4.7). Internal signing is used to direct
traffic or classes of traffic towards appropriate facilities
such as toilets, refreshments, cooking areas etc. The
sign type used is modular, incorporating a SYMBOL (or
ARROW) per module. These signs GF10 are displayed in
a cluster or TOTEM manner. When off-road Tourist
Information Boards are provided for an identified HIGH
DENSITY TOURIST AREA, the board may incorporate a
unique "theme" symbol in addition to TOURIST
INFORMATION symbol GFSB58.
PART-TIME ATTRACTION facilities are facilities which are

not available to the public on a full-time basis. They are
commonly only open on a once-or-twice-a-week, or onceor-twice-a-month basis, or may even only be available
seasonally
or
by
appointment.
PART-TIME
ATTRACTIONS may only be signed, after compliance
with appropriate warrants, when they form part of an
identified HIGH DENSITY TOURISM AREA. In order
(a) the use of a specifically allocated symbol; or

(b) the use of an appropriate accommodation symbol;
or
(c) the use of one of the generic or "theme" symbols.
Once satisfied that a holiday and a recreational facility
complies with the relevant warrants, authorities should
allow a reasonable flexibility of choice of symbol by the
facility. Due to the common provision of a wide range of
support facilities there is likely to be a demand for the
use of supplementary symbols. It is recommended that
these are only used when the specific warrants for their
use, covered in Volume 2, Chapter 4, are complied with.
TOURIST ATTRACTION f a c i l i t y signface
GUIDANCE
SADC - RTSM - VOL 1
MAY 2012
Fig 4.75
MAY 2012
Tertiary Level Guidance Information

SADC - RTSM - VOL 1
GUIDANCE
4.10.6
TOURISM
to differentiate them from normal tourist attractions

within the same area they may only be signed using
PART-TIME (fingerboard) sign GF17. These signs may
display a SYMBOL only, or a SYMBOL and the
PRIMARY name of the facility.
8
basis, and limit the need for change in the future.
4.10.7 Warrants
1
TEMPORARY ATTRACTION facilities are facilities

which are not available even on a part-time basis but
which are of a short term or "special event" nature -
(a) Level 1: general criteria relating to the location of the

facility and accessibility of the facility applicable to all
categories of facility;
(b) Level 2: criteria specific to each category and
individual facility type - in particular quality, hours of
operation and distance from the nearest or most
conveniently located route or town;
(c) Level 3:criteria specific to the design of the
TOURISM signface which may include the need to
display one or more of:
(i)
a primary name;
(ii) supplementary symbols;
(iii) an "area" collective symbol;
e.g. agricultural or other shows, sports events,

conferences, roadside holiday emergency
services etc.
These facilities are commonly signed for the duration of
their availability by temporary TGF17 signs erected by
service organisations. These signs utilize a PRIMARY
name and may incorporate a small symbol representing
the service organisation (see Subsection 4.10.28). If a
road or tourism authority wishes to erect a TEMPORARY
ATTRACTION sign the sign should adhere to the
principles of SYMBOL plus PRIMARY name, or
SYMBOL only.
4.10.6
1
Warrants relating to the provision of TOURISM signs

have been developed and are currently detailed in
Volume 2, Chapter 4. These warrants are based on a
three level approach as follows:
Standard of Facility
It is essential that a Regional Tourism Liaison Committee

(RTLC), when it receives an application for a
TOURISM sign, satisfies itself that the standards of the
facility concerned comply with what the public using the
facility would expect. This applies particularly to the
physical environs of the facility.
(iv)
the distance to the facility;
(v)
a route number.
In addition, at this level the need for the provision of an

INFORMATION LAYBY or a COMPREHENSIVE
INFORMATION CENTRE or BUREAU may be
established.
The assessment of the quality of a facility can be a

complex process, often beyond the resources of the
RTLC to conduct other than superficially. However, the
quality of warrants will be greatly enhanced by
feedback to the RTLC from various road and tourism
authorities within its region as experience in applying
them is built up. Authorities are encouraged to document
their experience in this respect with a view to the
improvement of all warrants (see Subsection 4.10.7).
Although the warrants provide specific requirements to be

complied with, they should always be applied with
flexibility and discretion, taking account of individual
circumstances such as remoteness or high density
development.
All facilities to be signed shall have a CLEAN,

WELL KEPT, AND ATTRACTIVE appearance, and
shall be in a GOOD STATE OF REPAIR.
Various tourism authorities publish detailed guides to

graded accommodation facilities which are regularly
updated. Authorities may utilise these handbooks to
obtain a quick indication of the standard of a facility.
The authority shall call for the applicant to submit a
letter of recommendation from the grading organisation.
Similarly authorities may call on the assistance of the
Automobile Association or similar organisations for
comment on the quality of a f a c i l i t y providing vehicle
services.
4.10.8 Signface Design Principles
When an application is received for TOURISM signing at a

junction or access road, the RTLC should survey other
facilities in the area to assess the collective need for
signing. This will enable TOURISM signs to be
properly designed, since additions which may upset the
signface layout cannot be easily accommodated later,
and to do so will be costly and wasteful of resources.
Should an application be received after TOURISM signs

have been provided then the RTLC may, subject to
acceptance of the need to sign the facility, arrange for a
new sign incorporating the existing and the new
information in the conventional manner, at the new
applicants expense.
Local Tourism Organisations (LTO's) should acquire the

detailed "grass roots" knowledge of facilities within their
area, which will assist the RTLC and road or local
authority to better provide signing on an area - wide
GUIDANCE
The general principles relating to guidance signface

design and layout are covered in Chapter 1 and in
Sections 4.1 to 4.4.
The adoption of the DIN 1451 lettering style has led to a

reduction in size of TOURISM signs. In revising the
dimensional layout from earlier standards to conform to
DIN 1451 requirements, a range of spacing standards
has been adopted for TOURISM signs which is some
20% less than that used on DIRECTION or FREEWAY
DIRECTION signs. These spacing standards relate to
vertical and side spaces other than letter spacings, and a
reduced standard is considered to be acceptable and
consistent with the supplementary role of TOURISM
signs. The combined effect of these two design factors
has resulted in a significant overall reduction in
TOURISM sign sizes from earlier designs.
3 The use of DIN 1451 Style "B" lettering is

recommended. Consideration may be given to the use of
DIN 1451 Style "A" l ettering in low speed urban
environments.
4
TOURISM signface design places a high reliance

on large bold SYMBOLS to transfer the main part
of the message to road users. When the PRIMARY
name of a facility is also used it is used to
quality the reference of the symbol. The vertical
signface dimensioning is related to these large symbols
rather than the text. The height of each symbol is capable
SADC - RTSM - VOL 1
MAY 2012
of supporting two lines of text without increasing the

vertical height of the sign. Two techniques are therefore
recommended to further contain TOURISM sign sizes
when text is involved. These techniques are
above service information in separate PANELS;

(d) a
multiple
number
of
accommodation
establishments' names may be indicated in one
PANEL
or
STACK
(an
accommodation
establishment's name may include the words
"hotel", "inn", "lodge", "guest farm", "game farm",
etc., as long as the maximum number of bits on the
sign comply with general design considerations of
Section 4.4);
(e) if more than one tourist attraction PANEL is
required these should generally be ordered vertically
in group order;
(f) if two or three PRIMARY names are given in one
PANEL, they should be arranged vertically on the
basis of the nearest at the top and the furthest at the
bottom (subject to the right-over-left rule applicable if
the panel is on a freeway advance exit TOURIST
sign and the maximum number of "bits" of information
in the display);
(g) the sequence for the display of more than one
service symbol in a STACK or PANEL shall always
be, from left to right - emergency services, light
vehicle services, food services and general
services, with the exception of a hospital service
symbol and primary name, which should be placed
to the RIGHT of any other symbols in a row;
(h) a maximum of five service symbols shall be
displayed in any one service STACK or PANEL and
more than one of these symbols may be of one
class of facility e.g. restaurant and take-away (If
such a STACK or PANEL would exceed 4 m in
length the service symbols should be rearranged
into two PANELS to reduce sign length. See
Subsection 4.10.10 with regard to the service facility
signing for by-pass towns.);
(i) when arranged in two PANELS as described in
paragraph 4.10.8.8(h) service symbols should,
where practical, be centred one above the other;
(j) if the combination of symbols and primary names, or
symbols on their own, results in an obvious
aesthetic imbalance in the layout of the signface the
message positions may be adjusted for a better
appearance.
(a) if the PRIMARY name is a two or more part namee.g. "Gold Reef City"
then the name could be placed in two lines in a
right-justified form in consultation with the applicant e.g.
Gold Reef
City
(b) if the PRIMARY name is long and can be
satisfactorily hyphenated without risk of loss of
meaning or readability then the primary name
should be hyphenated and placed in two lines in a
right justified forme.g.
MakgadiSuikerbosor
rand
kgadi
When, for ease of the arrangement of words, the
lower line of text becomes longer than the top
line then the text should be left justified. Two or
more lines of text referring to two or more
facilities of a common type (i.e. beaches) should
be left justified.
5
TOURISM signs are basically STACK-TYPE signs.

However, a separate sign STACK shall be provided
for each direction which requires a TOURISM sign,
on common supports with a clear vertical
space between stacks of 100 mm to 200 mm.
Signs used on Class B, C, or D routes will normally
comprise one or two STACKS, one for tourist and/or
service facilities to the right and one for those to the left.
When absolutely essential a third stack may be added at
the top, to cover the display relating to a straight-on
facility.
Freeway advance exit TOURISM signs shall only comprise

one STACK orientated with its trapezoidal shape pointing
to the left to indicate the high speed exit to an off-ramp.
This STACK-TYPE TOURISM sign may comprise up to
three PANELS separated internally by border lines.
Information for right-turns at off-ramp terminals shall
appear above that for left turns at off- ramp terminals
when both are indicated. (The subsequent advance
turn TOURISM sign on the off-ramp will conform to
signface design for Class B, C or D route TOURISM
signs in that it has separate STACKS for right and left
turns, mounted separately.)
A STACK-TYPE advance turn or final turn TOURISM

sign may be subdivided into up to three PANELS but the
total number of PANELS in a sign cluster (more than
one STACK) shall not exceed three PANELS.
Since a wide variety of information can be displayed on a

TOURISM sign the following rules regarding display
should be adhered to within each STACK, whether on a
freeway advance exit sign STACK or an individual
STACK of a multi-STACK sign on a Class B, C or D
route:
(a) each PRIMARY name used on a TOURISM sign
which relates to a different type of tourist facility
should appear in a separate PANEL with its
appropriate symbol;
(b) tourist information shall always be placed above
accommodation or service information and each
shall be in separate PANELS;
(c) accommodation information shall always be placed
MAY 2012
If INTERCHANGE NUMBERS are in use on a freeway or

other route they shall appear on all FREEWAY (or high
speed) ADVANCE EXIT signs GF1. INTERCHANGE
NUMBERS on TOURISM signs shall be provided in
black semi-matt material, in "B MOD" lettering, on a
white retroreflective background block in the top left corner
of these signs.
10 Since TOURISM signs are normally used in

supplement to DIRECTION or FREEWAY DIRECTION
signs on which route numbers are displayed route
numbers shall normally not be displayed on the TOURISM
sign. If a route, serving a tourist or service facility which
is the only public destination on that route, has been
numbered, this route number should be displayed on the
TOURISM sign provided at the relevant junction.
11 When a facility is signed in compliance with the distance
warrants a distance to the facility may be indicated for
distances greater than 1 km. Care should be taken in
exercising this option if the TOURISM sign has a complex
signface layout. The indication of a distance should
preferably be left until the sign or STACK concerned is
indicating the specific facility only. Alternatively a
TOURISM CONFIRMATION sign GF7 may be used to
give this information. The use of the two-line
SADC - RTSM - VOL 1
GUIDANCE
option described
in
paragraph
4.10.8.4(a)
is
recommended in these cases, as is the use of the letters
"km" after the distance -
4.10.10
e.g.
It is a characteristic of the development of road networks

that towns and cities which at one time had major routes
running through them become "By-Pass" towns when
these routes are upgraded. When this occurs the towns
and cities are provided with one or more access roads to
the "By-Pass" and DIRECTION signs are provided for the
junctions with these access roads.
The creation of a by-pass tends to have advantages

and disadvantages for the community that is bypassed. In simple terms through traffic is removed but
with it goes an often profitable trading situation. Local
authorities commonly wish to redress this loss and to do
so will resort to displaying advertising signs or additional
guidance signs. TOURISM signs represent the logical
road traffic sign medium to satisfy this need and as has
been stated in Subsection 4.10.1 the use of TOURISM
signs is to be preferred to advertising signs.
As a matter of policy therefore TOURISM signs may be

added to supplement the DIRECTION signs at a bypassed town. The display on the by-pass route shall be
limited to a maximum amount of information on the sign as
permitted Section 4.4, including the PRIMARY names.
If the allowable quantity of information is exceeded, a
tourist layby may be provided.
A local authority will commonly have tourist attractions in

addition to basic services to which it would wish to attract
passing traffic. If this is the case it is strongly
recommended that a TOURIST INFORMATION CENTRE
BUREAU or LAYBY be provided at, or near, the junction
with the by-pass. The TOURISM signs provided on the
by-pass shall then be limited to basic ADVANCE TURN
signs GF2 displaying the TOURIST INFORMATION
symbol GFS 85-8 (see Subsection 4.10.26).
If a by-pass town has two or more access roads which

intersect the by-pass the provision of TOURISM signs
must be considered carefully. The resultant signs shall
primarily be provided for the benefit of passing traffic i.e.
the availability of fuel should be indicated only at the
most easily accessed point. The provision of a
TOURIST INFORMATION CENTRE, BUREAU, or
LAYBY is still recommended as a safe and effective
solution to the signing problem, particularly if the town is a
popular tourist destination.
When a town has two access roads the service

information may be split to the best advantage of
passing drivers. This may be achieved as follows:
Hluhluwe
24km
12 SERVICE FACILITY EXIT SEQUENCE sign GFB and

REST AND SERVICE SEQUENCE signs GF9, which may
be used on freeways, also display distances in a similar
manner to the freeway EXIT SEQUENCE sign GAS. The
letters "km" are not used on these signs.
13 Lesser distances than 5 km may be used particularly in
urban areas on "follow-up" signs or on signs leading to
emergency services such as "Police" or "hospital".
Distances of 3 km or 1km are also commonly displayed on
LAYBY ADVANCE signs GF5. The use of the letters "km"
on the above sign types is recommended.
14 When the facility to be displayed is a terminal destination
on the route and it is the only public destination, such a
facility may be included on a DIRECTION sign for the
junction in question, in an "insert panel" with a brown
background colour.
15 The various signface layout rules described above are
numbered and illustrated in Volume 4, Chapter 7.
4.10.9
Symbols
The PRIMARY name on a TOURISM sign should be

preceded by an appropriate SYMBOL, EXCEPT on an
ACCOMMODATION
category
sign
when
SUPPLEMENTARY SYMBOLS may, according to the
facility category, be located BELOW the facility name.
Only one symbol shall be used with a PRIMARY name.

Normally SUPPLEMENTARY SYMBOLS should NOT be
used in combination with a SYMBOL plus PRIMARY name
display. Level 3 warrants relating to various aspects of
signface display, including the use of SUPPLEMENTARY
SYMBOLS are given in Volume 2, Chapter 4 (see
Subsection 4.10.7).
If the use of a PRIMARY name is considered superfluous

"Tourist" class SYMBOLS may be used on their own.
Follow-up signs incorporating a SYMBOL only may be
used to direct drivers through a number of junctions,
subsequent to the previous display of the SYMBOL
plus a PRIMARY name. Conversely if no suitable
symbol is available a PRIMARY name may be used on its
own, or, in exceptional cases, with SUPPLEMENTARY
SYMBOL(S) in a similar manner to that used on
ACCOMMODATION class signs.
If a symbol is used with three PRIMARY names

representing three facilities of the same type or three
lines of text then an enlarged "3-line" symbol should be
used to maintain signface balance. Dimensional details
are given in Volume 4.
A number of symbols should be oriented in the direction

of the turn to which they refer. These are indicated in
Section 4.0 and are illustrated in examples given in this
Section and in Volume 4, Chapter 7.
Only appropriate symbols approved by the relevant

Road Traffic Signs Technical Committee, and listed in
Section 4.0, shall be used .LOCATION sign and
DIRECTION sign symbols shall not be used on
TOURISM signs. A range of unique symbols is available
but preference should be given to generic symbols
wherever possible.
GUIDANCE
Tourism Signing for By-Passed

Towns
(a) all facilities available (within the limitations detailed

earlier) may be indicated at the southern-most access
facing north-bound traffic and the same information
may be displayed at the northern-most access
facing south-bound traffic; OR
(b) the information may be split between the two
accesses, in a manner most appropriate to the highest
level of to drivers, and the information appropriate at
EACH access may then be displayed facing traffic
travelling in both directions (this may require a "pullthrough" straight-on STACK at a first access to ensure
that drivers pass this access to get to a facility
which is closer to the second access).
See Figure 4.78.
SADC - RTSM - VOL 1
MAY 2012
Major by-passes with multiple access points will require

special treatment including the possible use of SERVICE
EXIT SEQUENCE signs GF8.
4.10.11 Tourism Signing in Urban Areas

1
majority of TOURISM signs be provided at a local level in

the street network to ensure that drivers are able to reach
their intended destination in the final stages of their
journey.
6
The competition for drivers' attention in urban areas is

likely to be significantly higher than in rural areas. In
addition space to effectively accommodate more and
more signs is likely to be limited. In urban areas the
presence of advertising signs contributes greatly to the
visual "clutter". The provision of unnecessary signs will
compound these problems to the real detriment of the
urban environment. It is therefore particularly important that
careful consideration be given to the need for
TOURISM signs in urban areas.
Individual needs can be established for TOURISM

signs in the smallest town and the largest metropolis.
Many tourist facilities in urban areas are signed by
unique non-standard signs. It is d e s i r a b l e that this
practice be discouraged and that signing of urban
tourist facilities be undertaken within the formal signing
system embodying the basic signing principles of
conformity, accuracy, uniformity and consistency. To
achieve this objective on a country-wide basis will
require extensive national awareness and educational
campaigns.
The provision of TOURISM signs in urban areas should be

planned in the following stages:
(a) establish manageable areas or zones;
(b) survey candidate facilities and classify them (see
Subsection 4.10.5);
(c) subject to the number of facilities assess whether
these can be signed effectively and economically on
an individual basis, or whether the provision of a
network
of
TOURIST
INFORMATION
CENTRES,BUREAUX or LAYBYS will best satisfy the
demand (see Subsection 4.10.26);
(d) prepare a plan which may involve a pro-active
approach whereby facility operators such as service
stations are approached to take part i n the
programme (at a cost to themselves), or having
identified the facilities, the plan may be to wait for
approaches to be made by facility operators before
providing signs on a co-ordinated basis.
4
It will be relatively common that TOURIST

INFORMATION BUREAUX exist in the central business
districts of towns or cities but these are, by virtue of the
traffic pressures, not necessarily readily accessible to
tourists. TOURIST INFORMATION facilities should
therefore be provided strategically on approach routes to
the most attractive tourist areas.
The majority of signs detailed in this manual are equally

applicable in urban as well as rural areas. Sign sizes
however can be designed to suite the individual
applications. The principles of Navigational Aids also apply
equally in urban and rural areas. In order to prepare an
effective programme of supplementary TOURISM signs
for the major routes (Class A and Class B) these routes
must be easily identifiable on maps and on the street.
STREET NAME signs GL1 and ROUTE MARKER signs
play an important role in urban areas. Information
provided at TOURIST INFORMATION CENTRES,
BUREAUX, or LAYBYS should therefore concentrate
first on ensuring that drivers are aware of the numbered
routes in the area. On the basis of these principles it is
recommended that in urban areas the
MAY 2012
Virtually all tourist facilities may occur in urban areas

and as such are likely to require signing. Signing may
take place at the discretion of the local authority and/or
metropolitan or regional authorities through the process
of consultation. The following have been considered but
have been classified as conventional destinations:
transport termini, central business districts, factories,
power stations, libraries, park 'n ride areas, CSIR,
shopping centres, educational establishments
(from schools to universities), churches, nurseries
and bicycle paths.
Due to the number of potential non-orientational

destinations within urban areas which may need, or feel
the need, to be provided with a DIRECTION sign, the
classification of destinations may not always be easy.
However, the introduction of LOCAL DlRECTION signs for
use in urban areas, to cater for similar destination types
to TOURISM DIRECTION signs, and in a similar
supplementary manner, means that it should not be too
difficult to allocate destination types to one or other
class. The boundary line between the two classes
should not be drawn too rigidly, allowing for a degree of
flexibility of allocation of certain destinations, according to
primary function, to either class (the dimensional
characteristics of each class are essentially the same). Full
details of urban guidance signing applications, with
warrants are covered in Volume 2, Chapter 9: Urban
Guidance Signing.
4.10.12
High Density Tourism Area
There are many areas in Southern Africa with great

potential for development. Development will bring with it the
need for roads and road traffic signs, particularly
guidance signs, to direct strangers to, and around, the
areas. One of the most important and stimulus for
development is tourism. Since tourism, in many
instances, tends to be related to natural features of the
country-side such as mountains, rivers, and coastlines,
development often occurs at quite high densities in
definable areas. Such areas also often occur on the
perimeters of towns and cities.
High densities of tourism facilities in an area normally

generate high levels of demand for more guidance
signing, from motorists and operators of the facilities.
Even with the fairly stringent rules and warrants applicable
to the provision of tourism signs, the potential will be
common that a chaotic number of signs could result. This
is undesirable because the presence of large numbers
of signs will:
(a) not achieve their purpose because their total effect will
result in an oversupply of information, beyond that
which drivers can reasonably and safely assimilate;
(b) create an unacceptable environmental intrusion,
often in areas most sensitive to the adverse effects of
such an impact;
(c) be costly, but not cost-effective.
The challenge is therefore to develop a systematic

approach to the guidance signing of a specific area,
taking into account the unique needs it may have.
When considering an area for designation as a HIGH
SADC - RTSM - VOL 1
GUIDANCE
DENSITY TOURISM AREA, the first steps should be to

determine whether the area has logical and manageable
l i m i t s , and can be given a unique identity. The
possibility of such areas adjoining each other is always
real, and it may even be necessary to consider one
small but unique area, wholly contained within another
larger area of somewhat different character of attraction.
The identification of the area can be achieved by means
of a unique collective or group name for the facilities in
the area, or by association with one of the many generic
or other tourism symbol themes (see Section 4.0). The
agreed i dentity may i nvolve both such components, as
indicated by the "Arts and Crafts" Midlands Meander
depicted in Figure 4.80.
4
Subject to the state of development of co-operation in a

region between road and tourism authorities (see
paragraph 4.10.1.8) it may be necessary tor the road
authority to broker the concept of a HIGH DENSITY
TOURISM AREA. A representative Regional Tourism
Liaison Committee (RTLC) should be established. The
RTLC should ideally fit into established tourism and
road organisation structures at primary, secondary and
tertiary (or local) levels.("Primary" may be a National
Tourism Organisation (NTO), and "Secondary" a
Provincial Tourism Organisation (PTO) or Regional
Organisation (RTO). The composition of such an RTLC
should not be prescriptive, but should reflect the specific
needs of the area. The principle role players serving on
such a consultative committee should be identified for
the area and should include:
(a) the Secondary (Provincial or Regional) Tourism
Organisation within whose jurisdiction the area falls;
(b) an elected representative of a committee of facility
owners and operators forming the Local Tourism
Organisation (commonly private enterprise, but not
exclusively so);
(c) a representative of the road or local authority.
The RTLC should, either directly or through the one or

more LTO's in the area, develop a comprehensive
Guidance Signing Plan specific to the area. This plan
should:
(a) create an inventory of tourist facilities, namely
attractions, services, accommodation etc.in the area,
noting whether these are full-time or part-time
facilities:
(b) create an inventory of existing guidance signs in the
area (including on the perimeter of the area):
(c) with the assistance of the road authority assess the
correctness of the DIRECTION signs which are
provided for the primary navigational or orientational
role, and take steps to ensure their upgrading, if not
correct, as quickly as possible;
(d) develop or adopt criteria for assessing the quality or
grade of facilities (Volume 2,Chapter 4: Tourism
Signing and Volume 2, Chapter 9 :Urban Guidance
Signing provide warrants suitable for much of this
process);
(e) identify the potential for creating TOURIST
ROUTES in the area (see Subsection 4.10.13);
(f) develop a system design for the effective TOURISM
signing of the area to avoid the undesirable aspects
listed in paragraph 4.10.12.2.
In addition to this process, and particularly if the area is

large, consideration should be given to providing
attractive information, laybys, centres or bureaux l o-
GUIDANCE
cated strategically throughout the area. A good practice

in this regard is to consider identifying "gateways" to the
area which are then provided with information centres
(for more details on information laybys see Subsection
4.10.28, and on HIGH DENSITY TOURISM AREAS and
information centres or bureaux see Volume 2, Chapter
4).
7
Figure 4.81illustrates two typical situations which could

occur within a HIGH DENSITY TOURISM AREA. These
situations show a mix of full-time and part-time
TOURISM DIRECTION signs. It should be noted that the
use of TOURISM sign GF17 is limited to identified HIGH
DENSITY TOURISM AREAS.
4.10.13
Tourist Routes
1 TOURIST ROUTES are formally numbered routes. As

such they effectively take the "nearest numbered route"
closer in the road hierarchy to many tourist facilities.
The principle effect of numbering a TOURIST ROUTE is
that, at the turn off from a numbered navigational route,
i.e. 844, it is only necessary to provide a TOURISM sign
identifying the route. This sign will normally display the
tourist route number in yellow, a theme symbol (e.g.
scenic mountains, coastal etc.) and the route name which
may be unique or the same as the theme. This will be
significantly less information for drivers to absorb than
individual signs to all facilities along the route. This
approach may be relaxed if emergency facilities exist on
the route. The information relating to any emergency
facilities should be given in a separate panel below the
route description.
2
For examples of typical TOURIST ROUTE signs see

Subsections 4.10.17 and 4.10.18.Within a HIGH DENSITY
TOURISM AREA additional signing may be necessary to
provide route continuity or where two TOURIST ROUTES
intersect. This may be provided by a range of compact
TOURIST ROUTE MARKER signs GE18. Details of these
signs are given in Section 4.7.
TOURIST ROUTES can also be established over an

existing numbered navigation route. In this case a tourist
route number i s not allocated. The route is identified
by supplementary TOURISM signs giving the route theme
symbol and route name. TOURIST ROUTE MARKER
signs may also be used for such an application.
4.10.14
Shape, Size and Colours
TOURISM signs are basically rectangular in shape but are

unique in that all turn signs shall have the arrow side
edge cut back from top to bottom at a slope of 2 in 5 to
create a trapezoidal shape. Straight-on stack signs,
which are not commonly used, and facility sequence
signs are rectangular in shape. "TOTEM" signs used
within Rest and Service Areas are square in shape.
PART-TIME and TEMPORARY facility signs utilize a
fingerboard shape.
The size of TOURISM signs is commonly dependent on

the message to be displayed. Dimensional details for all
sign types are given in Volume 4, Chapter 7. It should be
noted that TOURISM signs are generally sized around
the symbol(s) used. The dimensional principles are
similar to normal 01RECTION signs.(see Subsection
4.10.8 and Volume 4, Chapter 7, Section 7.1 for further
details.)
3 In common with DIRECTION signs all TOURISM signs
SADC - RTSM - VOL 1
MAY 2012
are dimensioned in multiples of the DIN 1451 letter

stroke width "d". This enables a sign to be sized for any
standard letter size from one dimensional detail. The
choice of letter size is dictated by various factors such as
the amount of information, road width, speed limit etc.
4
TOURISM signs shall have a unique BROWN background colour and all arrows, legend and border shall be
white with a few exceptions. A few symbols, mainly in the
EMERGENCY SERVICES group, such as Police,
Hospital and SOS Telephone are used in colour to make
them distinctive.
The only temporary TOURISM sign type is

TEMPORARY ATTRACTION sign TGF17, commonly
used to sign special events. TGF17 sign have a black
matt background with yellow retroreflective border and
lettering.
4.10.15
Retroreflectivity
1 It is recommended that all arrows, symbols, text and

borders used on TOURISM signs be retroreflective.
The use of retroreflective materials for background
areas is optional.
2
The retroreflective materials used shall conform to the

provisions laid down in Chapter 1.
4.10.16
Sign Numbering
1 Although there are relatively few different types of

TOURISM sign, due to the considerable number of
standard symbols and facility types a great many sign
combinations are possible. The signs are numbered in a
similar manner to other guidance signs, namely
GF1,GF2, GF3 etc.
2
In order to accommodate the wide range of variations in

signface type the basic sign number may be
expanded by a simple supplementary number code.
The supplementary number code refers to the number of

panels in a stack as follows (see also Volume 4,
Chapter 7):
(a) GF1.1 (one panel- optional for GF1);
(b) GF1.2 (two panels);
(c) GF1.3 (three panels).
MAY 2012
SADC - RTSM - VOL 1
GUIDANCE
NOTES:
(1) Values for distance "Y" + "Z" for which a sign maybe
warranted are given in Volume 2, Chapter 4.
(2) Access road distance "Z" may vary widely.
WAY DIRECTION signs.

(4) Where "Y" or "Z" is greater than 500 m, an advance
sign GF2 may be provided on the cross road in
advance of the final turn.
(3) Signs GA2, GA3, GA4 and GA6 are standard FREE-
Fig 4.76
GUIDANCE
Tourism Signing Sequence- Class "A" Roads (Freeways)

SADC - RTSM - VOL 1
MAY 2012
NOTES:
(1) Distance "X" is the standard advance locating distance for
an ADVANCE DIRECTION sign GD1.
(2) Values for distance "Y" + "Z" for which a sign maybe
warranted are given in Volume 2, Chapter 4.
Fig 4.77
MAY 2012
(3) Access road distance "Z" may vary widely.

(4) Sign GD2 is a standard DIRECTION sign.
(5) Where "Y" or "Z" is greater than 500 m, an advance
sign GF2 may be provided in advance of the final turn.
Tourism Signing Sequence- Class "B", "C" or "D" Roads

SADC - RTSM - VOL 1
GUIDANCE
NOTES:
(1) Detail 4.78.1 illustrates a single access by-passed
town with the provision of an ADVANCE TURN tourism
sign GF2 on each approach. If the town has many
facilities of interest to tourists an INFORMATION
CENTRE, BUREAU, or LAYBY should be provided
approximately as indicated.
the town. (The same could be done for the hotel

accommodation if considered necessary). Sign GF2 (B)
shows all facilities in both directions since the facilities are
close-by. Sign GF2 (C) may be added because the fuel
service is very close by. (NB- POL = Police; F- Fuel
and H =Hotel).
(2) In Detail 4.78.2 sign GF2 (A) includes a straight-on

stack so that drivers needing to reach Police service will
be able to reach without having to travel through
(3) See Figure 4.78 for details of Typical INFORMATION

LAYBY.
Fig 4.78
GUIDANCE
Basic Principles- Tourism Signing for a By-Passed Town

SADC - RTSM - VOL 1
MAY 2012
NOTES:
(1) FINAL TURN sign GF3 is optional.
(2) ADVANCE TURN sign GF2 is desirable.
(3) The provision of all tourism signs to accommodation
facilities is subject to compliance with warrants.
Fig 4.79
MAY 2012
(4) Tourism signs should not normally be provided at

the junction of two numbered routes. However,
discretion may be exercised under the circumstances
covered by paragraph 4.10.2.
(5) Also refer to Figure 4.77.
Basic Principles - Tourism Signing for Accommodation

SADC - RTSM - VOL 1
GUIDANCE
F i g 4.80
GUIDANCE
Signing of a High Density Tourism Area

SADC - RTSM - VOL 1
MAY 2012
4.10.17
TOURISM
Fig 4.81
MAY 2012
Signing of Part-Time Facilities

SADC - RTSM - VOL 1
GUIDANCE
FREEWAY ADVANCE EXIT

GF1.1
For dimensions
ref. Vol. 4
pages
COLOURS:
PERMANENT
Border & text:
Symbol(s):
7.2.1
to
7.2.14
-Background:
Interchange
Number:
4.10.17
1
Freeway Advance Exit
FREEWAY ADVANCE EXIT signs of the type GF1 are

ground-mounted STACK-TYPE signs which may be
used to supplement a freeway exit direction sign
sequence to give early guidance of a high speed
exit at an interchange ahead, which serves a
tourism facility or facilities, in addition to the
Indicated destinations. A GF1 sign shall not be used
at a freeway system to system interchange. If a section
of freeway has warranted the use of OVERHEAD
direction signs the GF1 sign should be retained in its
ground- mounted form unless this is not practical e.g.in a cutting provided with retaining walls or side
space is otherwise limited.
White or coloured
retroreflective
(See Section 4.0)
Brown semi-matt or
retroreflective
Black semi-matt
GF1 signs should be located on the left side of the

roadway at a distance of 500 m to 600 m from the offramp exit point This should place the sign approximately
half way between the FREEWAY ADVANCE EXIT
DIRECTION sign GA2, and the FREEWAY EXIT
DIRECTION sign GA3 located at the exit point If the
position of the GA2 sign is significantly different to that
recommended, the position of the GF1 sign may be
adjusted accordingly. The position of the GF1 sign, as with
any other freeway guidance sign, should be adjusted
locally to allow for features such as crest vertical curves or
bridge abutments which may tend to obscure it. The GF1
sign should not be located less than 300m from a GA2 or
a GA3 sign.
A distance to the exit should not normally be included on
a GF1 sign. However, when used to sign an exclusive exit
to a roadside facility such as a Rest and Service Area,
the GF1 sign may be located in the normal position of
a GA2 sign. In this case the inclusion of the distance to
GUIDANCE
the exit, normally "1 km", is recommended. The inclusion

of this distance on a GF1 sign for a named Rest and
Service Area will commonly require that the signface
contains three lines of text (see paragraph 4.10.9.4).
4
No arrow is displayed on GF1 sign. The GF1 sign shall

always have a trapezoidal shape pointing to the left. If
signing of an un-numbered high speed exit is
r e q u i r e d on a freeway the interchange number block
should be replaced by a STACK-TYPE 2 arrow.
Provision is made in Section 4.2 for the design of a sign which is
installed initially without an interchange number but for
which a number is anticipated within the life of the sign.
There is no difference in signface layout for GF1 signs for

rural and urban applications as is the case with
FREEWAY DIRECTION signs. The place name (town or
city) shall not be used on a GF1 sign.
The information displayed on a FREEWAY ADVANCE

EXIT sign GF1 may be wholly tourist attraction
information or wholly tourist service information or it may
comprise a combination of both types of tourism facility
information. Figures 4.82 and 4.83 illustrate a range of
permitted variations of signface design for GF1 signs.
A GF1 sign shall only comprise one STACK. This stack

may contain up to three PANELS. Signface design
principles are covered in Section 4.10.8. If two or three
facilities of the same type require to be indicated this
shall be accomplished within one PANEL or STACK
using one common symbol. The symbol should be
enlarged when three lines of text are required (see
paragraph 4.10.9.4)
SADC - RTSM - VOL 1
MAY 2012
Detail 4.82.1
Detail 4.82.3
Detail 4.82.2
Detail 4.82.4
Detail 4.82.5
Detail 4.82.6
Detail 4.82.7
Detail 4.82.8
Detail 4.82.9
NOTES:
(1) The examples illustrated in this Figure are all of single
PANEL and single STACK signs. Further examples are
given in Figure 4.83.
(2)
Principles illustrated are:

4.82.1 - three facilities of the same type, left justified
text, enlarged symbol for 3-line display;
4.82.2- direct access advance exit sign to a Rest and
Service Area with distance to exit;
4.82.3 - direct access exit sign to Rest and Service
Area;
Fig 4.82
MAY 2012
4.82.4 - graded accommodation facility;

4.82.5 - single service available;
4.82.6 - hospital symbol and name relocated to right side
of other symbols (an emergency service
normally should appear first from the left.)
4.82.7 - numbered tourist route;
4.82.8 - direct access advance exit sign to a Truck
Rest and Service Area;
4.82.9 - direct access exit sign to Truck Rest and
Service Area.
Permitted Variants of Freeway Advance Exit Signs - GF1.1

SADC - RTSM - VOL1
GUIDANCE
Detail 4.83.1
Detail 4.83.2
Detail 4.83.3
Detail 4.83.4
Detail 4.83.5
NOTES:
(1) The examples illustrated in this Figure are two and
three PANEL single STACK signs.
(2) Principles illustrated are:
4.83.1 - two PANELS, both to Tourist Attractions,
symbols centred on each other, text left
justified;
4.83.2 - two PANELS, upper one to a "Tourist" facility
and lower one to Tourist Services, no
interchange number, service symbol spacings
equalized;
4.83.3 - two PANELS, both to Tourist Services,
Fig 4.83
GUIDANCE
symbol order as per paragraph 4.10.8.8(g),

symbols equally spaced in each PANEL;
4.83.4 - three PANELS, upper two to Tourist Attractions
and lower one to Tourist Services;
4.83.5 - two PANELS, upper one with 3 destinations of
one type of Tourist Attraction (note enlarged
symbol), lower panel with Tourist Services.
(3) Example 4.83.1 shows correct right-over-left orientation
for the ramp terminal but this is incidental. Other
examples do not indicate orientation. This will be given by
GF2 signs on the off-ramp.
Typical Examples of Panels on Freeway Advance Exit Signs GF1

SADC - RTSM - VOL 1
MAY 2012
4.10.21
TOURISM
MAY 2012
SADC - RTSM - VOL 1
GUIDANCE
ADVANCE TURN
GF2
COLOURS:
PERMANENT
Border. arrow
& text:
Symbol{s):
Background:
4.10.18
7.2.15
to
7.2.24
7.2.48
7.2.50
to
7.2.58
White or coloured
retroreflective (See
Section 4.0)
Brown semi-matt or
retroreflective
Advance Turn
'
1 ADVANCE TURN signs of the type GF2 are groundmounted STACK-TYPE signs which may be used to
supplement direction signs on freeway off-ramps or on
Class B, C or D roads to give advance guidance that
the junction ahead serves a tourism facility or
facilities, In
addition to
the
Indicated
destinations. GF2 signs may be used on their own
when the junction ahead serves only a tourism
facility.
2

roadway. When STACK-TYPE ADVANCE DIRECTION
signs GD1 are used, the GF2 signs should be located
beyond the GD1 sign, at a distance from the junction
equal to two-thirds of the distance of the GD1 sign from
the junction. On a freeway off-ramp similar conditions
shall apply when an ADVANCE RAMP TERMINAL
DIRECTION sign GA5 is used, subject to a minimum
distance between signs of 60 m.
In special circumstances, at a junction where doubt

might otherwise be created or where facilities exit to left
and/or right and in the straight ahead direction, a GF2
sign may be used to indicate a straight ahead facility.
Although this application does not involve a turn at
the junction ahead, it is c l a s s i f i e d as an
ADVANCE TURN sign for design purposes.
A distance to the turn should not normally be given

unless the GF2 sign is being used in advance of a direct
access Rest and Service Area in which case it is
recommended that the sign be located 500 m to 1 km in
advance of the access and the distance be indicated (see
also Subsection 4.10.21).
A distance to the facility may be indicated on a GF2

sign when the distance is greater than might be
expected by drivers, but not less than 5 km in the rural
situation. Should the inclusion of a distance result in a
requirement for three lines of text an enlarged symbol
may be used (see Volume 4,Chapter 7).When several
turns are required between the junction where a facility is
first signed, and the FINAL TURN towards the facility is
reached, a FOLLOW-UP variation of the GF2 sign may
be utilized. This may be used on rural scenic routes or
in urban areas. The FOLLOW-UP variation of the GF2
sign omits the use of a PRIMARY name but may include
a distance, which may be less than 5 km.
GUIDANCE
For dimensions ref.

Vo/4
pages
Details of arrow types used on GF2 signs are given in

Volume 4, Chapter 5. A GF2 sign shall display a
STACK-TYPE 5 arrow when the display is for
service(s) only and a STACK-TYPE 6 arrow for
tourist attractions. When used for a straight ahead stack
the GF2 sign shall use a STACK-TYPE 4 arrow.
The signface layout of GF2 type signs does not vary for
rural and urban applications. However, the choice of
letter size, on which the whole sign size is based, may
vary considerably for high speed rural and low speed
urban conditions. The choice of letter size is covered in
the Section 4.4.
The information displayed on an ADVANCE TURN

sign GF2 may be wholly for tourist attractions or wholly for
services, or it may comprise a combination of both types
of tourism facility. Figures 4.84 to 4.86 illustrate a range
of permitted variations of signface design for GF2 signs.
A GF2 sign may comprise up to three STACKS, namely a

straight-on stack, a right-turn stack and a left-turn stack,
arranged vertically from top to bottom in this order, as
for a STACK-TYPE ADVANCE DIRECTION sign GD1.
These STACKS shall normally be mounted on common
supports and shall have a clear vertical separation
between stacks of 100 mm to 200 mm. A STACK may
be subdivided into up to three PANELS but the total
number of PANELS and/or STACKS used in one sign
cluster shall not exceed three. When mounted on
common supports it is recommended that all STACKS be
made equal in length to the longest STACK. If a
significant waste of sign area will result then the
STACKS lengths may be made different.
10 Up to five service symbols may be displayed in one

STACK up to a maximum stack length of 4000 mm. If a
longer sign is required the symbols shall be rearranged into two PANELS within the STACK. Symbols
may be centred above/below each other or the spacing
between symbols in one PANEL may be equalised.
11 When the GF2 sign is used in advance of a junction
with a numbered route which serves only tourism
destinations, the route number should be included on the
GF2 sign in the text line above the name of the facility.
SADC - RTSM - VOL 1
MAY 2012
4.10.23
TOURISM
NOTES:
(1) All examples are single PANEL single STACK signs.
See Figure 4.84.
4.84.1 - straight-on advance sign with distance;
4.84.2 - inclusion of route number- only destination a
tourist attraction;
4.84.3 - typical right justification into two lines;
Fig 4.84
MAY 2012
4.84.4- 3 lines including distance, enlarged symbol;

4.84.5- named trucks - only rest area, symbol
oriented in the direction of turn;
4.84.6 - "Services" only;
4.84.7 - follow-up sign, symbol only;
4.84.8- follow-up sign, symbol plus distance;
4.84.9 - straight-on follow-up sign;
4.84.10 - advance sign for parking area.
Permitted Variants of Advance Turn Signs - GF2

SADC - RTSM - VOL 1
GUIDANCE
Detail 4.85.2
Detail 4.85.3
NOTES:
(1) All examples illustrate options for
the layout of ACCOMMODATION
TOURISM signs including the use of
the full name of the facility.
4.85.1-accommodation
with
restaurant open to public name in two lines- right
justified;
4.85.2-accommodation with no
public restaurant;
4.85.3-alternative layout
using
SUPPLEMENTARY
SYMBOLS;
4.85.4-three hotels in the same
direction,
with
public
restaurant - left justified;
4.85.5-two hotels and a camp site
(with
chalets)
in
one
direction - both hotels have
public restaurants;
4.85.6-alternative layout to Detail
4.85.5 - showing the need to
separate the hotel symbols
because o n one has a
public restaurant- the camp
site indicates that its principal
accommodation is chalets.
Fig 4.85
GUIDANCE
Accommodation Variants of Advance Turn Signs - GF2
SADC - RTSM - VOL 1
MAY 2012
4.10.25
TOURISM
Detai1 4.86.3
Detail 4.86.4
Detail .4.86.5
NOTES:
4.86.1 - two PANELS, both to "Service" facilities ,next
sign after Detail 4.84.3, all services in the
same direction;
4.86.2 - two PANELS, two-part names right justified;
4.86.3 - two PANELS - top one Tourist Attraction,
lower one Tourist Services;
Fig 4.86
MAY 2012
4.86.4- two PANELS- both ACCOMMODATION examples;

4.86.5 - an example of three TOURISM DIRECTION sign
stacks, with clear separation; stacks have
been made the same length for aesthetic and
mounting reasons ("Big Lagoon" stack dictates
length); other stacks have internal spacings
equalised to use up extra length; there is no
attempt to justify text.
Typical Examples of Stacks and Panels on

Advance Turn Signs - GF2
SADC - RTSM - VOL 1
GUIDANCE
FINAL TURN
GF3
For dimensions
ref. Vo/4
pages
COLOURS:
PERMANENT
Border, arrow
& text:
Symbol(s):
Background:
4.10.19
1
7.2.25
to
7.2.30
and
7.2.49
White or coloured
retroreflective
(See Section 4.0)
Brown semi-matt or
retroreflective
Final Turn
FINAL TURN signs of the type GF3 are groundmounted STACK-TYPE signs which may be used to
indicate the final turn towards a tourism facility.
GF3 signs should be located in the far left-hand corner of

the junction, e.g. beyond the point at which the turning
movement(s) will take place.
Sign GF3 should not be used if the f a c i l i t y and the

turn-off is clearly visible from the approach road.
A distance to the facility may be included on a FINAL

TURN sign GF3 when the facility is some distance from the
junction or if the access road standard is significantly
lower than that of the road approaching the final turn point.
This distance should normally be greater than 5 km in
rural situations but lesser distance may be indicated in
urban areas, particularly in relation to such facilities as
Police, hospitals or information laybys or centres.
If one or more FOLLOW-UP type GF2 signs have been

used in advance of a FINAL TURN sign, the FINAL
TURN sign should, when indicating a tourist attraction,
MAY 2012
re-introduce the PRIMARY name of the facility.

6
Details of arrow types used on GF3 signs are given in the

Volume 4, Chapter 5. A GF3 sign shall display a
STACK-TYPE 1 arrow for single PANELS and a
STACK-TYPE 3 arrow for more than one PANEL. A
straight on version of a GF3 sign should not normally be
used. When signing facilities on lower classes of road
the arrow may be omitted altogether as an economy
measure.
GF3 signs should conform to the provisions of Subsection

4.10.8 and the additional provisions of Subsection 4.10.19
on ADVANCE TURN sign GF2. A range of typical
examples is illustrated in Figure 4.86.
A GF3 sign may comprise up to two STACKS, namely a

right-turn stack and a left-turn stack. These stacks shall
normally be mounted on common supports with a clear
vertical separation between stacks of 100 mm to 150
mm. A STACK may be subdivided into up to three
PANELS but the total number of PANELS in a sign
cluster shall not exceed three PANELS.
SADC - RTSM - VOL 1
GUIDANCE
NOTES:
4.87.1 - two PANEL combination with Tourist Attraction
over Accommodation;
4.87.2 - three lines of text including a distance enlarged symbol;
4.87.3- public access to hospital, name placed in
two lines to shorten sign;
Fig 4.87
MAY 2012
4.87.4- Truck Rest and Service Area;

4.87.5- omission of STACK-TYPE 1 arrow;
4.87.6- use of symbol on its own;
4.87.7- omission of STACK-TYPE arrow AND
symbol only display.
Permitted Variants of Final Turn Signs - GF3

SADC - RTSM - VOL 1
GUIDANCE
GORE EXIT
GF4
COLOURS:
PERMANENT
Border & arrow: White retroreflective
Legend:
Black semi-matt
Background:
Brown retroreflective
Chevron:
Red retroreflective on
white retroreflective
4.10.20
1
For dimensions
ref. Vol 4
pages
7.2.31
Gore Exit
A GORE EXIT sign GF4 shall be used to indicate to

drivers the gore, or area of separation of the offramp from the main freeway carriageway, at the
high speed exit from a freeway to a Rest and
Service Area and to provide limited exit
information in the form of the interchange or exit
number, when allocated, or alternatively the word
EXIT.
gore as close to the end of the paved area as possible,

consistent with adequate side clearance to the travelled
way.
3
GF4 signs shall use a STACK-TYPE 3 arrow displayed in

a horizontal position pointing to the left.
The size of GORE EXIT signs GF4 is fixed at 1600 mm

wide and 1800 mm high. The CHEVRON sign should be
600 mm in height and 1600 mm wide resulting in an overall
sign height of 2400 mm.
GF4 signs, in combination with GORE CHEVRON

sign, W414, shall be located within the nose area of the
LAYBY
GF5
For dimensions
ref. Vo/4
pages
COLOURS:
PERMANENT
Legend:
Background:
or semi-matt
7.2.32
7.2.33
GF6
4.10.21
1
Layby
LAYBY ADVANCE signs GF5, and LAYBY TURN-IN

signs GF6, are ground-mounted signs which may be
used to give guidance to drivers regarding the
existence of a roadside layby ahead, and to
i n d i c a t e the point of entry to the layby,
respectively.
GF5 signs should be located on the left side of the road at

a standard distance of 1 km or 3 km in advance of the
roadside layby.
GF6 signs should be located on the left-side of the road at

the point of entry to the layby. Wherever possible the sign
should be located beyond the point of TURN-IN to the
layby but if no suitable position is available the sign should
be located immediately before the layby. A GF6 sign
should not be used unless preceded by a LAYBY
ADVANCE sign GF5.
GF5 signs include a fixed distance of 1 km in the

signface display. If it is appropriate the distance
displayed may be increased to 3 km. No arrow shall be
used on a GF5sign.
MAY 2012
GF6 signs use a STACK-TYPE 1 arrow and shall not

indicate any distance.
The LAYBY ADVANCE signs GFS and the LAYBY

TURN-IN signs have a standard size for a given letter
size irrespective of the symbol used. GF5 and GF6
signs are most commonly used to sign roadside Rest
Areas of Classes 1 and 2 (facilities which are not named
Rest and Service Areas) using symbols GFS 86-1 and
GFS 86-2 respectively.
GF5 and GF6 signs may also be used for other roadside
laybys providing tourist information (symbol GFS 85-8) for
curio shop or farm stall (symbol GFS 85-12), or in remote
areas, drinking water (symbol GFS 85-4). Roadside
information laybys may also be provided with a TOURIST
INFORMATION BOARD which may take on a wide
variety of layouts but should utilise the tourism sign colour
code and incorporate the TOURIST INFORMATION symbol
GFS 85-8 displayed in the top right-hand corner (see
Subsection 4.10.28).
SADC - RTSM - VOL 1
GUIDANCE
CONFIRMATION
For dimensions
ref. Vo/4
page
COLOURS
GF7
PERMANENT
Border:
.L
. egend:
Background:
7.2.34
4.10.22
1
Confirmation
CONFIRMATION signs GF7 may be used to give

reassurance or confirmational guidance to
drivers that they are travelling towards the tourist
facility of their choice and that it is located at the
distance indicated.
GF7 signs are not recommended for general use. Their

use should be reserved for situations where a tourist
facility is located some significant distance along a road and
when the facility is the only public destination on that
road.
In rural situations sign GF7 should not be repeated at

regular intervals along the final approach road to the
facility. The use of GF7 signs in urban areas may offer a
useful compact sign to reassure drivers seeking, for
instance, an INFORMATION CENTRE, particularly in
MAY 2012
or semi-matt
a by-passed town.
4

roadway and a short distance beyond a road junction.
The distance from the junction should range between 30
m in urban areas, to 60 m in rural areas.
GF7 signs differ from CONFIRMATION signs of the

type GD3 in that the distance should be indicated below
the facility name and should be followed by the letters
"km". Due to its limited application a GF7 sign should
normally only indicate the name of one tourist facility
and should not normally include the display of a route
number unless the sign is indicating the only destination
along a numbered route. If a route number is
displayed it should be centred above the tourism message
SADC- RTSM- VOL 1
GUIDANCE
SERVICE EXIT SEQUENCE

GF8.3
COLOURS:
PERMANENT
Border
Symbols:
Interchange
Number:
Place name:
Background:
White or coloured
retroreflective
(See Section 4.0)
Black semi-mall
7.2.35
7.2.36
Black semi-mall
Brown semi-matt or
retroreflective
4.10.23
1
For dimensions
ref. Vol 4
pages
Service Exit Sequence
A SERVICE EXIT SEQUENCE sign GF8.2 or GF8.3

may be used to provide guidance, in advance of
a number of freeway exits as to the service
facilities available at these exits, or adjacent to
them.
changes at which services are not available need not

be indicated on GF8 signs.
5
(a) the town or city name in the top panel (LOCATION

information);
(b) the interchange numbers for the next two or three
interchanges in sequential order from top to bottom
on the left side of the sign;
(c) up to three service symbols at each of the different
exits;
(d) the distances from the sign to each interchange exit
point without the letters "km".
This sign should be reserved for freeway by-pass

situations where a wide range of service or
accommodation facilities are available at a number
of exits on the by-pass.
3 GF8 type signs should be located on the left side of the

roadway at a distance of 2 km to 4 km from the first exit
which has service facilities. Care should be exercised
to achieve adequate separation from other
DIRECTION signs. In a metropolitan environment, it
may be advantageous to locate a GFB sign a short
distance from a systems interchange on the exit side.
4
GFB signs may display service information related to

two or three sequential interchanges on a section of
roadway. When there are many interchanges on a
section of road, consideration may be given to
providing GF8 signs systematically along the section.
Inter-
MAY 2012
The information given on a GFB sign should comprise:
A SERVICE EXIT SEQUENCE sign shall NOT display

any PRIMARY names e.g. hospital or hotel. These
PRIMARY names may be used in the normal way on
subsequent GF1, GF2 and GF3 signs.
6
The general rules relating to symbol order as given in

Subsection 4.10.8 shall be adhered to.
SADC - RTSM - VOL 1
GUIDANCE
REST AND SERVICE SEQUENCE

GF9.1
For dimensions
ref. Vol 4
pages
COLOURS:
7.2.37
to
7.2.42
-
PERMANENT
Border & legend: White retroreflective
Symbols:
White or coloured
retroreflective
(See Section 4.3)
Route number: Yellow retroreflective
Interchange
Black semi-matt
Number:
Background: Brown semi-matt or
retroreflective
GF9.2
4.10.24
1
Rest and Service Sequence
A REST AND SERVICE SEQUENCE sign of the type

GF9.1 or GF9.2 may be used to provide early
guidance to drivers along a route, as to the
distances to the next two places where Rest and
Service Area facilities are available.
The use of this sign should be reserved for sections of

freeway or class B route on which Rest and Service
Areas have been provided at regular intervals.
GF9 type signs should be located on the left side of the

roadway systematically along a route. Depending on the
spacing of the Rest and Service Areas a sign spacing of
not less than 50 km is recommended based on the
closest sign to a facility being located 2 km in advance
of the facility.
If a route has been allocated interchange or junction

numbers, these should appear on the left side of a Rest
and Service Sequence sign as illustrated by sign type
GF9.1. If no numbers have been allocated sign type
GF9.2 should be used.
MAY 2012
The information given on a GF9.1 sign should comprise:

(a) the route number at the top of the sign;
(b) the interchange numbers for the next two
interchanges or junctions serving Rest and Service
Areas, in sequential order, from top to bottom, on the
left side of the sign;
(c) the appropriate symbols;
(d) the names of the Rest and Service Areas, including
trucks only facilities;
(e) the distances from the sign to each interchange exit
point to the nearest kilometre, without the use of the
letters "km".
The information g i v e n on a GF9.2 type sign should

comprise:
(a) the route number at the top of the sign;
(b) the appropriate symbols;
(c) the names of the Rest and Service Areas, including
SADC- RTSM- VOL 1
GUIDANCE
trucks only facilities (use of this information is

optional- it may be omitted to reduce sign
area);
(d) the distance from the sign to each interchange exit
point, to the nearest kilometre, without the use of
the letters "km".
7
In this case the interchange numbers will jump from a low

value to a high value, or vice versa, because the
interchange numbering policy is based on these numbers
starting from zero at each provincial boundary for any
route crossing from one province to another.
8
It should be noted that, due to the relatively large

distances between Rest and Service Areas, signs may
possibly be located so that the Rest and Service Areas
referred to on one sign may straddle a provincial boundary
If two sequential facilities are of the same class then these

may be linked to one common symbol rather than two.
REST AND SERVICE "TOTEM"

GF10
COLOURS:
For dimensions
ref. Vo/4
page
PERMANENT
Border.
Arrow & symbol: White retroreflective
Background:
{1) Brown
retroreflective
{2) Green or blue
retroreflective
Route number. Yellow retroreflective
(with background (2))
4.10.25
7.2.41
Rest and Service "Totem"
REST AND SERVICE "TOTEM" signs in the GF10

series may be used within a Rest and Service Area to
guide users of the area towards the specific
facility they require.
The GF10 type of sign s h a l l only be used within a

Rest and Service Area. It is common that within such
Rest and Service Areas facilities are segregated by
vehicle class e.g. light vehicles and heavy vehicles.
Different levels of facility may also be provided according
to the needs of the different vehicle classes. To cater
for this flexibility a standard sign measuring 600 mm x
600 mm shall be used for each message (symbol). A
wide range of symbols and arrows are available and a
sign indicating the adjacent roadway route number may
also be used. Each square sign may be specified for
manufacturing purposes by the number
MAY 2012
GF10 followed by a suffix giving the symbol number

(see Volume 4, Chapter 7 for symbol numbers and
examples of sign clusters).
3
GF10 signs should be mounted in vertical or horizontal

clusters in a "TOTEM" fashion. They may be located in
any suitable position for maximum effectiveness.
Arrow examples use STACK-TYPE 1 arrows or STACKTYPE 5 arrows.
Route numbers should be indicated in the largest possible

letter size. A route number comprising a designatory letter
plus two numerals will normally fit at a 280 mm letter
size. Due to the low speed environment of Rest and
Service Areas the use of DIN 1451 Style "A" lettering may
be used.
Detailed examples of internal REST AND SERVICE

"TOTEM" signing is given in Volume 2, Chapter 4.
SADC - RTSM - VOL 1
GUIDANCE
ROADSIDE EMERGENCY SERVICE

GF12
GF11
For dimensions
ref. Vol 4
pages
COLOURS:
PERMANENT
Legend:
Symbol:
Full colour
(See Section 4.0)
Background:
7.2.42
7.2.43
GF13
GF14
'
4.10.26
1
Roadside Emergency Service
ROADSIDE EMERGENCY SERVICE signs GF11, GF12

and GF13 may be used on a roadway to indicate to
drivers the existence, position of, and turn-in
point to, SOS telephone sites or temporary
emergency field units. In addition, sign GF14 may be
used to indicate that the last SOS telephone site
on a section of roadway is 1km ahead.
EMERGENCY SERVICE SPACING sign GF11,
EMERGENCY SERVICE ADVANCE sign GF12 and
LAST EMERGENCY SERVICE sign GF14 should be
located on the left side of the roadway. These signs
should be positioned well away from DIRECTION signs if
at all possible. The distance on sign GF12 may be
reduced to 300m if necessary. This may be particularly
appropriate if an SOS telephone has been provided

within a freeway interchange.
3
EMERGENCY SERVICE TURN-IN sign GF13 should

also be located on the left side of the roadway just
before the turn-in to the SOS telephone layby or the
area being used for a temporary emergency field unit.
This sign uses a STACK-TYPE 1 arrow inclined in the
direction of the layby.
Temporary emergency field units may be established

alongside major tourist routes during peak holiday traffic
periods to reduce emergency service response times.
FIRST AID symbol GFS 81-4 may be used on signs of
the types indicated to advise drivers of the position of
the field unit.
PARKING
For dimensions
ref. Vol4
page
COLOURS:
PERMANENT
Border:
Symbol:
Background:
GF15
7.2.44
4.10.27
Parking
PARKING sign GF15 may be used to indicate to

drivers the availability of a parking service free of
restriction or limitation.
GF15 signs should be used to identify parking areas

which offer a parking service and which are open to the
public free of any change or time restriction. Such
parking areas could range from an area provided at
some tourist attraction such as a l ookout point or a
small beach to a major car park at a regional shopping
centre or at an airport.
MAY 2012
Brown semi-matt or
retroreflective
ADVANCE TURN GF2 or FINAL TURN GF3 TOURISM service signs displaying GENERAL SERVICES
PARKING symbol GFS 85-1 may be used, according to
the criteria relevant to the use of such signs, to
indicate the direction to free and charged and/or
time restricted parking areas.
Charged or time restricted parking areas shall be

controlled by PARKING RESERVATION regulatory signs
which are colour coded white on a blue background.
SADC- RTSM- VOL 1
GUIDANCE
TOURIST INFORMATION
COLOURS:
PERMANENT
Border.
Symbols:
Background:
4.10.28
1
GF16
Brown semi-matt or
retroreflective
For dimensions
ref. Vol 4
pages
7.2.44
7.2.45
Tourist Information
TOURIST INFORMATION sign GF16 may be used to

indicate to drivers the availability of a tourist
information service either at a comprehensive
TOURIST INFORMATION CENTRE or BUREAU or at
a roadside TOURIST INFORMATION LAYBY. The sign
may be incorporated into the face of an
INFORMATION BOARD provided at the information
facility. In smaller centres local publicity associations
commonly provide a tourist information function. Such
associations should be encouraged to display sign GF16
mounted in such a way as to be visible to approaching
drivers. This may include mounting on the wall of the
building in which the association is located, at 90 to the
wall. However, the use of sign GF16 should only be
warranted if basic tourist information for the area is
available on a 24 hour basis. The information displayed
must be amended from time to time to include new
tourist facilities and it must also be regularly updated for
detailed changes such as telephone numbers, opening
hours etc (see paragraphs 4.10.28.10 to 4.10.28.14 ).
The need to provide tourist information will generally
result from an inability or impracticality to sign all tourist
attractions and services which might warrant signing in a
particular region, area or town, until in close proximity to
the facility. The existence of a great many facilities in an
area can create confusion amongst tourists and the
numbers may be so great that even a reasonably
detailed map of the area cannot satisfy drivers needs
Motivation for the provision of one or more TOURIST
INFORMATION CENTRES, BUREAUX or LAYBYS in an
area will require a co-ordinated planning effort by the
Regional Tourist Liaison Committee in the area
(including the responsible road authority).It is likely that
the cost of providing a facility may have to be shared.
Before going to the expense of providing a centre or
layby a survey of the needs of the area should be
undertaken and a co-ordinated plan prepared to en
sure that the information centres are provided in the
most effective positions, and if several are required that
they are provided in a systematic manner.
Limitations have been laid down regarding the amount of
tourist service information which may be provided on
TOURISM signs at access points to by-passed towns
(see Subsections 4.10.1 and 4.10.10). When there is a
significant amount of additional information required in
relation to tourist attractions available in such a town it is
to be expected that the town authorities would wish
passing tourists to be aware of all these facilities since the
tourist activity is likely to contribute to the financial wellbeing of the community. To satisfy these demands
GUIDANCE
a TOURIST INFORMATION LAYBY may offer a suitable

compromise. Such a layby must be constructed in a safe
manner and to acceptable standards (see Figure
4.88).Guidelines for the provision of TOURIST
INFORMATION LAYBYS at by-passed towns are given
in Volume 2, Chapter 4: Tourism Signing.
5
Metropolitan areas, by virtue of their size, are likely to

have many tourist attractions of regional or even national
importance. It is often difficult to find space to provide
DIRECTION signs at least in parts of such areas. It is
therefore likely to be even more difficult to provide
adequate TOURISM signs. Ultimately the provision of a
network of TOURIST INFORMATION CENTRES,
BUREAUX and/or LAYBYS is likely to be the most cost
effective way of satisfying tourists' needs in this type of
environment. It is recommended that these be provided
on a systematic basis. They should be named or
numbered and each should include reference to
adjoining centres or laybys. Sites for centres or laybys
located in suitably conspicuous positions that will enable
the centres to function effectively are likely to be difficult to
find in developed areas. Local authorities should consider
combining an information facility with some other easily
accessible facilities such as service stations, rest and
service areas or public open spaces.
There are a number of areas in Southern Africa which are

intensively travelled by tourists. As tourist numbers grow so
will the randomness of travel and therefore the pressure
for tourist information. It is recommended that these areas
be developed into HIGH DENSITY TOURIST AREAS and
that each area be provided with a strategically located
TOURIST INFORMATION CENTRE, BUREAU or
LAYBY and that each of these include reference to
adjoining centres or laybys. The use of collective "area"
symbols may be of advantage to keep signface displays
to reasonable dimensions (see Subsection 4.10.12 and
Figure 4.89).
TOURIST INFORMATION CENTRES, BUREAUX or

LAYBYS provided in any of these circumstances MUST
be indicated on maps of the areas as soon as this is
practical.
Primary
objectives
of
providing
TOURIST
INFORMATION CENTRES, BUREAUX or LAYBYS are:
(a) to maximise the effectiveness of the basic
navigational system by increasing awareness of the
route numbers in the area and destination names
used on DIRECTION signs;
(b) to centralise the information sources for the benefit of
all tourist users;
SADC - RTSM - VOL 1
MAY 2012
NOTES:
(1) The two alternative TOURIST INFORMATION
BOARDS illustrated incorporate the "Location" panel
principle used on a number of DIRECTION signs. The
name in the top panel indicates the area in which the
board is located. The use of a symbol is optional.
(2) The use of brown letters on a white background is
recommended for the location panel. If a symbol is
used the panel depth should be increased to equal the
Fig 4.88
GUIDANCE
depth of the GF16 sign displayed in the top right corner. The
main board background shall be brown (see Volume
4,Chapter 7 for limited dimensional details).
(3) The relative positions of the map and the information is
open to individual interpretation. The use of white letters
on the brown background is recommended but not
mandatory, provided an effort is made to provide a visual
link between TOURISM signs and the information board
to present an integrated system to drivers.
Typical Tourist Information Boards

SADC - RTSM - VOL 1
MAY 2012
4.10.35
TOURISM
NOTES:
(1) The detail shows two possibilities. Alt. 1 shows a
TOURIST INFORMATION BOARD intended to be read
from the vehicle, whereas Alt. 2 provides for tourists to
leave their vehicles.
(2) Rubbish bins shall be provided. If possible the layby
can also provide basic shade and rest facilities.
(3) The layby should be designed to make turning around
and returning to the main road a safe manoeuvre since
many visitors are likely to do this. It may help to arrange
the layby to connect with a side road as illustrated.
Fig 4.89
MAY 2012
Information Layby - By-Passed Town

SADC - RTSM - VOL 1
GUIDANCE
(c) to keep to a minimum the number of signs that may

need to be provided by road authorities to the
general benefit of tourist environments;
(d) to provide a simple navigational link between maps
and information centres "on the ground" which is
much easier for map-makers to accommodate than all
the information that may be given at the centre.
9
Once TOURISM signs such as ADVANCE TURN sign

GF2, FINAL TURN sign GF3, ADVANCE LAYBY sign
GF5, LAYBY TURN-IN sign GF6, or CONFIRMATION
sign GF7, incorporating the TOURIST INFORMATION
symbol GFS 85-8, are provided to direct drivers
towards information centres, bureaux or laybys it is
important that these be followed up if necessary with
compact signs to "trailblaze" drivers towards the facility.
The provision of these "follow-up" signs is particularly
important in urban areas.
10 The information that should be readily available on a
24-hour basis at the centre or layby should relate to:
(a) the location of emergency services such as the
police, hospital/first aid post and telephone;
(b) accommodation facilities;
(c) the nearest automatic teller facility;
(d) the availability of vehicle services;
(e) the tourist attractions in the area accessible from the
centre, bureau or layby;
(f) a map with linking information to other information
centres or laybys in the town or area.
11 Information laybys should be provided to the highest

possible standard. They may take one of two forms:
(a) the information, including the map, may be read
without leaving the vehicle;
(b) the layby is also a rest area and the facilities provided require tourists to leave their vehicles.
12 Typical layouts for TOURIST INFORMATION
BOARDS are illustrated in Figure 4.88. These boards
GUIDANCE
and the information displayed on them may be sized to be

either read from a vehicle or from outside the vehicle.
For further information on tourist information boards refer
to Volume 2, Chapter 4.
13 An information centre or layby should provide the following
to an adequate standard:
(a) all-weather road surface;
(b) safe turning capability to permit rivers to leave the
layby in the direction from which they arrived;
(c) a rubbish bin;
In addition it is recommended that the following be
provided:
(d) adequate parking;
(e) shade over the information medium;
(f) picnic facilities.
A typical TOURIST INFORMATION
LAYBY
is
14 Many tourist destinations already have tourist offices run

by local publicity associations. Regional Tourism Liaison
Committees should make such offices aware of the
function of TOURISM signs and specifically of the
availability of sign GF16.It will assist the spread of
awareness of the TOURISM sign system if the TOURIST
INFORMATION sign GF16 becomes an identifying symbol
at all levels. Tourist offices of this type will normally be
open for 8 to 10 hours a day. They should be encouraged
to display a notice, either in a window or on a board,
which contains the same basic information as detailed in
paragraph 4.10.28.12 so that this is available on a 24hour basis.
15 A similar INFORMATION sign IN12 is provided in white on
a green background to identify general information
centres or laybys provided to give information of a
non-tourist nature. Such facilities are often provided at
industrial areas.
SADC - RTSM - VOL 1
MAY 2012
PART-TIME/TEMPORARY FACILITY
GF17
COLOURS:
PERMANENT
Border:
Symbols:
Background:
White
retroreflective
White
retroreflective
Brown semi-matt or
retroreflective
For dimensions
ref. Vol 4
pages
7.2.61
7.2.62
TEMPORARY
PERMANENT
Border:
Legend:
Background:
Yellow
semi-matt
Yellow
semi-matt
Black semi-matt
TGF17
4.10.29
Part-Time and Temporary

Facilities
TEMPORARY FACILITY signs of the type TGF17 are

ground-mounted FINGERBOARD signs which may be
displayed by an approved agent to give guidance that
a temporary tourist facility or "special event", lies
in the direction indicated by the sign.
Since PART-TIME FACILITY signs GF17 may only be

erected within a designated HIGH DENSITY TOURIST
AREA they may commonly be provided when
PERMANENT TOURIST DIRECTION signs GF2 and GF3
are also provided for full-time facilities or to indicate
TOURIST ROUTES. The location of GF2 andGF3 signs
shall take priority over GF17 signs although GF17
sign(s) may be displayed on the same supports as GF2 or
GF3 signs. GF17 signs may be used to indicate parttime facilities from a numbered route and from unnumbered roads. {If a HIGH DENSITY TOURISM AREA
effectively has "perimeter" roads these should be
considered to be "within" the area and thus able to have
GF17 signs provided on them).
GF17 and TGF17 signs should be located on the left

side of the road to achieve their purpose to best
advantage. To this end the signs may be provided in
advance of a turn. Under normal circumstances,
however, GF17 signs are intended to be "final turn" signs
located at the entrance to the tourist facility property. Parttime tourist services are likely to be very infrequent. Most
GF17 signs are therefore be provided for part-time
tourist attractions. GF17 will therefore normally be
l ocated just beyond the access when this is on the left,
and opposite to access when it is on the right.
GF17 signs, like all TOURIST DIRECTION signs,

should display an approved symbol plus primary name of
the facility (which identifies it from other similar
facilities) in order to limit the amount of text displayed
and thereby sign size. The symbol may be specific to the
attraction concerned or it may be a common collective, or
"theme", symbol used by all facilities within the designated
HIGH DENSITY TOURISM AREA.
TGF17 signs, since they are only provided for a short

period of time, need not display a symbol. In order to
simplify their manufacture and easy re-use, the colour
code is the reverse of that normally specified for
TEMPORARY road signs i.e. yellow-on-black rather
than black-on-yellow. The letter style may be DIN"B"
or DIN"A", and may be upper case, or upper/lower case.
Upper case lettering of a re-usable specification i s
more readily available in pre-cut form. The approved
agency providing the signs may display their logo in the
manner indicated in the dimensioned detail in Volume 4,
Chapter 7.
Figure 4.81 gives two examples of typical part-time

signing situations which include full-time and part-time
facilities. Warrants and criteria, and details of PARTTIME FACILITY sign GF17 and TEMPORARY FACILITY
sign TGF17 applications are given in Volume 2,
Chapter 4: Tourism Signing.
1 PART-TIME FACILITY signs of the type GF17 are

ground-mounted FINGERBOARD shaped signs which
may be used only on roads within a designated HIGH
DENSITY TOURISM AREA to give guidance that the
junction serves a part-time tourist facility i.e. a
facility which is not available on a full-time
basis. The time limitations or the message "OPEN" or
"CLOSED" as appropriate, should preferably be
indicated on an appropriate sign at the property entrance,
outside the road reserve.
2
The TEMPORARY FACILITY sign TGF17 is used in a

different manner. Subject to local controls it is
suggested that a maximum of six TGF17 signs be permitted for one special event venue. This number of signs
will normally permit temporary signing on two approach
routes to the venue for two to four turns away from the
venue. If the venue has been classified as a
destination and appears on DIRECTION signs GD1,
GD2 or GD4, LOCAL DIRECTION signs GDL1,
GDL2 or GDL3, or TOURIST D I R E C T I O N s i g n s
GF1, GF2, GF3 or GF17 then GDF17 signs shall not
be used for events at the venue.
MAY 2012
SADC - RTSM - VOL 1
GUIDANCE
4.11.1
LOCAL DIRECTION
4.11 LOCAL DIRECTION
4.11.1
1
General
This class of guidance sign has been provided to

supplement the normal direction signing provided in
terms of the Navigational Aids polic y (see Chapter 8).
LOCAL DIRECTION signs are therefore often
supplementary to DIRECTION signs. The DIRECTION
sign system, which is recommended on all Class "B"
routes in rural and urban areas, primarily provides
navigational and orientational information. This information
is given in the form of route numbers (Class "B" routes
are numbered routes), and important destination
names. The importance of a destination in the context of
its ability to provide orientation is recognised by its
designation as "familiar"' "control" or "service". "Local
destinations" are outside the framework of providing
system navigation or orientation, but are considered to
generate sufficient traffic interest to warrant the provision
of LOCAL DIRECTION signs.
destination to one or other sub-class. Many relevant

destination types have already been identified and
classified (see Figure 4.90 and Volume 2, Chapter 4:
Tourism Signing and Chapter 9: Urban Guidance
Signing). In an urban environment it can be argued that it
is probably more important.to have uniformity of sign
appearance rather than to be concerned about the
strictly correct allocation of a destination to a class,
particularly when considering low level of use
destinations.
The
normal differentiation between
classification as a tourist destination or not, relates to the
purpose of travel being for pleasure or recreation.
7
Figure 4.3 in Section 4.1 describes the information

given by guidance signs in diagrammatic form. The
illustration develops the information given by the different
classes of guidance sign into "Primary", "Secondary"
and "Tertiary" layers. Tertiary information is nonorientational and as such can be supplementary to the
"Secondary" (orientational) level signs, or it can be used at
a lower level in the road network on its own. The
"Tertiary" layer of information is provided by both LOCAL
DIRECTION signs and TOURISM DIRECTION signs.
There are many similarities between the two classes of
direction sign. Figure 4.90 shows the relationship
between LOCAL and TOURIST DESTINATIONS (for
further information on TOURISM DIRECTION signs
see Section 4.10).
The LOCAL DIRECTION sign system has been developed

primarily to supplement DIRECTION signs in urban
areas. In many instances, due to space constraints,
urban guidance may largely be provided by ROUTE
MARKER signs rather than the larger DIREC- TION signs.
Specific urban guidance signing concepts are covered in
Section 4.5 and in greater depth in Volume 2, Chapter
9:- Urban Guidance Signing.
The provision of supplementary LOCAL DIRECTION

signs on Urban Class "B" routes in addition to
DIRECTION signs must be carried out with care. It
is not difficult, in a busy urban street
environment, to overload drivers with information
to the extent that they are unable to take all the
information in. The ultimate result of such a
situation could be confusion leading to an accident, but
at the very least the result is a waste of financial
resources in providing the ineffective signs (see
Subsection 4.11.4).LOCAL DIRECTION sign shall not
be used on freeways.
An optional application of LOCAL DIRECTION signs

may be to use them exclusively on the more important unnumbered or tertiary arterial routes in urban areas
instead of DIRECTION signs. If used in this manner
they should provide an exit destination for each leg of the
junction to which they apply. Examples of signs
appropriate to this function are given in the Subsections
on individual sign types, and in Volume 4, Chapter 13.
Since the TOURISM DIRECTION and LOCAL

DIRECTION sign sub-classes tend to deal with similar
types of non-orientational destinations it can be difficult
or confusing trying to allocate a particular type of
MAY 2012
In certain areas it is quite possible that the overall

demand for local direction and/or tourism direction
signs may be greater than can reasonably be catered for
by the provision of individual signs for candidate
destinations. Local authorities should approach such
potential problem areas in a pro-active manner. A
signing plan for local and/or tourism destinations should
be prepared. Elements of such a planning process are
covered in Volume 2, Chapters 4 and 9.Factors such as
the following should be taken into account:
(a) an established road user need for a sign;
(b) the availability of access to the destination by the
general public (rather than exclusive access to
member groups);
(c) proximity of destinations to each other;
(d) traffic safety;
(e) competitive advertising;
(f) any other relevant factor.
Part of a pro-active plan for an area with a potential for an
over demand for signs could be the centralisation of
information at INFORMATION CENTRES, BUREAUX or
LAYBYS (see Subsection 4.10.26). A well organised
approach to this level of guidance signing is to
be preferred over the permitting of uncontrolled,
informal signs to local or tourism destinations by
the operators of the facilities at the destinations.
LOCAL DIRECTION signs are very similar in principle to

TOURISM DIRECTION signs (see Subsections 4.11.2,
4.11.5 and 4.11.6). Wide use is made of symbols to
achieve message transfer to drivers. This is intended to
reduce the need for text on signfaces to a minimum
wherever possible. The symbols used on LOCAL
DIRECTION signs must be approved and aesthetically
acceptable.
LOCAL DIRECTION signs are either STACK-TYPE

signs or FINGERBOARD type signs. ADVANCE LOCAL
DIRECTION sign GDL1 and LOCAL DIRECTION sign
GDL2 are STACK-type signs. They will most commonly be
used as single stack signs but multiple stack- type signs
may be used when appropriate. ADVANCE LOCAL
DIRECTION signs GDL1 shall be located in advance of
the tum to which they apply, and, unless this is the final
tum towards the destination, they will not normally be
followed by a LOCAL DIRECTION sign GDL2. Sign GDL2
is normally used at the final turn towards the
destination, which may be the actual access point to a
property. When used as a supplement to DIRECTION
signs or ROUTE MARKER signs on a Class "B" route,
sign GDL1 should be located approximately 2/3 of the
distance from the tum that ADVANCE DIRECTION sign
SADC - RTSM - VOL 1
GUIDANCE
LOCAL DIRECTION
4.11.4
GD1 is located (see Figure 4.58). If ADVANCE LOCAL
DIRECTION sign GDL1 and LOCAL DIRECTION sign
GDL2 are to be used, on urban un-numbered but
important traffic carrying routes, as a systematic provision
of destination information they should be positioned as
indicated in Figure 4.58 for normal DIRECTION signs.
Figures 4.91 to 4.94 illustrate various applications of
LOCAL DIRECTION signs.
10 FINGERBOARD signs GDL3 may be used in a similar
manner to either sign GDL1 or sign GDL2, but at a
lower level in the urban street network, or to lower level of
use destinations (see Subsection 4.11.3). If a local
authority chooses to use sign GDL3 in significant numbers
it is recommended that an assessment of likely
destination types be made and a standard length of sign
be used. This can result in an attractive and ordered
appearance, particularly if many signs are to be
provided.
11 If multi-stack LOCAL DIRECTION signs are required a
local authority may opt to use COMPOSITE LOCAL
DIRECTION signs GDL1/GDL2 (see Subsection
4.11.12). This sign type permits the combination of
elements of the ADVANCE LOCAL DIRECTION sign
GDL1 and the LOCAL DIRECTION sign GDL2.
DIRECTION sign GD1. Alternatively the two types of

sign may be mounted on common supports, one above
the other, or they may be designed as a single
composite sign, either of which types of sign should be
located at "two-thirds GD1" distance from the junction
(see Figures 4.91 to 4.94).
5
LOCAL DIRECTION signs GDL2 or FINGERBOARD

signs GDL3 should normally only be located at the final turn
towards, or at or opposite the point of access, to the local
destination. Local direction signs may be provided
either in conjunction with normal direction signs or
without them.
If an urban authority wishes to provide local direction

signs for the lower categories of local destination (see
Table 9.1), mainly on Class "C" and "D" streets, then a
system using only LOCAL FINGERBOARD signs GDL3
may be adopted.
It is likely that local direction and tourist direction signs will

both be required at many junctions. This will add to
driver workload when all signs are required and
this aspect must be taken into account in the design (see Volume 1 ,Chapters 1 and 4).Therefore, if
local AND tourism direction signs are warranted at a
junction, signs should be provided in one of the ways
indicated in paragraphs 4.11.2.4 and 4.11.2.5, namely:
12 When a local authority uses LOCAL DIRECTION signs in

place of DIRECTION signs, as described in Paragraph
4.11.1.9, a street name may be combined with sign
GDL2 as illustrated in Subsection 4.11.10 and detailed
in Volume 4, Chapter 13.
(a) by combining the two signs on common supports so

that the total sign message of the tourist and local
destination signs is within the limits stated in Section
4.4 for a single sign; OR
(b) by designing a composite sign with the tourism
message displayed as an "insert" panel on the
ADVANCE
LOCAL
DIRECTION
sign
GDL1;PROVIDED that if the GD1 sign is not already
in place, the position allocated for it from the junction
should be increased by 50% if at all possible, and
the distances of the supplementary sign be increased
accordingly (see Figure 4.91).
13 LOCAL DIRECTION signs may incorporate tourism

information in an insert panel and local direction
information may be incorporated into DIRECTION signs as
an insert panel, or as a complete stack (see Subsections
4.11.9 and 4.11.10 and Volume 4, Chapter 13).
4.11.2
Local Direction Signing

Principles
LOCAL DIRECTION signs, as a sub-class of the

guidance sign class, perform a function similar to
DIRECTION signs but tend to embody many of the
principles developed for TOURISM DIRECTION signs.
LOCAL DIRECTION signs provide tertiary level

information (see Figure 4.90). As a group they should not
be seen as providing a medium to carry an overload of
information from the DIRECTION sign system. In a
similar sense the information they do provide must be
considered in the context of the level of information also
provided by DIRECTION and TOURISM DIRECTION
signs at specific sites. It is not good practice to
exceed the design criteria for the transfer of
information (see Section 4.4).
For orientational DIRECTION signs to function

effectively, it is recommended in Section 4.8 that a
stack should be provided for each exit path from a
junction i.e. for a crossroad junction this means a stack
for the straight-on direction and one each for the right and
left turn directions. Since local d i r e c t i o n
s i g n s do not have an operational
f u n c t i o n stacks should only be provided for
those
directions
serving warranted
local
d e s t i n a t i o n s . This principle is the same as that
used for tourist direction signs.
On the approaches to a Class "B" junction, ADVANCE
TURN tourism signs GF2 and ADVANCE LOCAL
DIRECTION signs GDL1 may be similarly located at
two-thirds and one-third of the distance from the junction
which would be appropriate for an ADVANCE
GUIDANCE
If local destinations require to be signed in more than one

direction the resultant sign should conform to normal
stack-type sign rules SUBJECT to any other provisions
given below. This rule applies whether the sign
concerned is a local sign, a tourism direction sign or a sign
combining both destination types.
If a numbered route carrying high volumes of traffic

generated by local destinations intersects another
numbered route which leads to several local destinations
an attempt must be made to find group descriptions for
the destinations to reduce the display demand. This may
take the form of symbols plus SINGLE identifying names.
(NOTE: the most likely solution to this problem should be
the display of the appropriate collective name as a
destination on the normal direction sign system, since, by
virtue of its importance or familiarity it is likely to have
orientational value - such a name may commonly be the
name of the suburb in which all the local destinations are
located.)
10 Once a local destination has been signed the principle of

message continuity shall be applied so that it is
signed through subsequent changes of direction until the
destination is reached (NOTE: for this reason straighton local
direction
stacks
are
not
normally
recommended.)
11 A LOCAL DIRECTION sign, as with any other road
sign, shall be legible. However, the principle used in the
tourism signing system of using one letter size smaller
SADC - RTSM - VOL 1
MAY 2012
4.11.3
LOCAL DIRECTION
Fig 4.90
MAY 2012
SADC - RTSM - VOL 1
GUIDANCE
LOCAL DIRECTION
4.11.4
or six days of the week;

(c) minor traffic generators - irregular use - traffic may be
quite high on one or two days of the week but at a
much lower level on other days;
(d) minor traffic generators - minor use - low traffic
levels but still reflecting public demand.
than used on the normal DIRECTION signs should be

considered for LOCAL DlRECTION signs if the amount of
information displayed is limited.
12 A limit of 8 "bits" of information should be
applied to any combined local/tourism direction
sign. If separate signs are used each should be
limited to 6 "bits" of information (NOTE: This
provision will, particularly in combination with
normal direction signs, potentially allow very
high levels of information to be displayed. Such
high l evels of information should not be
permitted if all other relevant design factors are
not of the highest order - see Volume 1,Chapter 4).
13 Subject to the limitation on the number of "bits"
of information given above, the maxi mum
number of destination names which may be
displayed on any local direction sign or combined
local/tourist direction sign should be four names.
4.11.4 Warrants
1
Since LOCAL DIRECTION signs are supplementary to

primary and secondary level direction signs the
most important warrant to be satisfied in any
specific urban g u i d a n c e signing s i t u a t i o n
involving the possible provision of LOCAL
DIRECTION signs i s the ability of drivers to take in
the proposed additional information in terms of
their
driving environment
and
workload.
Therefore if DIRECTION signs, and/or existing
LOCAL or TOURIST D I R E C T I O N signs, contain
information in e x c e s s of the limits given in
Section 4.4 additional LOCAL DIRECTION signs
shall not be provided.
As s uppl eme nt ar y t our i s m si gn s it is a basic

hypothesis that, with the aid of map, brochures,
verbal directions etc. the existing hierarchy of
numbered routes, orientational destinations
given on DIRECTION signs, and an adequate
system of street name signs, drivers should be
able to reach a point i n relatively close
proximity
to their intended urban
l ocal
destination
before
supplementary
local
direction signs may be considered necessary.
From this hypothesis the provision of LOCAL DIRECTION

signs in urban areas should, irrespective of any
individual warrants applicable to the type of local
destination, conform to the following principles:
14 Correctly colour coded route trailblazer panels may be

incorporated in the form of "insert" panels, subject to
other rule requirements. Such route trailblazer information
could be appropriate for drivers wishing to move
upwards in the street hierarchy from the local level. It
should be noted that if a TRAILBLAZER sign in the GE
series is required at a junction it is normally located in the
same position as that recommended above for LOCAL
DIRECTION signs.
15 If more than one destination name is permitted on a
local direction sign stack, it is recommended that, where
possible, the order of appearance of the destination
names should such that the name requiring a driver
response first be placed above any name in the stack
requiring a later response i.e. if one destination is
reached before another it should be above the other, OR if
a turn comes up first which leads to one destination, that
destination should appear above the other.
16 The LOCALDIRECTION signing system should not
be seen as an overflow system for the primary
and secondary systems.
4.11.3
Classification of Local
Destinations
The scope for a destination to qualify for inclusion on a

LOCAL DIRECTION sign is vast. Subsection 4.11.4
deals briefly with warrants for local destinations (for
more detail see Volume 2, Chapter 9).
Local destination types, which have been identified to

date, have been classified into four groups based
largely on the level of traffic which the destination
generates, or may be likely to generate in the future. A
selection of these destination types is illustrated in
"layers" 3A to 3D in Figure 4.90. A more complete list is
given in Table 4.11but it is likely that local authorities will
need to consider additional types of destination for
classification from time-to-time. The level of traffic
generation used to classify local destinations is not precise.
This is because in one local authority area a specific
destination type may generate far more traffic than the
same type of destination in another local authority area.
The boundaries between the different classes need not
therefore be considered too rigid. The classes of local
destination are described as follows:
(a) major traffic generator - major use - traffic has
significant daily peaks and continues all day long;
(b) major traffic generator - r e g u l a r use - traffic does
not peak significantly but there is all day use for five
GUIDANCE
It should be noted that although transport terminal

destinations such as railway station, airport, bus station,
harbour and heliport, and CBD's, industrial areas and
power stations ire listed as local destination types at a local
level they may also appear on primary (Class "A" routes)
and secondary (Class "B" routes) DIRECTION signs if
they are large generators of traffic.
(a) LOCAL DIRECTION signs are not warranted

when the location of the destination concerned
is obvious to road users, PROVIDED that even if
the location of the destination is obvious, if the
access to it is not obvious, an appropriate LOCAL
DIRECTION sign may be used to identify the point of
access;
(b) the provision of LOCAL DIRECTION signs
should not commence further from the
destination than the nearest numbered route;
(c) the facilities available at the local destination must be
of a standard which is acceptable to a reasonable
road user;
(d) when a number of local destinations can be reached
in one direction, from a particular junction, an attempt
must be made to determine some single collective
name which will adequately guide road users in the
correct direction e.g. a suburb name may be more
appropriate than the names of four or five local
destinations within, or close to, such a suburb;
(e) in extreme cases where many local destinations
(and indeed tourist destinations as well) occur,
consideration should be given to providing a suitable
information layby with enough local detailed
SADC - RTSM - VOL 1
MAY 2012
TABLE 4.11
LOCAL DESTINATION CLASSIFICATION
TABLE 4.11
Grouping According to Traffic Generation
Group 3A
Group 38
Group 3C
MAJOR GENERATORS
MAJOR USE
Central Business Area(1)(2)
Regional Shopping Centre (3)
Railway Station (1)
Airport (1)
Bus Station (1)
Harbour (1)
Mine
Parking Garage
Modal Transfer Station
Group 30
MINOR GENERATORS
REGULAR USE
IRREGULAR USE
MINOR USE
Information Laybye
Post Office
Automatic Teller
Industrial Area
Park 'n Ride
Waste Disposal Site
Produce Market Conference
Facilities Educational
Establishment Swimming
Pool
Civic Centre
Licencing Offices
Cemetery Garden
Refuse Places of
Worship Sports
Club
Traffic Department
Electricity Department
Testing Grounds
Clinic
Fire Station
Community Centre
Heliport
Bicycle Route (4)
SPCA / AACL
NOTES:
(1) These destination types may also be used within the primary and secondary direction signing systems.
(2) Central Business Area can also be signed in smaller towns at a lower level of warrant.
(3) Shopping centres (or business areas) may be signed in smaller towns at a lower level of warrant.
(4) A bicycle route should be signed within the route using BICYCLE ROUTE MARKER signs GE17- see Volume 1.
(5) Only when suburb names are not used specifically for orientation purposes (choice of one direction over another). When used
for orientation suburb names should appear on GD1 and/or GD2 signs.
GENERAL NOTES:
(1) All local destination types are subject to other warrants (see Volume 2, Chapter 9).
information to simplify the local navigation process; the

need for such a facility is likely to have arisen from
requests for signs from the relevant community or
communities; in such a case a special effort will have
to be made regarding the funding of the layby and
its facilities which in all probability will require direct
involvement of the community.
4
When considering the application of warrants for local

destinations it is very likely that the apparent need for a
LOCAL DIRECTION sign will result either from a
public need noted by the relevant urban authority based
on observed problems or complaints received, OR from
applications received from owners or operators of the
local facility who seek to ensure that the public can
MAY 2012
find their facility. A very important reason for urban

authorities to approach the provision of tertiary
l evel supplementary direction signs with care is
the question of precedence. Once one type of
d e s t i n a t i o n has been signed, it becomes very
difficult to deny further applications to sign
similar facilities particularly if the warrant or
motivation for the original sign is in any way
suspect. Whilst it is necessary to approach the provision
of guidance signs based on an application from a party
representing a specific destination in the fairest and
most unbiased way, because there are very definite limits
to the accumulation of road-side information which drivers
can be expected to take in, setting a precedent
SADC - RTSM - VOL 1
GUIDANCE
LOCAL DIRECTION
4.11.6
should be done with the full knowledge of i ts
future implications. Wherever possible any application
for local direction signs should be assessed in terms of
the real or perceived need for road users t o f i n d
t h e f a c i l i t y c o n c e r n e d and should not be
seen simply as a means to promote competitive or
commercial interests. It is not a requirement of
road traffic signs that they should perform such
functions.
5
Detailed warrants relating to the provision of LOCAL

DIRECTION signs i n urban areas have been
developed and are detailed i n Volume 2, Chapter 9. In
deriving the warrants the general provisions described in
paragraph 4.11.3.2 relating to traffic generation
characteristics have been used as a starting point. The
following factors have been considered the most
significant in developing further warrant criteria:
route, then discretion may be used when locating

signs;
(d) if the road for which a sign is being considered is a bypass.
9

1

The signface design principles for LOCAL DIRECTION

signs are essentially the same as those developed for
TOURISM DIRECTION signs. LOCAL DIRECTION signs
are likely to be generally simpler in layout than
TOURISM DIRECTION signs due to the lesser need to
display multiple symbols (tourist services) and the relatively
rare likelihood of more than one local destination in one
direction. LOCAL DIRECTION signs do not have the
cut-back vertical side used on TOURISM DIRECTION
signs and are therefore. rectangular. The use of these
standards means that the internal spaces are 20% to 30%
less than on DIRECTION signs which is considered
acceptable in terms of the supplementary role of LOCAL
DIRECTION signs.
The use of DIN 1451 Style "B" lettering is recommended.

Consideration may be given to the use of DIN 1451 Style "A"
lettering in low speed urban environments.
LOCAL DIRECTION signface design places a high

reliance on bold SYMBOLS to transfer the main part
of the message to road users. When the
PRIMARY name of a destination is also used, it is
used to qualify the reference of the symbol. The
vertical signface dimensioning is related to these symbols
rather than the text. The height of each symbol is
capable of supporting two lines of text without increasing
the vertical height of the sign. Two techniques are
therefore recommended to further contain LOCAL
DIRECTION sign sizes when text is involved. These
techniques are:
(a) traffic generation or attraction;

(b) frequency of use i.e. regularly or irregularly;
(c) the number and quality of facilities or destinations
with due regard to the function and likely users of the
facility;
(d) the distance from which the local destination may be
considered for signing.
6
In order to qualify for the provision of LOCAL

DIRECTION signs from the nearest numbered route a
local destination must be classified in either Group 3A
or Group 3B.
Local destinations in Groups 3C or 3D should normally

only be signed at a local level on Class "C" or Class "D"
roads and normally within a local traffic area. An
authority may use discretion to upgrade a specific local
destination classified in Groups 3C or 3D if it generates
traffic commensurate with the requirements of Group 3A
or 3B so that it may be signed from the nearest
numbered route.
Authorities may also exercise discretion, particularly in

upgrading the distance from which a local destination
may be signed, including the possibility of signing from
one numbered route to another. The following conditions
should be considered relevant:
(a) if it can be demonstrated that a significant percentage
of those travelling to a local destination travel from
outside the region within which the destination is
located the following factors may warrant discretionary
relaxation of the distance at which the first sign may
be located:
(i) the number of users from outside the region are
at least 25% to 33% of all users, AND
(ii) the region can be considered to have a "catchment"
of 5 km radius for towns or metropolitan areas with
populations of less than 100 000 and of 10 km
radius for towns or metropolitan areas with
populations of 100 000 or more;
NOTE: the onus to satisfy the relevant road authority
with regard to the above requirements should
rest with an applicant;
(b) if there are several possible approach routes to the
facility and the urban authority wishes to:
(i) influence the route used by drivers for whatever reason, or
(ii) avoid wasteful travel due to the possibility of
incorrect choice of route, then discretion may be
exercised;
(c) if the facility is located on a route (numbered), or
street, close to and parallel to another numbered
If an urban authority decides to use discretion with

regard to the norms governing sign positioning, the
reasons for this action should be recorded to assist in
resolving similar cases in the future and to maintain
consistent and defendable policies.
(a) if the PRIMARY name is a two or more part namee.g.
"Durban Deep" (mine)
then the name could be placed in two lines in a

right-justified form e.g.
Durban
Deep
(b) if the PRIMARY name is long and can be satisfactorily

hyphenated without risk of loss of meaning or
readability then the primary name should be
hyphenated and placed in two lines in a right justified
forme.g.
Mwananyamala
or
Chamanculo
When, for ease of the arrangement of words, the

lower line of text becomes longer than the top line
then the text should be l eft justified. Two or
more lines of text referring to two or more
destinations of a common type (i.e. two schools)
should be left justified.
LOCAL DIRECTION signs also do not use multiplepanel layout of TOURISM DIRECTION signs. If one
stack of a multiple-stack sign needs to display two local
destinations they should appear in one stack, with the
closer one above the further away one. If the two
destinations are of the same type only one symbol need be
displayed. If the two destinations are of different types
then both relevant symbols should be displayed.
Since LOCAL DIRECTION signs are commonly used in

supplement to DIRECTION signs on which route
numbers are displayed, route numbers shall not be
displayed on LOCAL DIRECTION signs even if they are
provided on a numbered route.
The fact that route numbers are not used on LOCAL

DIRECTION signs, together with the normal use of a
symbol preceding the text, means that vertical justification
between adjacent stacks is not normally worth
providing. However, an improved aesthetic effect will
result when two symbols are required in one stack, if the
symbols are centred over one another, and the
following primary names are also left justified.
If a destination is located same distance beyond the

final turn towards it, a distance may be included on the
GDL2 or GDL3 sign. This treatment is not likely to be
common in urban areas but can occur fairly frequently in
"peri-urban" areas. The distance to the nearest 100 m
should be located below the destination name and right
justified on it. The distance numerals should be followed
by the letters m or "km" as appropriate.
4.11.6
LOCAL DIRECTION signs shall be rectangular in shape,

with the exception of the FINGERBOARD type sign which
shall have one side shaped to a point. All signs shall be
provided with a border of a colour which contrasts with
the sign. background colour. PERMANENT direction
signs normally have a horizontal for mat. TEMPORARY
.local direction signs used within construction sites
should, where possible, minimise the horizontal
dimension to reduce side space requirements.
The size of LOCAL DIRECTION signs is dependent on the

symbol and destination messages to be displayed and
the choice of letter size to be used (see Section
4.3).
PERMANENT local direction signs shall have a white

background colour with black legend and arrows and
blue border. TEMPORARY local direction signs shall
have a yellow background with all other signface details in
black.
Special colour variations are permitted. An "insert"

panel may be provided in brown to display a tourist
destination or in blue to include a1reeway trailblazer
message (see examples in Subsections 4.11.12, and in
Symbols
The PRIMARY name of the local destination shall be

preceded by an appropriate symbol when one is available.
Only one symbol shall be used with one PRIMARY
name.
If, for whatever reason, the use of a primary name is not
considered necessary, a symbol may be used on its own
in a LOCAL DIRECTION sign. Such a display may also
include a distance in accordance with paragraph
4.11.5.8. This type of LOCAL DIRECTION sign may be
used as a "follow-up" sign at one or two turns after the
first tum towards the destination, provided the same
symbol appeared with the destination name as a GDL1
sign at the first turn.
MAY 2012
LOCAL DIRECTION symbols are sized according to the

same dimensional criteria as TOURISM DIRECTION
symbols with a nominal design height and width of 15"d"
where "d" is the letter stroke width used on the sign (and the
letter height is 7"d").LOCAL DlRECTION symbols may
include symbols used on tourism signs and those used on
direction signs provided they are correctly sized.
If a symbol should need to be used with three PRIMARY
names representing three destinations of the same type in
the same direction, then the symbol size should be
increased by one standard increment in the value of "d".
4.11.7 Shape, Size and Colours
When the local destination is at the end of the road and it

is the only public destination, such a destination may be
included in the stack of a DIRECTION sign, provided for
the junction in question, within a white "insert panel".
10 The various signface design principles described in this

section are
specifically illustrated for LOCAL
DIRECTION signs in Volume 4, Chapter 13.
4.11.8 Retroreflectivity
1 It is recommended that the background and borders
used on PERMANENT local direction signs be
retroreflective. All arrows, symbols and text shall be semimatt.
2
The background to all TEMPORARY direction signs

shall be retroreflective and the border and legend semimatt.

provisions laid down in Chapter 1.The use of a higher
grade of white background material is not recommended
in order to avoid the risks of "overglow", from the
material, rendering the symbol and/or text illegible under
night-time illumination.
SADC - RTSM - VOL 1
GUIDANCE
LOCAL DIRECTION
4.11.8
NOTE:
(1) Only local and tourism destination signs are shown because their
use and positions are closely related.
(2) Other relevant guidance signs are fully illustrated in Sections 4.8
and 4.10.
(3) Detail 4.91.1 refers when sign GD1 exists.
(4) Detail 4.91.2 for new GD1 signs for 80 km/h approach speed.
(5) Subject to the amount of information displayed, signs GF2 and
GDL1 may be combined in the GF2 position for existing GD1
installations see Figure 4.93 also.
Fig 4.91
GUIDANCE
Supplementary Local Direction Signing Class B Route
SADC - RTSM - VOL 1
MAY 2012
4.11.9
LOCAL DIRECTION
NOTE:
(1) The local direction signs shown can be follow-up signs to the signs
in Figure 4.91 or they may be the only signs used from a lower class
of street (where direction signs are not warranted).
(2) Arrangement may also be used from Class "8" routes using route
marker signs.
(3) The two GDL3 signs shown at the access allow for both directions
of approach - this is optional.
Fig 4.92
MAY 2012
Local Direction Signing - NO Standard Direction Signs

SADC - RTSM - VOL 1
GUIDANCE
LOCAL DIRECTION
4.11.10
NOTE:
(1) Only local and tourism direction signs are shown because their use and
positions are closely related.
(2) Other relevant guidance signs are fully illustrated in Sections 4.8 and
4.10.
(3) Subject to the amount of information displayed, signs GF2 and
GDL1 may be combined in the GF2 position for existing GD1
installations. The signs may be combined on common supports as
shown at "A" or the messages may be combined on a single sign
face at "B".
Fig 4.93
GUIDANCE
Local/ Tourist Direction Sign Combinations

SADC - RTSM - VOL 1
MAY 2012
4.11.11
LOCAL DIRECTION
Fig 4.94
MAY 2012
Local Direction Signing- Tertiary Arterial

SADC - RTSM - VOL 1
GUIDANCE
STACK-TYPE ADVANCE LOCAL DIRECTION

GDL1
For dimensions
ref. Vol 4
pages
COLOURS:
Black semi-matt
13.2.1
ro
13.2.9
4.11.9
TEMPORARY
Border, arrows
Text and symbol
Background
Black semi-matt
Black semi-matt
Chapter 1, Sections 1.7 and 1.8, and Sections 4.1 to

4.4 of this Chapter).
4
GDL1 signs shall not display route numbers.
GDL1 signs should normally include an arrow, a symbol

and a destination name in each stack in a similar
manner to TOURISM DIRECTION signs. Tex1 only or
symbol only messages, in addition to the appropriate
arrow may be displayed. Arrows used are standard
STACK-TYPE arrows which are detailed in Volume 4,
Chapter 5.Due to the standard size of symbol, STACKYPE 4 and STACK-TYPE 6 arrows are most commonly
used. Symbols are sized in the same manner as tourism
symbols. Some symbol types are common to direction
sign and/or tourism sign symbol categories but may be
differently sized. For this reason symbols for use on
LOCAL DIRECTION signs are detailed in Volume 4,
Chapter 13.
The most common application of sign GDL1 is likely to be

as a single-stack sign supplementing DIRECTION signs
on Class B roads or in stand-alone situations on lower
class roads. However, GDL1 signs may incorporate
multiple-stacks with the same basic design criteria as
DIRECTION signs i.e. maximum of three stacks, one
stack for one direction etc. Figure 4.95 illustrates a range
of permitted variants of sign GDL1 including examples
with multiple stacks, more than one destination in a stack
and with an insert panel (see also Figure 4.96). GDL1
signs followed by GDL2 signs at the junction may be
used on a systematic basis for signing un-numbered
tertiary arterial roads or collector-distributor roads (see
Figure 4.94).
TEMPORARY versions of sign GDL1, numbered

TGDL1, may be specified if such a provision is considered
economic. Temporary sign colours shall be black semimatt arrow, symbol, text and border on a yellow
retroreflective background.
For the COMPOSITE LOCAL DIRECTION sign

GDL1/GDL2 alternative to the use of both GDL1 and
GDL2 signs see Subsection 4.11.11.
GDL1 signs should be located on the left side of the

roadway. The signs should be located in advance of the
junction as follows:
(a) on their own on Class C or D roads - in accordance
with Figure 4.58;
(b) on a Class B route to supplement DIRECTION
signs - at 2/3 of the distance given in Figure 4.58 for
the DIRECTION provided no TOURISM DIRECTION
sign already occupies such a position; OR
(c) on a Class B route to supplement DIRECTION and
TOURISM DIRECTION signs is already in place or is
also required, either:
(i) at 1/3 of the distance given in Figure 4.58 for the
DIRECTION sign with an existing TOUR- ISM
DIRECTION sign at the 2/3 distance; OR
(ii) at the 2/3 distance in combination with a
TOURISM DIRECTION sign, either as two stacks
pointing in opposite directions or as a composite
sign GDL1 with a TOURISM insert panel (see
Figure 4.95).
Black semi-matt
Black semi-matt
Stack-Type Advance Local

Direction
1 STACK-TYPE ADVANCE LOCAL DIRECTION signs of

the type GDL1 may be used in advance of a junction on a
Class B road to supplement existing DIRECTION signs
GD1, GD2 or GD1/GD2, or in advance of a junction
on a lower class road to give advance guidance to
drivers regarding
the direction to
local
destinations which do not form part of the
navigational / orientations/ system. A separate
stack for each direction of exit from a junction need
not be provided because of this lack of orientational
function.
2
PERMANENT
Border:
Arrows, text
Symbol
Background
The sign position in paragraph 4.11.9.2(c)(i) should

only be used as a last resort, and only in a 60 km/h, or
lower speed environment. If a sign installation involving
separate DIRECTION, TOURISM DIRECTION and
LOCAL DIRECTION signs is being designed for original
installation the distance of sign GD1 from the junction
should be increased by at least 50% from that given in
Figure 4.58. Such an installation must also be assessed
for potential driver information overload (see
GUIDANCE
SADC - RTSM - VOL 1
MAY 2012
4.11.13
LOCAL DIRECTION
NOTES:
(1) Detail
4.95.1
shows
justification/centring of
text/symbols where this does not affect sign size.
Details 4.95.3, 4.95.4, 4.95.5 and 4.95.8 show similar
treatment with individual variations depending on the
position and type of arrow being used.
(2) Detail 4.95.2
shows
justification/centring of
text/symbols where the sign in question could be
smaller if the treatment in Detail 4.95.7 was to be
used. Detail4.95.2 is included to illustrate the relative
difference between the two styles of signface layout.
Fig 4.95
MAY 2012
(3) Detail 4.95.3 shows an example with a tourism insert

panel. This is the preferred layout for this type of message
combination (see Figure 4.96 for other insert panel
options).
(4) Details 4.95.5 and 4.95.6 show two destinations in one stack,
the former two destinations of a different type and the
latter two of the same type.
(5) Detail 4.95.7 gives details of the option to include a

street name panel.
Permitted Variants of Advance Local Direction Sign - GDL1

SADC - RTSM - VOL 1
GUIDANCE
4.11.14
LOCAL DIRECTION
STACK-TYPE LOCAL DIRECTION

For dimensions
ref. Vol 4
pages
COLOURS:
GDL2
13.2.10
to
13.2.13
and
13.2.18
13.2.19
4.11.10
1
Black semi-matt
Black semi-matt
TEMPORARY
Border, arrows
Text and symbol
Background
Black semi-matt
Black semi-matt
Stack-Type Local Direction
STACK-TYPE LOCAL DIRECTION signs of the type

GDL2 may be used to indicate to drivers the final turn
towards a local destination. Sign GDL2 will therefore
commonly be a single stack sign, unless there are local
destinations to left and right at the junction. A local
destination is one which does not form part of the
navigational/orientational destination system used on
Class B (and Class A) numbered routes.
GDL2 signs should be located in the far left-hand

corner of the junction e.g. beyond the point of turn. If the
intersecting roadway is a dual carriageway road way, or
if there is a turning sliproad, sign GDL2 may be located
on the central median island or on the turning sliproad
island respectively, provided this is practical and safe.
GDL2 signs shall not display route numbers.
GDL2 signs should normally include an arrow, a symbol

and a destination name in a similar manner to
TOURISM DlRECTION signs. Text only or symbol only
messages, in addition to an arrow may be displayed.
Arrows used are standard STACK-TYPE 3 arrows as
detailed in Volume 4, Chapter 5. Symbols are sized in the
same manner as tourism symbols. Same symbol types
are common to direction sign and/or tourism sign symbol
categories but may be differently sized. For this reason
symbols for use on LOCAL DIRECTION signs are
detailed in Volume 4, Chapter 13.
PERMANENT
Border:
Arrows, text
Symbol
Background
GDL1 signs may be displayed on numbered Class B

routes when the local destination has direct access for
such a route. The more common application will be on
lower class roads at the final turn towards the destination
access. On minor roads and for low use destinations
GUIDANCE
FINGERBOARD LOCAL DIRECTION sign GDL3 may be

used in place of sign GDL2 (see Subsection 4.11.11).
6
LOCAL DESTINATION signs GDL2 may also be used in

sequence with ADVANCE LOCAL DIRECTION sign GDL1
as an alternative to DIRECTION class signs on an
important Class C tertiary arterial road or collectordistributor road.
Figure 4.96 shows some of the options for more complex

versions of LOCAL DIRECTION sign GDL2 design.
When used at a T-junction sign GDL2 should be
displayed above T-JUNCTION CHEVRON hazard
marker sign W409. Sign W409 shall be constructed to
match the overall length of sign GDL2.The sign variant
types shown in Figure 4.96 may be used for GDL1
signs. Similarly, when appropriate, the principles of
some of the GDL1 variants shown in Figure 4.95 may be
used on GDL2 signs.
Multiple-stack GDL2 signs used as part of the systematic

signing of a tertiary arterial road may incorporate a street
name panel on top of the sign in similar manner to GD2
signs. The text height for the street name may be reduced
to 2/3 to 3./4 of the size of lettering used for the local
destination names.
TEMPORARY versions of sign GDL2, numbered

TGDL2, may be specified if such provision is considered
economic. Temporary sign colours shall be black semimatt arrow, symbol, text and border on a yellow
retroreflective background.
10 For the COMPOSITE LOCAL DIRECTION sign

GDL1/GDL2 alternative to the use of both GDL1 and
GDL2 signs see Subsection 4.11.11.
SADC - RTSM - VOL 1
MAY 2012
LOCAL DIRECTION
4.11.15
NOTES:
(1) Detail4.96.1shows a two-stack GDL2 sign with a street
name panel on top. Such a sign would be part of a
comprehensive LOCAL DIRECTION sign system
installed on tertiary arterial routes. In this example text
has been displayed in two lines to reduce sign length
and to further reduce sign size no attempt has been
made to centre symbols over each other or to justify
text on the left.
(2) Detail4.96.2 is similar to Detail4.96.1but illustrates the
option to centre symbols and left justify text. In this
example this is achieved without increase in sign size
due to the upper stack name being shorter then the
lower stack name. Note the extension of the lower stack
name under the right turn arrow. Note also the use of
Fig 4.96
MAY 2012
hazard marker sign W409.

(3) Details 4.96.3 to 4.96.6 illustrate sign combination options
as follows:
Detail4.96.3 - combination of DIRECTION sign stack
with LOCAL DIRECTION stack
NOTE: double centre border due to colour
combinations;
Detail4.96.4 - TOURISM insert panel on LOCAL
DIRECTION stack;
Detail4.96.5 - LOCAL DIRECTION insert panel in a
DIRECTION sign stack;
Detail4.96.6 - freeway TRAILBLAZER insert panel in
LOCAL DIRECTION stack.
Permitted Variants of Local Direction Sign - GDL2

SADC - RTSM - VOL 1
GUIDANCE
4.11.16
LOCAL DIRECTION
STACK-TYPE COMPOSITE LOCAL DIRECTION

GDL1/GDL2
For dimensions
ref. Vol 4
pages
COLOURS:
13.2.14
to
13.2.16
4.11.11
PERMANENT
Border:
Arrows, text
Symbol
Background
Black semi-matt
Black semi-matt
TEMPORARY
Border, arrows
Text and symbol
Background
Black semi-matt
Black semi-matt
Stack-Type Composite Local

Direction
STACK-TYPE COMPOSITE LOCAL DIRECTION signs

of the type GDL1/GDL2 may be used instead of an
ADVANCE LOCAL DIRECTION sign GDL1 PLUS a
LOCAL DIRECTION sign GDL2 to indicate to drivers
the direction to local destinations which do not
form part of the navigational/orientational system.
GDL1/GDL2 composite signs should be located in the far

left-hand corner of the junction e.g. beyond the point of turn
in the position normally used for sign GDL2.
GDL1/GDL2 signs shall not display route numbers.
GDL1/GDL2 signs follow the general layout rules

appropriate to GDL1 signs but use STACK-TYPE 3
arrows in place of STACK-TYPE 6 arrows in the right
and/or left turn stacks.
GUIDANCE
Since GDL1/GDL2 composite signs have, by virtue of

their description, more than one stack, it is very unlikely that
such signs will be used to supplement DIRECTION signs on
Class B routes. Their use is more appropriate as an
economical form of systematised signing for tertiary
arterials (see Figure 4.94 and Volume 2, Chapter 9: Urban
Guidance Signing for more details on the application of
GDL1/GDL2 signs).
Vertical centring of symbols and justification of text is

recommended where this can be achieved without a
significant increase in sign size.
TEMPORARY
versions
of
signs
GDL1/GDL2,
numbered TGDL1/TGDL2, may be specified if such a
provision is considered economic. Temporary sign
colours shall be black semi-matt arrow, symbol, text and
border on a yellow retroreflective background.
SADC - RTSM - VOL 1
MAY 2012
FINGERBOARD LOCAL DIRECTION

COLOURS:
PERMANENT
Border:
Arrows, text
Symbol
Background
Black semi-matt
Black semi-matt
TEMPORARY
Border, arrows
Text and symbol
Background
Black semi-matt
Black semi-matt
GDL3
For dimensions
ref. Vol 4
pages
13.2.17
TGDL3
4.11.12
Fingerboard Local Direction
FINGERBOARD LOCAL DIRECTION signs of the type

GDL3 may be used at a low level in the road network to
guide drivers towards low use local destinations.
GDL3 signs should normally be located in the same

manner as GDL2 signs, namely in the far left comer of a
junction.
FINGERBOARD LOCAL DIRECTION signs GDL3 may

be used on their own as a tertiary level of direction signing
instead of ADVANCE LOCAL DIRECTION signs GDL1
and/or DIRECTION signs GDL2. GDL3 signs are
generally more compact than GDL1 or GDL2 stack-type
signs on a message for message basis. In terms of the
manner in which LOCAL DIRECTION signs may be
applied generally, a local authority could adopt a policy to
use only sign GDL3 for local destinations. With careful
planning it may be appropriate to adopt a standard
length of sign, in the range of 1,2 m to 1,5 m and display
all local destination messages in such a standard sign.
This type of approach could lead to a very tidy local
destination signing system. In order to fit a wide range of
lengths of destination name onto a standard length of
MAY 2012
GDL3 sign the use of signs with DIN "B" lettering AND
signs with DIN "A" lettering, should be considered.
4
A system such as that described in the previous

paragraph could also support a local authority policy
to permit a local destination to be signed by a maximum
of 3 to 4 GDL3 signs in total. This could permit signs on
two approaches to the destination, working from the final
turn and then away from this final turn. Alternatively all
signs could be located on one approach, route subject to
the nearest numbered route being the furthest point at
which a sign could be provided.
If a standard length of GDL3 sign is adopted a local

authority may also develop a policy which permits up to a
maximum of 3 or 4 signs in any one junction corner. This
approach has the benefit that new destinations can be
accommodated up to the set maximum without revising
existing signs.
TEMPORARY FINGERBOARD sign TGDL3 may be

specified but is identical in specification to sign TGD4.
SADC - RTSM - VOL 1
GUIDANCE
4.12.1
DIAGRAMMATIC
4.12 DIAGRAMMATIC
4.12.1General
1
DIAGRAMMATIC signs have been developed as a

result of a need to indicate to drivers an often difficult to
anticipate change in the layout of the roadway ahead.
Bold diagrammatic representations of the road layout
have been evolved in which arrows represent traffic
lanes or flows. In this way the alternative of using worded
messages, often in two or more languages, may be
avoided. Although DIAGRAMMATIC signs are relatively
large they are often smaller than would be a comparable
worded message sign.
The greatest need for DIAGRAMMATIC signs has

arisen in the field of temporary signing for roadworks.
The major rehabilitation of some of Southern Africa's
most important roads required that a special effort be
made to sign the rapidly changing rood layout
effectively.
Although the development of DIAGRAMMATIC signs

resulted from temporary signing needs these signs can be
equally applicable in permanent situations. The range
of likely PERMANENT situations requiring diagrammatic
signs is, however, significantly less than that for
TEMPORARY diagrammatic signs.
DIAGRAMMATIC signs, in general, portray messages
which have a "warning" connotation. The type of message
to be displayed is, however, normally too complex to fit
into a standard triangular ADVANCE WARNING sign in
the "W" series. Several DIAGRAMMATIC signs have been
developed which may be used as an alternative to a
conventional ADVANCE WARNING sign. ln effect they
display the same message but are considered to have a
more effective "target" value than the conventional
warning sign, even if that were to be displayed on a
HIGH
VISIBILITY background. The signs offer
guidance to drivers regarding conditions ahead and
also give guidance as to what actions are likely to be
required of drivers in order to negotiate these
conditions. The "hazard" aspect of the message is indeed
most commonly related to the manner in which drivers
may decide to negotiate the change in roadway
alignment.
Distance information is commonly included on

SUPPLEMENTARY PLATE signs mounted below
DIAGRAMMATIC signs (see Subsection 4.12.4). The
inclusion of word messages on DIAGRAMMATIC signs
should only occur in exceptional circumstances. As a
general rule if a potential diagrammatic sign displays a
"map" of a road layout rather than the lane configuration it
should be classified as a MAP-TYPE ADVANCE
DIRECTION sign GD9 and as such may include place
names in a rural application or street names in an urban
application (see Subsection 4.8.9).
The display of symbols representing different classes of

vehicles is not generally recommended. Such displays
should preferably be reserved for unique signs designed
for specific applications.
The fact that many DIAGRAMMATIC signs indicate

"hazard" related situations should be borne in mind
when considering them for permanent application. The
availability of the sign series shall not be seen as
saving grace for inadequate geometric design. In
practice the use of permanent DIAGRAMMATIC
signs should be limited.
9 The same limitation does not apply to the use of

temporary DIAGRAMMATIC signs. It is generally
accepted that temporary road alignments during
construction or rehabilitation are below the standards
appropriate to the completed roadway.
10 The combination of DIAGRAMMATIC guidance signs
with other guidance signs such as DIRECTION or
FREEWAY DIRECTION signs should be undertaken
with care. When both forms of guidance are provided,
space to accommodate the signs may become
inadequate, and they may interfere with each other.
The amount of information presented to drivers within
a short distance can exceed the ability of a driver to
effectively process this information.
4.12.2 Temporary Diagrammatic Signing

1
Many of the DIAGRAMMATIC signs detailed in the

following Subsections on specific sign series are
temporary signs. This is because the range of possible
"hazard" related lane configurations within roadworks
environs is considerable. Every effort has been made to
avoid
DIAGRAMMATIC
signs
becoming
unnecessarily complex in their layout. The examples
provided
should
therefore
be
considered
as
"standards".
In this context it is highly recommended that the geometric

treatment of lanes at roadworks sites be designed around
the sign examples available, and that new designs should not
be created particularly if these are complex. Only one
change in lane or roadway configuration shall be
indicated in one sequence of DIAGRAMMATIC signs with
a very limited number of exceptions. If two or more
actions are required of drivers each action should be
indicated separately in different sequences of signs. Unstable
traffic flow tends to occur after each of the situations in which
the use of DIAGRAMMATIC signs is recommended.
Sufficient distance must therefore be provided for the traffic
flow to stabilize before the next action likely to result in further
instability is required of drivers.
Ground-mounted DIAGRAMMATIC signs developed to

date have been classified into the following groups based
on the functional indication given by the arrows on the
signface (a) GS100 series - traffic movement affected by
obstruction(s);
(b) GS200 series - additional lane;
(c) GS300 series - lane use control by regulation
(incorporating a regulatory sign);
(d) GS400 series - lanes merging;
(e) GS450 series -lanes converging (but not merging);
(f) GS500 series - arrestor bed and other heavy vehicle
related messages (excluding regulatory control of
heavy vehicles covered in (c)).
(g) GS600 series - unique overhead diagrammatic
signs;
(h) GS6000 series - overhead versions of other signs
(sign number generated by putting a 6 in front of
normal 3-digit number group);
(i) GS700 series - public transport;
(j) GS8OO series - at-grade lane layout;
(k) GS900 series - junction with warning. (See
Subsections 412.5 and 4.12.6.)
MAY 2012
SADC - RTSM - VOL1
GUIDANCE
DIAGRAMMATIC
4.12.2
3
A typical arrangement of temporary signing at roadworks is

illustrated briefly in Figure 4.98. Temporary signing at
roadworks is dealt with in detail in Volume 2, Chapter 13,
including many figures covering typical applications.
Temporary messages at roadworks may need to be varied

at short notice or for short periods of time. The various
DIAGRAMMATIC signs may be manufactured in a number
of ways as very basic forms of VARIABLE MESSAGE sign
to facilitate this process. However, the resultant signface
display must remain an accurate rendition of the
required message, to the required dimensions, so that
the whole system of temporary (and DIAGRAMMATIC)
signing is not brought into disrepute with a resultant
and long lasting loss of effectiveness. If such variable
messages are to be accommodated on one signface the
number of messages to be dealt with on any one sign
should be limited to two or three (see Chapter 9).
The alternative to changing the signfaces many times is

that signs may need to be moved around a site relatively
frequently. It is therefore worth considering manufacturing
these temporary signs from a lighter material than is
conventional for permanent signs. The resultant sign may
become less durable and a contractor will have to balance
these aspects to achieve the most efficient use of his signs.
The relatively large temporary DIAGRAMMATIC signs are

often located very close to passing traffic. Once again a
lighter sign will be likely to represent a reduction in hazard
to vehicles and site staff at the risk of potentially greater
damage to the sign itself in the event of a collision involving
the sign.
4.12.3
1
Arrows representing opposing traffic flows point

downwards and shall always be made shorter than the
arrows representing the traffic flows to which the sign
applies. The difference in upward and downward pointing
arrow lengths is approximately equal to twice the depth of
the arrow head.
The arrows used on all signs except on arrestor bed and

downward pointing overhead signs utilize the arrow head of
a STACK-TYPE 1 arrow. The arrow head is specified in
terms of "d" the stroke width of DIN 1451 Part 2 letters. It
should be noted, however, that for certain sign sizes
the shaft width of the arrows is slightly reduced in
width over that used on Stack-Type arrows. These
dimensional details are fully covered in Volume 4, Chapter
8. The range of upward-pointing arrow types used on
DIAGRAMMATIC signs is illustrated in Figure 4.9 (see
Section 4.2).
It is a basic principle of the application of

DIAGRAMMATIC signs that they shall display a onepart message only, which shall require, in turn, only
one action at a time on the part of drivers. Thus a
lane-drop shall not be combined with a change of
direction on a DIAGRAMMATIC signface display. Sign
series GS400 is the only series which includes arrows
representing lanes which actually merge together on the
signface, in the direction of travel indicated by the sign.
This is, in fact, the specific function of this sign series. An
exception to the basic principle applies to a number of
arrows which depict an INCREASE in the number of lanes
i.e. the arrow forks from one shaft into two. Sign GS151 is
an example of such a sign. Sign GS152 shows a change
of alignment to the left (away from opposing traffic) AND
the splitting of one lane into two. Neither of these
circumstances, either separately, or together, is inherently
unsafe and will not normally warrant the use of a
DIAGRAMMATIC sign. However, some additional factor
such as horizontal or vertical curvature, high traffic
volumes, vegetation or poor sight distance may justify the
use of such a sign (see Subsection 4.12.11).
The "obstructions" represented on the signs by red blocks

of various shapes may be real physical obstructions such
as concrete barriers, median islands, delineation devices,
excavations etc, or they may be perceived "obstructions"
such as at a lane-drop where a section of the roadway
width does not continue but there may be no physical
obstruction. The number of shapes of red blocks has been
kept to a minimum. These are detailed in Volume 4,
Chapter 8. If a need arises to design a new sign every
effort should be made to utilize one of the existing standard
blocks. In order to do this it is acceptable that the spaces
between sign components may differ from those used on
existing sign designs (see Subsection 4.12.10).
Standard REGULATORY signs in the "R" series may be

incorporated into the signface of certain DIAGRAMMATIC
signs. When a regulatory sign with a white border is
required to be displayed on a white background of a
PERMANENT diagrammatic sign the regulatory sign shall
have a narrow black border displayed OUTSIDE its
standard perimeter. Certain temporary Regulatory signs
include an inset black border on a yellow background. If
such signs are to be displayed on a yellow TEMPORARY
diagrammatic sign background the black border on the
regulatory sign shall be widened to equal the width of a
permanent sign white border. (These dimensional details
are given in Volume 4, Chapters 2 and 8).
Signface Design Principles
The basic principles applicable to the design of

DIAGRAMMATIC signs are that, with two sub-group
exceptions, there shall be a black arrow representing each
lane in the direction of travel represented by the sign and
"obstructions" to the normal or anticipated flow of traffic
are indicated by red blocks. The exceptions to these
principles are represented by the arrestor bed signs subgroup and certain overhead lane use control signs which
utilize a single downward pointing arrow. If overhead signs
are specified and regulatory control is required over more
than one lane, a separate sign, each with a downward
pointing arrow, should be located centrally over each lane.
In a limited number of examples, one or more downward
arrows may be used to indicate opposing traffic. In
general, one arrow only is used to indicate the
presence of an opposing flow of traffic whether it
comprises one or several lanes. There are, however, a
number of temporary application signs which may utilize
two downward arrows because it has been felt that it is
necessary to indicate the number of opposing traffic lanes.
The majority of these latter signs relate to the beginning or
end of a dual carriageway or to a three-lane two-way
traffic operating condition. The primary function of the
arrow per lane display of DIAGRAMMATIC signs is
intended to make drivers aware of what happens to
the lanes displayed. The presence of opposing traffic
may be important from a safety point of view, but it
has been a design principle that the number of
approaching lanes is rarely relevant.
GUIDANCE
SADC RTSM - VOL1
MAY 2012
DIAGRAMMATIC
4.12.4
1
4.12.3
Supplementary Plate Signs
(c) in advance of the provision of climbing lanes or

overtaking opportunity lanes to advise drivers of an
overtaking opportunity ahead;
(d) to indicate changes in lane configuration on three
lane two-way sections of roadway that are
sufficiently long to warrant altering the number of
lanes in one direction from two lanes to one, and
vice versa in the opposite direction, particularly to
permit overtaking opportunities at regular intervals in
both directions (since such lane configurations are
commonly provided as an interim measure pending
major upgrading of a road, standards may not be as
high as normal);
(e) at major changes in roadway cross-section and/or
lane configuration e.g. end of a dual roadway, or a
lane-drop combined with poor sight distance, or at
lane merge or converge situations when it is not
obvious whether lanes merge or not, or for urban
traffic calming measures etc.;
(f) at special heavy vehicle control or safety situations
such as arrestor beds or compulsory stops, in
advance of tunnels, steep downgrades or at mass
measuring stations or other features.
It is a common principle to include a distance message

with a diagrammatic sign. This may be:
(a) a distance to the situation indicated on a sign;
(b) a distance for which the condition on the sign will
continue to occur.
This distance message shall be i ndicated below
ground-mounted
DIAGRAMMATIC
signs
in
separate SUPPLEMENTARY PLATE signs IN11 (or
TIN11). On overhead DIAGRAMMATIC signs a
distance message s h a l l b e d i s p l a y e d
w i t h i n the signface and SUPPLEMENTARY
PLATE signs shall not be used.
Although the applications are less common, a

SUPPLEMENTARY PLATE sign used with a
DIAGRAMMATIC sign may also display an advisory
speed or some other text message. It is a common
feature of DIAGRAMMATIC signs that they be repeated
longitudinally along a road or laterally on either side of a
carriageway. Under such circumstances signs placed on
the same lateral line shall display the same message,
including that given by the supplementary plate, when
used.
Whenever possible supplementary plate signs should be
manufactured to standard heights and the width should
match that of the sign with which they are to be used.
Temporary supplementary plate signs should be
designed to be easily removed or changed as the work
pattern alters. It is recommended that contractors and
maintenance authorities keep a range of standard
temporary supplementary plate signs available for this
purpose. Once again it will bring the signing system
into
disrepute
if
the
information
displayed
is
not maintained in an
accurate
condition.
For
greater
detail on
SUPPLEMENTARY PLATE signs see Chapter 5 and
SUPPLEMENTARY PLATE signs may utilise DIN 1451
Part 2 Style A or B lettering. The use of Style B
lettering is preferred for increased legibility distance. If
Style A lettering is used the greatest height of letter
which
will
fit
the
relevant
standard
sized
SUPPLEMENTARY PLATE sign should be used.
4.12.5
Warrants
Detailed warrants for the use of DIAGRAMMATIC

signs have not been researched and established.
In general their use is most appropriate on multi-lane

roads. When normal geometric and visibility or sight
distance standards prevail the use of permanent
DIAGRAMMATIC signs is unlikely to be warranted.
However, if design standards have to be lowered for
economic or topographical reasons the use of
DIAGRAMMATIC signs may be warranted rather than
conventional warning signs.
Situations in which DIAGRAMMATIC signs are most

likely to be required or warranted are:
(a) to indicated temporary lane or alignment changes at
roadworks sites of even a relatively minor, or short
term, nature;
(b) when it is necessary to control lane use by
application of regulations which may differ from
lane to lane;
MAY 2012
Overhead DIAGRAMMATIC signs will normally be

warranted in a similar manner to other guidance signs (see
Subsection 4.1.9). However if lane use control is to be
implemented the only practical way in which control can be
achieved may require the use of overhead signs.
4.12..6 Sign Numbering

1
In order to accommodate a wide variety of

DIAGRAMMATIC signs the signs have been allocated
to functional groups. Although some of these groups
comprise only a small number of signs each group has
been allocated a separate range of numbers to allow for
the addition of new signs in the future.
The numbers have been allocated in blocks of 49 or 99 as
follows (the numbers of temporary signs are preceded
by the letter "T"):
(a) 100 series - Traffic Movement Affected By
Obstructions - GS101 to GS199 and TGS101 to
TGS199 (Subsection 4.12.11);
(b) 200 series A d d i t i o n a l L a n e - GS201 to
GS250 and TGS201 to TGS250 (Subsection
4.12.12);
(c) 300 Series - Lane Use Control By R e g u l a t i o n
- GS301 to GS399 and TGS301 to TGS399
(Subsection 4.12.13);
(d) 400 Series (i) Lanes M e r g i n g - GS401 to GS450 and
TGS401 to TGS450 (Subsection 4.12.14);
(ii) Lanes Converging - GS451 to GS499 and
TGS451 to TGS499 (Subsection 4.12.15);
(e) 500 Series - Arrestor Bed and Other Heavy
Vehicle Guidance and Control - GS501 to GS599
and TGS501 to TGS599 (Subsection 4.12.16 and
4.12.17);
(f) 600 Series - Unique Overhead Signs (i.e.
involving a signface layout NOT included in one of the
other series) - GS601 to GS699 and TGS601 to
TGS699 (Subsection 4.12.18);
(g) 6000 Series - Overhead Signs incorporating a
basic sign design used in one of the other series
SADC RTSM - VOL1
GUIDANCE
GS100 to GS900; this number is generated by

putting a "6" in front of the other series number e.g.
GS6101, GS6209 or GS6405, i f the overhead
signface display includes a distance the sign number
should be qualified by the letter "D" e.g. GS6101D,
GS6209D or GS6405D (Subsection
4.12.18);
(h) 700 Series - Public Transport- GS701 to GS799,
temporary versions are not likely to be required but are
not precluded (see Subsection 4.12.19);
(i) 800 Series - At-Grade Lane Layout - GS801 to
GS899, temporary versions are not likely to be
required but are not precluded (see Subsection
4.12.20);
(j) 900 Series - Junction with Warning - GS901 to
GS999 and TGS901 to TGS999 - this series refers to
signs of different junction layout by number (NOT to
the type of warning sign used} (see Subsection
4.12.21).
3
PERMANENT and TEMPORARY versions of a sign are

only indicated in subsequent Subsections when both
are likely to be used. Many signs will only be used in
permanent applications and many others only in
temporary applications. Space has been left for
PERMANENT or TEMPORARY signs to be added i n
the future as and when a demand occurs. When this
happens the signs shall be accorded the number
equivalent to the existing permanent or temporary sign. If
a completely new signface design is required the
resultant sign shall be numbered with the next available
number in the appropriate category. No attempt shall be
made to insert signs between existing numbers or to
use other prefix or suffix forms of numbering.
4.12.7
1
Sign Sequences
It is common practice when use of a DIAGRAMMATIC

sign is justified, that two or more signs are displayed in
sequence.
A sign sequence may comprise one or more advance
signs, with appropriate distance supplementary plate
signs , in addition to a sign located approximately at the
position where the displayed condition occurs or starts to
occur. Thus a two sign sequence may comprise one
advance sign and a sign at the point of change, or two
advance signs.
When approach speeds are high the number of signs
displayed may be further increased. A sequence of
more than three signs is likely to be rare. However, in
temporary
roadworks
situations, particularly
on
freeways it has been found effective to repeat the sign
messages on the left and right of multi-lane
carriageways.
4 The number of signs required or capable of being

displayed will be largely a function of individual site
conditions such as traffic approach speeds, sight
distances, side space etc. Typical examples of permanent
and temporary DIAGRAMMATIC sign sequences are
given in Figures 4.97 and 4.98. A considerable number of
additional temporary diagrammatic sign sequence
examples are given in Volume 2, Chapter 13.
5
Signs in a sequence with the same message must be

spaced adequately apart to be effective. The concept of
repeating the sign message is intended to achieve its
objective of driver understanding but this will not be
effective if signs are so closely spaced as to appear as
GUIDANCE
a "blur" of information. A separation between repeat

DIAGRAMMATIC signs of 200 m is recommended for
approach speeds of 80 km/h to 100 km/h. The closest
distance that a DIAGRAMMATIC sign displaying a
distance on a supplementary plate sign (IN11.3 or
TIN11.3} should be located in advance of the condition to
which it refers should be 100 m in rural areas and 60 m in
urban areas. The same sign may be used to identify the
point at which a change occurs. Such a sign should not
include a d i s t a n c e supplementary plate sign but may
for instance, include an advisory speed supplementary
plate sign (IN11.1 or TIN11.1).

1
DIAGRAMMATIC signs are rectangular in shape and, in

principle, should be vertically formatted. (Signs displaying more than three arrows may tend to become
square or, effectively horizontally formatted.)
The basic range of overall sizes for DIAGRAMMATIC

signs is the same as for HIGH VISIBILITY signs. The
standard width/height sizes are:
1800 mm/2400 mm, 1200 mm/1600 mm and 900
mm/1200 mm.
The smallest size is only recommended for low speed
urban applications where side space is very limited
The use of standardized overall widths and heights is

intended to simplify manufacture and rapid mounting or
moving, particularly for temporary signs.
4 Dimensions within the signface are given in Volume 4,

Chapter 8. As a general rule arrow and block sizes
should be standardised and any variations
required by d i f f e r e n t d e s i g n s is taken up by
varying the spaces between signface components.
5
The colours of the PERMANENT diagrammatic signs are

the same as used on HIGH VISIBILITY signs in that the
background is white and the border red. All arrows, and
any text or symbols, shall be black. The indication of an
"obstruction" shall be by means of a red block.
TEMPORARY diagrammatic signs conform to the general

colour code for temporary signs in that the background
is yellow and the border black. All arrows and any text or
symbols shall be black and "obstructions" shall be
indicated by red blocks.
7 If a regulatory or warning sign is incorporated into the

signface of a diagrammatic sign it shall be displayed in its
standard permanent or temporary colours as appropriate.
1
It is recommended that, because of the general "hazard"

connotation
and high visibility requirement of
DIAGRAMMATIC signs, they be manufactured with all
white, yellow or red areas fully retroreflective. All black
areas shall be semi-matt.
The placing of red retroreflective material on yellow

retroreflective material can result in poor luminous
contrast between the two colours under certain
circumstances (see Chapter 1).
4.12.10
1
Other Diagrammatic Signs
In spite of the number of signs detailed in the following
SADC - RTSM - VOL1
MAY 2012
DIAGRAMMATIC
4.12.5
Subsections every effort has been made not to create

DIAGRAMMATIC signs which do not have a specifically
required use.
2
DIAGRAMMATIC signs are, however, a relatively new

concept and it is anticipated that additional designs will be
required from time to time. Designers should maintain a
systematic approach to such design bearing in mind the
principles
given
in
Subsections
4.12.3
and
4.12.8.Standard sign sizes and components should be
utilized.
3 The need to use a PERMANENT or TEMPORARY

version of a DIAGRAMMATIC sign which has
previously been used only in the other form should be well
motivated and should be reported to the Secretary of the
COLTO Road Traffic Signs Technical Committee.
4
The need to manufacture additional sign designs shall be

reported by the designer, manufacturer or authority to:
The Secretary
Route Numbering and Road Traffic Signs Sub- Committee
Private Bag
X193
Pretoria
0001.
This will enable a co-ordinated approach to new sign
designs to be adopted.
MAY 2012
SADC RTSM - VOL1
GUIDANCE
Detail4.97.1Addition and Dropping of

a Climbing Lane
Detail 4.97.2
Lane Drop
NOTES:
(1) Detail 4.97.1 illustrates a t y p i c a l climbing lane
sequence involving a range of different signs. Signs (1)
are optional. Signs (2) form a two sign sequence which in
some circumstances may be the only signs necessary
for such a situation.
Fig 4.97
GUIDANCE
(2) Detail4.97.2 illustrates a typical3 sign sequence for a

lane drop where vertical and horizontal alignment and
the approach speed of traffic warrant an extra advance
sign.
Typical Permanent Diagrammatic Sign Sequences

SADC - RTSM - VOL1
MAY 2012
DIAGRAMMATIC
4.12.7
Detail 4.98.1Lane Drop I Median Crossover

NOTES:
(1) The detail illustrates, in a somewhat simplified form,
temporary diagrammatic sign sets, or sequences,
typical of a major freeway roadworks site.
Fig 4.98
MAY 2012
Detail 4.98.2 Reduced Width I Median

Crossover I Lane Drop
(2) Identification of the actual point at which a change in
a roadway configuration occurs is normally given in
roadworks circumstances by more compact signs
such as regulatory signs (e.g. TR103 or TR104) or
warning signs (e.g. W401 or W402) which have
been omitted for clarity (see Volume 2, Chapter 13).
Typical Temporary Diagrammatic Sign Sequences

SADC RTSM - VOL1
GUIDANCE
4.12.11
Traffic Movement Affected b y

Obstruction
DIAGRAMMATIC signs in the GS100 series may be

used to give guidance to drivers that traffic
movement is affected by an obstruction, or
perceived obstruction, in the road ahead. The
principles relevant to the message display of signs in this
series are covered in Subsections 4.12.2 and 4.12.3.
It shall be a basic principle that GS100 series signs

shall relate to only one road condition requiring
driver action (see paragraphs 4.12.2.2 and
4.12.11.9).
GS100 series signs may be PERMANENT or

TEMPORARY. It should be noted that TEMPORARY
DIAGRAMMATIC signs are primarily intended to be
used at roadworks sites where work activity, in conjunction
with a temporary, normally sub-standard, alignment
combine to produce a hazardous situation. Such
conditions may be temporary for a matter of hours, for
days or even for months but they remain part of an active
work area and are constantly changing at a detailed level.
If, for whatever reason, a sub-standard road alignment
is created, which will exist for some months (or years)
but is not the site of on-going work activities, such a
situation s h o u l d , if warranted, be signed with
PERMANENT signs, and not with TEMPORARY signs.
The functional meaning of each individual sign type is

given on the following pages below each sign. Although
numbered individually many signs are paired for
description purposes because their function is simply
handed to the left or the right. Where there is no obvious
pairing the signs are described individually. Few
permanent applications of the signs in this category are
likely to occur. Only those that are known to have been
used are illustrated.
GS100 series signs, particularly in their TEMPORARY

applications, are commonly displayed in sequence sets,
although they may be used on an individual basis. The
signs should normally be mounted on the left side of the
roadway. However, if the situation is relevant to traffic on
the right side of a multi-lane one-way roadway the signs
may be effectively mounted on the right-side of traffic. In
roadworks sites involving high traffic volumes it is
recommended that signs be mounted on the left and right
sides if possible (see Subsections 4.12.2 and 4.12.7 and
Figures 4.97 and 4.98).
6 When GS100 signs of the same type (such as GS101 or

TGS101 indicating a lane drop on the left) are repeated
in sequence they must be placed an adequate
distance from the point to which they apply and an
adequate distance apart. Advance signs shall be
provided with a SUPPLEMENTARY PLATE sign IN11.3
(TIN 11.3) indicating the distance to the obstruction
7
Signs TGS101 to TGS129 relate to a reduction in the

number of lanes or to changes in lane alignment as a
result of an obstruction occurring in the roadway. Signs
TGS130 to TGS144 relate to a roadway width which is
reduced by a longitudinal obstruction or in some other
way inhibited (by the presence of workmen for instance).
Signs TGS130 to TGS144 will normally be displayed
within the restricted section, not in advance. They should
therefore be provided with SUPPLEMENTARY PLATE
signs IN11.2 (TIN11.2) indicating the distance for
GUIDANCE
which the condition will continue to occur. These signs

may be positioned at regular intervals, displaying
decreasing distances to give drivers a "count-down"
type of- message. Signs TGS145 (GS145) to TGS150
(GS150) apply specifically to temporary or permanent
beginning or end of freeway (Class A1) or dual
carriageway situations. Their use should only be
considered when it is felt that warning signs TW116
(W116) to TW119 (W119), even in HIGH VISIBILITY form,
are unlikely to be effective.
8
The indication of a dual message on this group of

signs shall only be used if neither message requires a
hazard related action from drivers. The message
displays of GS151 and GS152 relate to the realignment
of a single lane of traffic to left, often away from opposing
traffic, AND to an increase in the number of lanes
available. Neither of these messages relates to a
condition which is inherently unsafe. The use of
temporary versions of signs GS151 and GS152 is not
normally recommended. Experience has indicated that
when such circumstances are created during a
roadworks operation that unstable flow tends to occur after
the change of alignment and drivers attempt early
overtaking manoeuvres. The provision of a stabilizing
zone between the change of alignment and the addition of a
lane, or lanes, is therefore recommended.
If there is more than one component to the

message required at a specific site and one or more
is hazard related, the message should be split into
parts which drivers can reasonably manage to
interpret and act upon safely. This will almost
certainly require two or more sign sequences and
may affect the actual roadway geometry.
10 A number of signs in this series are similar in their

display. This may make selection of the most appropriate
sign di ff ic ul t . Each situation requiring signing should
therefore be carefully considered before ordering signs.
The following guidelines may be considered when making
a selection:
(a) remember that an obstruction may be "perceived"
rather than real, therefore sign TGS109 may be
more appropriate than sign TGS107
if the
obstruction to the right of traffic is not so much
physical as "perceived" e.g. an un-surfaced
shoulder
or
new
construction
behind
DELINEATOR signs TW401 orTW402;
(b) is the display of opposing traffic really necessary
when traffic is diverted away from it i.e. would sign
TGS108 be satisfactory or is TGS127 necessary
due to some complicating factor which makes the
display of the presence of opposing traffic at this
point advisable?;
(c) it is advisable when two way traffic passes through a
restricted area or round an obstruction to show both
traffic flows; thus sign TGS112 is preferable to sign
TGS108 in such circumstances.
11 On multi-lane roadways it may be necessary to display
GS100 series sign messages in an overhead position. The
sign design is adapted for this purpose and should be
provided as detailed in Subsection 4.12.18. Over- head
signs of this type are appropriately numbered.
SADC - RTSM - VOL1
MAY 2012
GS100 SERIES- TRAFFIC MOVEMENT AFFECTED BY OBSTRUCTION

COLOURS:
PERMANENT
Border & block: Red retroreflective
Arrows:
Black semi-matt Text:
Black semi-mal/
Background:
GS101
TGS101
Signs GS101 (TGS101) may be used to

guide drivers by a diagrammatic display
Indicating that the left hand lane of a
roadway comprising two lanes in one
direction, ends.
GS104
TGS104
Signs GS104 TGS104) may be used to

Indicating that the right hand lane of a
roadway comprising three lanes in one
direction, ends.
TGS107
Sign TGS107 may be used to guide drivers

by a diagrammatic display that a single
line of traffic i s diverted to the right of
an obstruction.
TGS110
SignTGS110 may be used to guide drivers

line of traffic i s diverted to the left
through an obstruction.
MAY 2012
TEMPORARY
Border & arrows: Black semi-mall
Red retroreflective
Block: Text:
Background:
Black semi-matt
GS102
TGS102

roadway comprising two lanes in one
direction, ends.
GS105
TGS105

indicating that the left hand lane of a
roadway comprising four lanes i n one
direction, ends.
TGS108

line of traffic is diverted to the left of an
obstruction.
TGS111

by a diagrammatic display that two-lane
two-way traffic is diverted to the right of
an obstruction.
SADC RTSM - VOL1
GS103
For dimensions:
refer Vol4
pages
8.2.1
to 8.2.8
TGS103
Signs GS103 (TGS103) may be used to guide

drivers by a diagrammatic display
Indicating that the left hand lane of a
roadway comprising three lanes in one
direction, ends.
GS106
TGS106
Signs GS106 (TGS106) may be used to guide

roadway comprising four lanes in one
direction, ends.
TGS109

line of traffic is diverted to the right
TGS112

by a diagrammatic display that two-lane
two-way traffic is diverted to the left of
an obstruction.
GUIDANCE
GS100 SERIES - TRAFFIC MOVEMENT AFFECTED BY OBSTRUCTION (Cont.)

For dimensions:
refer Vo/ 4
pages
8.2.810
8.2.20
COLOURS:
PERMANENT
Arrows:
Black semi-matt
Background:
TGS114
TGS113

by a diagrammatic display indicating
that two-lane two-way traffic is diverted
to the right through an obstruction.

that two-lane two-way traffic is diverted
to the left through an obstruction.

that three lanes of traffic are diverted to
the right of an obstruction.
TGS119

by a diagrammatic display that two lanes
of traffic are diverted to the right
TGS122

of traffic are diverted to the left through
an obstruction and that these lanes are
separated from opposing traffic by a
continuous barrier.
GUIDANCE
TGS115

by a diagrammatic display indicating that
two lanes of traffic are diverted to the right
of an obstruction.
TGS117
TGS116

two lanes of traffic are diverted to the left
of an obstruction.
TEMPORARY
Border & arrows: Black semi-matt
Block:
Red retroreflective
Text:
Black semi-matt
Background:
TGS118

three lanes of traffic are diverted to the left
of an obstruction.
TGS120

by a diagrammatic display that two l anes
of traffic are diverted to the left through
an obstruction.
GS123
TGS123

that one lane of traffic is diverted to the
right towards opposing traffic by an
obstruction.
SADC - RTSM - VOL1
TGS121

of traffic are diverted to the right through
an obstruction and that these l anes are
separated from opposing traffic by a
continuous barrier.
GS124
TGS124

that one l ane of traffic is diverted to the
left away from opposing traffic by an
obstruction.
MAY 2012
DIAGRAMMATIC
4.12.11

COLOURS:
PERMANENT
Arrows:
Black semi-matt
Text:
Black semi-matt
Background:
TEMPORARY
Block:
Red retroreflective
Text:
Black semi-matt
Background:
TGS126
TGS125

that one lane of traffic is diverted to the
right
towards
opposing
traffic
TGS128

a two-lane two-way roadway changes
alignment to the left and the opposing
traffic flows are separated by an
obstruction.
TGS131

by a diagrammatic display that the
roadway width for two-lane traffic is
restricted on the right side by an
obstruction.
TGS134

roadway width for two-lane two-way
traffic is restricted on the right side by
an obstruction.
MAY 2012
Sign TGS126 may be used to guide

indicating that two lanes of traffic are
diverted to the right towards opposing
traffic through an obstruction.
GS129
TGS129

Indicating that one lane of traffic i s
diverted to the left sway from opposing
traffic and that opposing traffic flows are
separated by an obstruction.
TGS132

roadway width for two-lane one-way
traffic is restricted on both sides by
obstructions.
TGS135

traffic is restricted on both sides by
obstructions.
SADC RTSM - VOL1
For dimensions:
refer Vol 4
pages
8.2.21
to 8.2.33
TGS127

one l ane of traffic is diverted to the right
towards two lanes of opposing traffic
through an obstruction. (This situation
implies three-lane two-way operation of
the following roadway.)
TGS130

roadway width for two-lane traffic is
restricted on the left side by an
obstruction.
TGS133

traffic is restricted on the left side by an
obstruction.
TGS136

by a diagrammatic display that opposing
single lanes of traffic are separated by an
obstruction and that roadway width is
restricted.
GUIDANCE
GS100 SERIESTRAFFIC MOVEMENT AFFECTED BY OBSTRUCTION (Cont.)

For dimensions:
refer Vol4
pages
8.2.34 to
8.2.44
COLOURS:
PERMANENT
Arrows:
Black semi-mat/ Text:
Black semi-matt
Background:
TGS138
TGS137

the roadway width for three-lane two-way
traffic is restricted on the left by an
obstruction.

the roadway width for three-lane two-way
traffic is restricted on the right by an
obstruction.
TGS140

roadway width for three-lane traffic Is
restricted on the left side of an
obstruction.
GS146
TGS146
Sign GS146 (TGS146) may be used to guide

drivers by a diagrammatic display that
two lanes of traffic are diverted to the
right towards opposing traffic at an
obstruction.
GUIDANCE
TGS139
Sign TGS139 may be used to guide drivers by

a diagrammatic display indicating that two
lanes of traffic and a single opposing lane
of traffic are separated by an
obstruction and that roadway width is
restricted.
TGS142
TGS141

roadway width for three-lane traffic is
restricted on the right side of an
obstruction.
TGS144
TGS143

roadway width for three-lane twoway traffic with two lanes in the
indicated direction, is restricted on
both
sides
by
obstructions.
TEMPORARY
Block:
Red retroreflective
Text:
Black semi-matt
Background:

roadway width for three-lane twoway traffic with o n e lane in the
indicated direction, is restricted on
both
sides
by
obstructions.
GS147
TGS147

two lanes of traffic are diverted to the left
away from opposing traffic at an
obstruction. (The opposing traffic remains
on a straight path.)
SADC - RTSM - VOL1

roadway width for three-lane traffic is
restricted
on
both
sides
by
obstructions.
GS145
TGS145

that two lanes o f
traffic
are
diverted to the left away from
opposing
traffic
at
an
obstruction.
GS148
TGS148

that two lanes of traffic are diverted to the
right towards opposing traffic at an
obstruction. (The opposing traffic remains
on a straight path.)
MAY 2012

COLOURS:
PERMANENT
Arrows:
Black semi-matt
Background:
GS149
TGS149
Sign GS149 {TGS149) may be used to

indicating that two lanes of traffic become
separated from opposing traffic by an
obstruction.
GS150
Sign GS152 may be used to guide drivers

a single lane is diverted to the left of an
obstruction away from opposing traffic
AND splits into two lanes at the same
time. (Applications of this principle should be
strictly limited - see Subsection 4.12.3.)
TGS155

the left lane of a three-lane roadway does
not continue beyond an obstruction and
i s diverted to the left of it.
TGS150
Sign GS150 (TGS150) may be used to

indicating
that
a
separating
obstruction between four-lane two-way
traffic ends.
GS153
GS152
GS155
TEMPORARY
Block: Text:
Red retroreflective
Background:
Black semi-matt
TGS153

the left lane of a two-lane roadway does
is diverted to the left of it.
GS156
TGS156

the left lane of a four-lane roadway does
is diverted to the left of it.
For dimensions:
refer Vo/4
pages
8.2.45
to 8.2.58
GS151
Sign GS151may be used to guide drivers

lane i s diverted to the left of an
obstruction AND splits into two lanes at
the same time. (Applications of this principle
should be strictly limited - see Subsection
4.12.3.)
GS154
TGS154

the right lane of a two-lane roadway does
is diverted to the right of it.
GS157

of traffic are diverted to the left and right
of an obstruction and that the lanes curve.
GS158

roadway curves to the left of an
obstruction away from opposing traffic.
MAY 2012
SADC - RTSM - VOL1
GUIDANCE
4.12.12
1
Additional Lane
DIAGRAMMATIC signs in the GS200 series, numbered

from GS201 (TGS201) to GS299 (TGS299) (all numbers
are not allocated at time of printing), may be used to give
guidance to drivers that the number of lanes available
to traffic travelling in their direction will increase some
distance ahead. The signface message of signs in this
series
is
less
"hazard"
related
than
other
DIAGRAMMATIC sign series. The addition of a lane is
rarely likely to result in hazardously unstable traffic flow
conditions, although weaving and/or over-taking actions
may commonly occur in the following road section.
It is recommended that the message display of GS201 to

GS299 signs (and their temporary equivalents when, and
if, required) adhere to the general principle of displaying
only one road condition requiring driver action at one
time.
Signs GS201 to GS299 may be used in PERMANENT or

TEMPORARY applications. The sign message principles
involved are more relevant to PERMANENT signing
situations but this does not preclude their use in a
TEMPORARY form at roadworks sites. The signs
indicated on the
following pages
are
thus
PERMANENT sign examples. Space has been left for
temporary versions to be added should these be
required in future. Before deciding to use one of these
signs in a TEMPORARY form consideration should be
given as to whether there is a more appropriate sign in the
TGS100 series.

given on the following pages below each sign.
arrow need only be given if this constitutes some degree

of hazard at the point where the addition of the lane
occurs. If opposing traffic is indicated one arrow only
need be displayed even for multi-lane conditions.
8
Signs GS211 to GS214-relate to the addition of a lane at a

junction and are intended to reassure drivers that they do
not need to merge or immediately change lane due to
joining traffic. However, situations in which these signs
may be used commonly involve subsequent weaving
movements. Alternatively slow moving traffic may wish to
move to the left beyond the addition of the new lane
thereby creating potential for weaving movements. Sign
GS211 to GS214 may be used instead of ADVANCE
WARNING signs W111 to W114 when greater visual
impact is required or where an indication of the number of
lanes is considered necessary.
It has been a practice in the past to indicate on multi-lane

signface displays, by means of a symbol, that heavy
vehicles should travel in the left-hand lane. This form of
display should be reserved for special situations such as
mandatory truck stops (see Subsection 4.12.14 and
Volume 2, Chapter 11).. If a design of this type is required
it will need to be specially detailed for manufacturing
purposes. Limited guidelines are given in Volume 4,
Chapter 8.
10 On multi-lane roadways difficulties experienced in

observing signs may warrant indicating additional lane
messages on overhead signs (see Subsections 4.1.6
and 4.12.18).
5 The application of signs in this group tends to vary for

different sub-groups. The signs may be used in
advance with a SUPPLEMENTARY PLATE sign IN11.3
indicating the distance to the situation being signed,
and/or at the point where the additional lane occurs
without a supplementary plate sign (see paragraph
4.12.12.7).
6
If two or more signs of the same type are used on one

approach they must be placed an adequate distance
apart. The signs should normally be mounted on the left
side of the roadway.
Signs GS201 to GS210 deal with the addition of a lane to

the roadway without this addition being specifically
related to a junction with another roadway. Such
situations include the addition of a c l i m b i n g lane or
an additional lane provided to improve overtaking
opportunity. The latter c o n d i t i o n may commonly
relate to alternating three-lane two-way cross-sections
provided in rolling topography. In such a situation these
sign types may therefore be required facing traffic
travelling in both directions. Signs GS201 to GS210
should normally be placed 500 m to 1 km in advance of
the start of the additional lane to reassure drivers that a
crawling or overtaking opportunity is available a short
distance ahead. A number of signs in this sub-group are
very similar. The principle differences are the manner
in which the extra lane is added and the indication or
otherwise of opposing traffic. The additional lane should
be indicated in a manner as closely related to its actual
occurrence as possible. The a v a i l a b i l i t y o f s i g n s
does not imply any preference for one
t y p e for one type of geometric treatment over
another. An indication of opposing traffic by means of a
downward pointing
GUIDANCE
SADC - RTSM - VOL1
MAY 2012
GS200 SERIES - ADDITIONAL LANE

COLOURS:
PERMANENT
Arrows:
Black semi-matt
Background:
GS201

by a diagrammatic display that the lane in
which they are travelling splits to left
and right into two lanes. (An opposing
traffic flow is indicated.)
GS204

by a diagrammatic display that the lane in
which they are travelling splits to left
and right into two lanes.
GS207
TEMPORARY
Red retroreflective
Block: Text:
Background:
Black semi-matt
GS202

by a diagrammatic display that a lane is
to be added to the left of the lane in which
they are travelling. (An opposing traffic flow
is indicated.)
GS205
Signs GS205 may be used to guide drivers

to be added to the left of the lane in which
they are travelling.
GS208
For dimensions:
refer Vo/4
pages
8.3.1
to 8.3.8
GS203
Sign GS203 may be used to guide drivers by a

diagrammatic display that a lane i s to be
added to the right of the lane in which they
are travelling. (An opposing traffic flow is
indicated.)
GS206
Sign GS206 may be used to guide drivers by

a diagrammatic display that a lane i s to be
added to the right of the lane in which they
are travelling.
GS209

Sign GS207 may be used to guide drivers by GS208 may be used to guide drivers by a a diagrammatic display that a lane i s
a diagrammatic display that a lane i s diagrammatic display that a lane i s added added the left of a three-lane roadway.
added to the left of a two-lane roadway. to the right of a two-lane roadway.
GS210
GS211

by a diagrammatic display that a lane
by a diagrammatic display that a lane i s
is added to the existing one-lane
added to the right of a three-lane roadway.
roadway from the left.
MAY 2012
SADC - RTSM - VOL1
GS212

a diagrammatic display that a lane i s
added to the existing two-lane roadway
from the left.
GUIDANCE
4.12.16
DIAGRAMMATIC
GS200 SERIES - ADDITIONAL LANE (Cont.)
For dimensions:
refer Vol4
pages
8.3.910
8.3.11
COLOURS:
GS213

by a diagrammatic display that the Jane in
which they are travelling changes
direction to the left and is added to a
roadway with one lane.
GUIDANCE
PERMANENT
Arrows:
Black semi-matt
Text:
Black semi-matt
Background:
TEMPORARY
Block
Red retroreflective
Text:
Black semi-matt
Background:
GS214

a diagrammatic display that the lane in
which they are travelling changes
direction to the left and is added to a
roadway with two lanes.
SADC - RTSM - VOL1
MAY 2012
4.12.13
1
Lane Use Control by

Regulation
DIAGRAMMATIC signs in the GS300 series may be

used to give guidance to drivers as to the numbers
of lanes available and whether one or more of them
is subject to use control by regulations. The
signfaces of signs in this series incorporate one or
more regulatory signs which shall have the same
regulatory requirement of drivers as if the regulatory
signs had been mounted separately. Signs of t h i s
type shall only be used if the r e g u l a t i o n
displayed is to be enforced. A failure to enforce
will tend to bring regulatory signs in general into
disrepute.
Signs in the GS300 series will normally only display one
regulatory message. A need may arise from time to
time for the display of two different regulatory
messages on one of the arrows or on separate arrows
on the signface representing the roadway lanes ahead.
Such a sign should be considered as a unique design in
terms of the provision of Subsection 4.12.10.
Lane use control by regulation is normally imposed in

some form to the fast or right-hand lane of a multi-lane
roadway. The selection of the most appropriate form of
regulation has been the subject of limited trials.
Each application is likely to have unique features but if the

primary objective is to
regulate slower moving
vehicles so that they shall not use the "fast" lane on
two, or more, lane roadways it is recommended that this
be achieved by regulating an appropriate minimum speed
applicable to the relevant lane or lanes. Such a minimum
speed shall not exceed 80 km/h and shall always be
greater than any "general" minimum speed appropriate
to, for instance, a freeway on which the GS300 sign is
being displayed. This approach is based on the
understanding that, for instance, not all heavy vehicles
are necessarily "slow" whereas other classes of vehicle
may be slower than some heavy vehicles e.g. buses or
vehicles pulling caravans, etc. W h e n t h e r o a d w a y
cross-section consists of more than two
l a n e s t h e d i s p l a y o f lane use control by vehicle
class may be more appropriate for the faster lanes
provided at least two lanes remain available to permit
overtaking opportunities for slower moving vehicles.
Signs in the GS300 series may be used in

PERMANENT or TEMPORARY applications. The signs
should be mounted on the left side of the roadway but
may be repeated on the right side of one-way
roadways to improve observance of the regulation.
Signs in the GS300 series should not normally be
displayed in advance of the section of road to which they
apply. The signs should be repeated at regular intervals
and may be displayed with a SUPPLEMENTARY PLATE
signs IN11.2 (TIN11.2) indicating the distance for which
the regulation is applicable. The maximum distance any
such display should be applicable for without a repeat
sign is 5 km.
Signs GS301 (TGS301) and GS303 (TGS303) may be

used with any appropriate MANDATORY regulatory
sign and signs GS302 (TGS302) and GS304 (TGS304)
may be used with any appropriate PROHIBITION
regulatory sign. The difference between the two signs
is small and relates to the need for an extra border with
the MANDATORY signs. Sign GS305 (TGS305) may be
used if an indication of oncoming traffic is deemed
necessary. Such an indication may be warranted when a
three-lane two-way section of roadway is occasionally
altered from two lanes to one lane in the one
MAY 2012
direction to allow overtaking opportunity in the opposite

direction and vice versa.
7 Signs GS307 (TGS307) to GS309 (TGS309) may be
used with appropriate RESERVATION regulatory signs.
Such signs may be worthy of consideration for the
regulatory control of public transport lanes on multi- lane
roadways, including freeways. The term "public
transport" should be understood to include bus lanes,
minibus lanes, tram lanes and any combination of
these classes of vehicle (see Volume 1, Chapter 2 for
the range of RESERVATION signs available and Volume
2,Chapter 8 for examples of the application of this type of
sign).The use of "distance for" and/or "distance to"
SUPPLEMENTARY PLATE signs IN11.2 or IN11.3 may
be appropriate with this sign type.
8
Signs GS310 (TGS310) and GS311 (TGS311) illustrate

methods of signing control over two adjacent lanes of
a roadway. Sign GS310 (TGS310) shows two levels of
minimum speed (COMMAND) applied to a two lane
roadway, whereas sign GS311 (TGS311) shows a
PROHIBITION over two lanes of a three lane roadway
using a larger prohibition sign to straddle the two relevant
arrows.
9 Sign GS312 (TGS312) indicates the addition of a lane on

the left which is subject to mandatory control. The
mandatory control may be either a "command" or a
"prohibition". The most common application of this type of
diagrammatic sign is likely to be in one of the following
situations:
(a) when an extra lane is created prior to a compulsory
stop control for the specific class of vehicle which is
to be subject
to the compulsory stop (a
"command" sign will therefore be included);
(b) in a similar situation when an extra lane is created for
access to a compulsory mass measuring station;
(c) when an extra "crawler" lane is created on a steep
and/or long downgrade for the specific class of
vehicle indicated by a command regulatory sign.
10 On multi-lane roadways it is likely to be much more
effective to display lane use control by regulation on
overhead signs (see Subsection 4.12.18).
SADC - RTSM - VOL1
GUIDANCE
4.12.18
DIAGRAMMATIC
GS300 S E R I E S - LANE USE CONTROL BY REGULATION

For dimensions:
refer Vo/4
pages
8.4.110
8.4.11
GS301
COLOURS:
TGS301

guide drivers by a diagrammatic
display that the right hand lane of a twoJane roadway or portion of roadway is
subject to the mandatory requirement
of a "command" regulatory sign.
GS304
TGS304

the right hand lane of a three-lane roadway
or portion of roadway is subject to the
mandatory
requirement
of
a
"prohibition" regulatory sign.
GS307
TGS307

the left hand lane of a two-lane roadway
conditional
requirement
of
a
"reservatlonal" regulatory sign.
GS310
TGS310

both lanes of a two-lane roadway or
portion of roadway are subject to the
different mandatory requirements of the
displayed regulatory signs.
GUIDANCE
PERMANENT
Arrows:
Black semi-matt
Text:
Black semi-matt
Background:
GS302
TGS302

the right hand lane of a two-lane roadway
or portion of roadway i s subject to the
mandatory requirement of a
GS305
TGS305

that the right hand lane of a two-lane
portion of a three-lane two-way roadway
or portion of roadway is subject to
mandatory requirement of a "command"
regulatory sign.
GS308
TGS308

that the left hand lane of a three-Jane
roadway or portion of roadway is subject
to the conditional requirement of a
"reservational" regulatory sign.
GS311
TGS311

dr i ver s by a diagrammatic display that
the two right side lanes of a three-Jane
roadway or portion of roadway are
subject to the same mandatory
requirement of the displayed regulatory
sign.
SADC - RTSM - VOL1
TEMPORARY
Border & arrows:
Block:
Text:
Background:
GS303
Black semi-matt
Red retroreflective
Black semi-matt
TGS303
Sign GS303 (GS303) may be used to guide

the right hand lane of a three-lane roadway
or portion of roadway i s subject to
the
mandatory requirement
of
a
"command" regulatory sign.
GS306
TGS306

the right hand lane of a two-lane
portion of a three-lane two-way roadway
mandatory
requirement
of
a
GS309
TGS309

the right hand lane of a three-lane
roadway or portion of roadway is subject
to the conditional requirement of a
"reservational" regulatory sign.
GS312
TGS312

by a diagrammatic display that a Jane is
added to the left of the lane In which they
are travelling and that the added Jane is
subject to the mandatory requirement of
a
"command"
or
"prohibition"
regulatory sign.(An opposing traffic flow is
indicated.)
MAY 2012
4.10.14
Lane Merge

are not allocated at the time of printing) may be used to
give guidance to drivers that a l ane merge
condition
exists between two converging
roadways with a resultant reduction in the total
number of lanes by one.
The message display of GS401 to GS450 signs (and all

their temporary equivalents) shall adhere to the
general principle of displaying one road condition which
requires driver action at one time and shall not display oncoming traffic. Most applications will be required on multilane dual carriageway roadways.
The sign message principles are more relevant to

PERMANENT signing situations but this does not
preclude their use in a TEMPORARY form at roadworks
sites. Temporary versions of signs GS401 to GS450
(TGS401 to TGS450) may be appropriate during
rehabilitation work at sites where signs GS451 to GS499
are permanently displayed due to a temporary reduction
in the number of lanes.

given on the following page below each sign. The
general function of each sign is to indicate a merging of
two lanes beyond a junction. The different signs simply
indicate which pair of lanes is merging. The signs are
similar in appearance to and should not be confused
with LANE CONVERGE signs GS451 to GS499 (see
Subsection 4.12.15). Signs GS401 to GS450 may be
used in place of ADVANCE WARNING signs W111 to
W114 when such signs, even when displayed on HIGH
VISIBILITY backgrounds, are considered inadequate.

apart. It is recommended that signs GS401 (TGS401) to
GS450 (TGS450) be placed approximately at the point
to which they apply. In some instances an advance
sign displaying an appropriate SUPPLEMENTARY
PLATE sign IN11.3 (TIN11.3) indicating the distance to
the lane merge may be warranted in addition. The signs
should normally be mounted on the left side of the
roadway. However, in many instances, particularly on
roads with several lanes on each approach to the merge,
this type of sign is likely to be provided on both approaches
to the same merge. It is recommended that, if possible,
the signs be placed to be visible from both roadways, or
on the side of each road closest to the merging lane i.e.to
the right side of the left roadway and vice versa.
On multi-lane roadways sign obscuration may warrant

indicating lane merge messages on overhead signs
MAY 2012
SADC - RTSM - VOL1
GUIDANCE
4.12.20
DIAGRAMMATIC
GS400 SERIES - LANE MERGE
For dimensions:
refer Vol4
pages
8.5.1 to
8.5.7
GS401
COLOURS:
TGS401

drivers by a diagrammatic display that a
lane merges from the left with the lane of
a single lane roadway.
GS404
TGS404

two two-lane roadways join on a curve
so that the right-hand lane of the one
roadway merges with the left-hand lane
of the other roadway.
GUIDANCE
PERMANENT
Arrows:
Black semi-matt
Background:
GS402
TGS402

that a lane merges with the left-hand lane
of a two-lane roadway.
GS405
TGS405

two-lane and three-fane roadways join on
a curve so that the right-hand lane of one
merges with the left-hand lane of the
other.
SADC - RTSM - VOL1
TEMPORARY
Red retroreflective
Block:
Text:
retroreflective
Background:
GS403
TGS403

two-lane roadway joins a straight threelane roadway from the left so that the
right-hand
lane of the two-lane
roadway merges with the left-hand lane of
the three-lane roadway.
GS406
TGS406

three-lane and two-lane roadways join on
a curve so that the right-hand lane of one
merges with the left-hand lane of the other.
MAY 2012
4.12.15
Lanes Converge
1 DIAGRAMMATIC signs in the GS400 series, numbered

from GS451 to GS499 (all numbers are not allocated at
the time of printing) may be used to give guidance to
drivers that a number of lanes on two roadways
are converging but DO NOT MERGE so that there
is no loss of lanes at the junction being signed.
The function of this sub-group of signs is therefore
largely one of reassurance.
2
The message display of GS451 to GS499 signs (and all

their temporary equivalents) shall adhere to the
general principle of displaying one road condition which
requires driver action at one time and shall not display oncoming traffic. Most applications will be required on multilane dual carriageway roadways.
Signs GS451 to GS499 may be used in PERMANENT or

TEMPORARY applications. The sign message principles
are more relevant to PERMANENT signing situations
but this does not preclude their use in a
TEMPORARY form at roadworks sites although such use
is less likely. The signs indicated on the following page
are thus PERMANENT sign examples. Space has been
left for TEMPORARY versions to be added should these
be required in future.
The functional meaning of each individual sign is given on

the following page below each sign.

apart. It is recommended that signs GS451 to GS499 be
placed approximately at the point to which they apply.
In some instances an advance sign displaying an
appropriate SUPPLEMENTARY PLATE sign IN11.3
(TIN11.3) indicating the distance to the junction of the two
converging roadways may be warranted in addition. The
signs should normally be mounted on the left side of the
roadway. However, in many instances, particularly on
roads with several lanes on each approach to the
merge, this type of sign is likely to be provided on both
approaches to the same merge. It is recommended that, if
possible, the signs be placed to be visible from both
roadways, or on the side of each road closest to the
merging lane i.e. to the right side of the left roadway and
vice versa.
On multi-lane roadways sign obscuration may warrant

indicating lane converge messages on overhead signs
MAY 2012
SADC - RTSM - VOL1
GUIDANCE
4.12.22
DIAGRAMMATIC
GS450 SERIES - LANES CONVERGE
For dimensions:
refer Vo/4
pages
8.6.110
8.6.3
COLOURS:
GS451
PERMANENT
Arrows:
Black semi-matt
Background:
GS452
Sign GS451 may be used to guide drivers Sign GS452 may be used to guide drivers
by a diagrammatic display that a by a diagrammatic display that a curved
curved two-lane roadway converges on a two-lane roadway converges on a straight
straight two-lane roadway from the left two-lane roadway from the right without a
without a reduction in the total number reduction in the total number of lanes.
of lanes.
TEMPORARY
Block:
Red retroreflective Text:
Black semi-matt
Background:
GS453

by a diagrammatic display that a curved
two-lane roadway converges on a straight
three-lane roadway from the left without a
reduction In the number of lanes.
GS454

by a diagrammatic display that a curved
two-lane roadway converges on a straight
three-lane roadway from the right without
a reduction In the number of lanes.
GUIDANCE
SADC - RTSM - VOL1
MAY 2012
4.12.16
1
Arrestor Bed
A range of DIAGRAMMATIC signs in the GS500 series

may be used to give guidance to drivers of heavy
vehicles regarding the existence of an arrestor bed
ahead and to indicate the position of the entrance
to the arrestor bed. This series may include other
DIAGRAMMATIC signs suitable for the guidance of
heavy vehicle drivers (see Subsection 4.12.17).
The unique circumstances which commonly occur at. such

sites tend to result in the need for signs which are often site
specific and these are therefore not illustrated here. In addition
many of the controlling or regulatory signs, because of
multiple lanes or adverse topography, may warrant being
displayed overhead (see Subsection 4.12.18). If new signs are
developed in the future for heavy vehicle control or guidance
they should be allocated to the GS500 series. Such signs may
be for either PERMANENT or TEMPORARY application. For
examples of the application of diagrammatic signs to heavy
vehicle guidance and control situations, including arrestor
beds, see Volume 2, Chapter 11.
The ENGAGE LOWER GEAR sign GS505 (TGS505)

may be used to guide heavy vehicle drivers regarding the
advisability of engaging a lower gear to negotiate a steep
descent. This sign has general applicability to any steep
section of roadway which may have a history of heavy
vehicle related incidents _and should utilize ENGAGE
LOWER GEAR symbol GSS2.
The signs in this series are intended for use in a similar

manner to FREEWAY DIRECTION signs on the
approach to an off-ramp and are normally located on the
left side of the roadway. The following signs may be
used for the purposes detailed:
(a) GS501 - PRE-ADVANCE ARRESTOR BED EXIT
sign located 2 km to 3 km in advance of the
entrance to an arrestor bed;
(b) GS502 - ADVANCE ARRESTOR BED EXIT sign
located at either or both 1km and/or 500 m, or some
other suitable distance in advance of the entrance to
an arrestor bed;
(c) GS503 - ARRESTOR BED EXIT sign located at the
exit point to the arrestor bed(the exit point is defined in
Chapter 10, Glossary of Terms);
(d) GS504 - ARRESTOR BED GORE EXIT sign located
in the gore area of the entrance to the arrestor
bed.
The location and spacing principles for arrestor beds on

long downhill sections of roadway are subject to ongoing research and development. It is becoming
common for long hills to be provided with two or more
arrestor beds. In such a situation it is recommended
that a sequence sign be provided to indicate the relative
positions of the arrestor beds to each other. Since there
are a great many variables in regard to such sites such a
sequence sign should be designed to suit the specific site.
It should utilize the Arrestor Bed GSS-1 symbol to ensure
sign continuity.
The shoulder and gore area at the exit to an Arrestor

Bed should be marked with ARRESTOR BED AHEAD
warning marking WM10 (see Chapter 7).
Due to topographical conditions an arrestor bed may be

located on the right side of a one way roadway. In such
situations the signs should preferably be displayed on
the right side on the roadway. Space limitations may
dictate that arrestor bed signs be mounted overhead,
particularly in the case of right side locations (see
Subsection 4.12.18).
4.12.17
1
mass measurement station for heavy vehicles;

(f) recommended engaging of lower gear to limit risk of
runaway.
Heavy Vehi cl e Guidance and

Control
Many of the DIAGRAMMATIC signs in this Section of

Chapter 4 have resulted from a special need to regulate,
warn or guide drivers of heavy vehicles in a range of
difficult driving conditions. Such signs commonly deal
with a variety of downhill circumstances which make
heavy vehicle driving that much more hazardous than
driving other vehicles. Typical factors and circumstances
now, and in the future, may include:
(a) mandatory truck stops for inspection, to cool brakes
etc. prior to a steep hill or tunnel section;
(b) heavy vehicle lane prohibitions to prevent
obstruction of faster traffic;
(c) mandatory use of crawler lanes to limit runaway risk;
(d) arrestor beds for use in the event of runaways;
(e) mandatory mass measurement in a lane or at a
MAY 2012
SADC - RTSM - VOL1
GUIDANCE
4.12.24
DIAGRAMMATIC
GS500 SERIES - ARRESTOR BED I HEAVY VEHICLE CONTROL
For dimensions:
refer Vol4
pages
8.7.110
8.7.4
COLOURS:
PERMANENT
Border:
Symbol:
Arrow:
Text:
Background:
GS501
ARRESTOR BED
PRE ADVANCE EXIT SIGN
GS504
ARRESTOR BED
GORE EXIT SIGN
Red retroreflective
Red retroreflective
or black semi-matt
Black semi-matt
or red retroreflective
retroreflective
GS502
Black semi-matt
Black semi-matt
Red retroreflective
GS503
ARRESTOR BED
ADVANCE EXIT SIGN
GS505
TEMPORARY
Border:
Symbol:
Arrow:
Background:
ARRESTOR BED
EXIT SIGN
TGS505

guide drivers of heavy vehicles by a
diagrammatic display by indicating that
they should, in the interests of safety,
engage a lower gear
NOTES:
(1) Although signs GS501, GS503 and GS504 are classed
as DIAGRAMMATIC signs, their significance, function
and application is the same as FREEWAY
DIRECTION signs GA1, GA2, GA3 and GA4
respectively (see Section 4.9)
(2) Arrestor Bed signs may also be mounted in an
overhead position (See Subsection 4.12.18).
(3) There is no provision for TEMPORARY Arrestor Bed
signs.
(4) The permanent colour statement includes colour
range for arrestor bed and engage lower gear signs.
GUIDANCE
SADC - RTSM - VOL1
MAY 2012
4.12.25
DIAGRAMMATIC
4.12.18
1
Overhead Diagrammatic
Almost any DIAGRAMMATIC sign may be displayed in

an overhead position to improve the visibility of the
sign, and thereby observance of the sign message,
particularly when this is of a regulatory nature.
The
signface
design
of
most
overhead
DIAGRAMMATIC signs remains the same as the ground
mounted PERMANENT or TEMPORARY equivalent
signs. Dimensions vary in detail and these are covered
in Volume 4, Chapter 8. Any distance or other
supplementary message that is required on an
overhead DIAGRAMMATIC sign is, however,
contained within the main sign area and NOT in a
supplementary plate below the sign (see examples).
Unique
overhead
DIAGRAMMATIC
signs
are
numbered in the GS600 (TGS600) series. Signs which
are overhead versions of numbered ground mounted
signs are numbered in the 4-digit GS6000 (TGS6000)
series in which the last three digits repeat the number
allocated to the ground-mounted sign e.g. lane drop sign
GS106 mounted overhead becomes GS6106 or lane
merge sign GS403 mounted overhead becomes
GS6403. When a distance is included on the signface, the
number should be modified by the addition of the letter
"D" e.g. GS6106D.
Overhead DIAGRAMMATIC signs GS601 and GS602 may

be used in a similar manner to FREEWAY DIRECTION
signs to give guidance to drivers of heavy vehicles
regarding the existence of an arrestor bed ahead and
to indicate the position of the entrance to the arrestor
bed. Signs GS601 and GS602 may be used as follows:
to warrant the use of an overhead diagrammatic sign of

the type indicated.
7 Signs GS612 to GS614 show a range of overhead
diagrammatic signs, for over-lane indication of lane
use control, which include the display of a
"reservation" regulatory sign. This type of sign is
particularly relevant for the reservation of a lane of a multilane carriageway for buses, minibuses, high occupancy
vehicles or generally for public transport vehicles.
(a) GS601 - overhead ADVANCE ARRESTOR BED

EXIT sign located at either or both 1 km or 500 m, or
some other suitable distance in advance of the
entrance to an arrestor bed (the example illustrates the
arrow position for a right side exit - for a more
convention al left side exit the arrow shall be located in
the bottom LEFT corner of the sign).
(b) GS602 - overhead ARRESTOR BED EXIT sign
located over the point of exit to the arrestor bed.
5 Overhead DIAGRAMMATIC signs GS603 (TGS603) to
GS606 (TGS606) may be used to give guidance to
drivers as to whether one or more of the lanes of a
multi-lane roadway is subject to use control by regulation.
The signfaces of these signs incorporate regulatory
signs which shall have the same regulatory requirement
of drivers as if they had been mounted separately, but
they are applicable only to the lane or lanes over
which they are displayed. Signs GS603 (TGS603)
and GS604 (TGS604) apply to any appropriate
permanent or temporary COMMAND and PROHIBITION
signs respectively, and only differ in detail with respect
to the extra border needed with the permanent
COMMAND signs. Similarly signs GS605 (TGS605)
and GS606 (TGS606) apply to any appropriate
COMMAND and PROHIBITION signs respectively if
some additional message such as "For 5 km" is required.
6
Signs GS607D to GS611 indicate a range of situations

where a lane is either added or dropped AND one or
more lane is subject to use control by means of the
display of a mandatory "command" or "prohibition"
sign. This combination of circumstances, particularly on
sections of roadway with four or more lanes, is likely
MAY 2012
SADC - RTSM - VOL1
GUIDANCE
GS600 SERIES - UNIQUE OVERHEAD SIGNS

For dimensions:
refer Vol4
pages
8.8.1 to
8.8.7
COLOURS:
Sign GS601 may be used to guide heavy

vehicle drivers by a diagrammatic display
that an exit to an arrestor-bed lies ahead.
TGS604

the lane below the sign is subject to a
mandatory requirement indicated by a
GS603
Sign GS602 may be used to indicate to

heavy vehicle drivers the position of the
exit
to
an
arrestor-bed.
GS605
TGS605

the lane below the sign is subject to a
mandatory requirement for the distance
stated, indicated by a "command"
regulatory sign.
GS607D
Sign GS607D may be used to guide drivers by

a diagrammatic display that a lane is
added to the right of a two-lane roadway
and that the outer two subsequent lanes
are subject to control by regulatory signs.

added to the left to a three-lane roadway
and that the outer two subsequent lanes
are subject to control by regulatory sign.
SADC - RTSM - VOL1
TGS603

the lane below the sign i s subject to a
mandatory requirement indicated by a
"command" regulatory sign.
GS606
TGS606

the lane below the sign Is subject to a
mandatory requirement for the distance
stated, indicated by a "prohibition"
regulatory sign.
GS609D
GS608
.
GUIDANCE
TEMPORARY
Block:
Red retroreflective
Arrows & text:
Black semi-matt
Background:
Regulatory sign: Standard colours
GS602
GS601
GS604
PERMANENT
Border:
Red retroreflective
Symbol & block: Red retroreflective
Arrows & text: Black semi-matt
Background:
t+
Sign GS609D may be used to guide drivers by

a diagrammatic display that the left hand
lane of a roadway comprising four lanes
in one direction ends at a distance
Indicated and that the outer two
subsequent lanes are subject to control
MAY 2012
GS600 SERIES - UNIQUE OVERHEAD SIGNS (Cont.)

COLOURS:
PERMANENT
Border:
Symbol & block:
Arrows & text:
Background:
Regulatory sign:
Red retroreflective
Red retroreflective
Black semi-matt
Standard colours
GS610D

by a diagrammatic display that the left
hand lane of a roadway comprising four
lanes in one direction ends at the distance
indicated and that the subsequent outer
lane
is
subject
to
control
by
regulatory sign from the same location.
GS613

a diagrammatic display that the lane below
the sign will become subject to a lane use
reservation, in the distance stated, as
indicated by a reservation regulatory sign.
MAY 2012
TEMPORARY
Border & arrows:
Block:
Arrows & text:
Background:
Regulatory sign:
For dimensions:
referVol4
pages
8.8.8
to 8.8.9
Black semi-matt
Red retroreflective
Black semi-matt
Standard colours
GS611
Sign GS611 may be used to guide

the left hand lane of a roadway
comprising
four lanes
in
one
direction
ends
and
that
the
subsequent outer lane is subject to
control by regulatory sign from the
same location.
GS612
SIGN GS612 may be used to guide drivers

by a diagrammatic display that the lane
below the sign is subject to a lane use
reservation, for the distance stated, as
Indicated by a "reservation regulatory
sign.
GS614
GS614
Sign GS614 may be used to guide by a

diagrammatic display that the lane below the
sign is subject to a lane use reservation as
indicated by a reservation regulatory sign.
SADC - RTSM - VOL1
GUIDANCE
4.12.28
DIAGRAMMATIC
GS6000 SERIES - OVERHEAD SIGNS (Versions of Other Series)

For dimensions:
refer Vol4
pages
8.8.10to
8.8.16
GS6106
COLOURS:
PERMANENT
Border:
Red retroreflective
Symbol & block: Red retroreflective
Arrows & text: Black semi-mall
Background:
TGS6106

guide
drivers by a diagrammatic
display Indicating that the right hand
lane of a roadway comprising four lanes
In
one
direction
ends.
GS61060
TGS6106D

indicating that the right hand lane of a
roadway comprising four lanes in one
direction ends at the distance indicated.
GS6406
GS6210D

lane Is added to the right of a three-lane
roadway at the distance indicated.
TGSGS6406

that three-lane and two-lane roadways
join so that the right-hand lane of one
the other roadway.
TEMPORARY
Border & arrows: Black semi-mart
Block:
Red retroreflective
Arrows & text:
Black semi-matt
Background:
GS6210

lane is added to the right of a three-lane
roadway.
GS6406D
TGSGS6406D

that three-lane and two-lane roadways join
so that the right-hand lane of one
the other roadway at the distance
indicated.
GS6501
Sign GS6501 may be used to guide heavy

vehicle drivers by a diagrammatic display
that an exit to an arrestor-bed lies some
distance ahead.
GUIDANCE
SADC - RTSM - VOL1
MAY 2012
4.12.29
DIAGRAMMATIC
4.12.19
Public Transport
1 DIAGRAMMATIC signs in the GS700 series, numbered

from GS701 to GS799 (all numbers are not allocated
at the time of printing) may be used to give guidance
to road users (pedestrians and drivers) that the
lane or roadway immediately ahead is used by
public transport vehicles in the direction(s)
indicated. Temporary equivalents are unlikely to be
required, although if they should be, they should be
numbered in the series TGS701 to TGS799 to match the
permanent sign number.
2
Signs in the GS700 series should normally be located

close to the near-side kerb line of an intersecting cross
street, to be visible to both pedestrians and drivers
approaching the cross street in question, which is
operating with a bus or public transport lane or as a
dedicated public transport roadway.
This series of diagrammatic signs is primarily intended for

the guidance of pedestrians for whom the presence and/or
direction of movement, of buses and/or other public
transport vehicles may not be obvious and may therefore
be potentially hazardous. In particular use of the sign may
be relevant when so called "contra-flow" bus lanes are
operating (see Volume 2, Chapter 8 for detailed
discussion on signing of public transport facilities and
"contra-flow" situations in particular).Since the signs are
primarily intended for pedestrian guidance they are
normally located at the entry point to a marked pedestrian
crossing.
When a roadway of the type described above is a

divided roadway, consideration should be given to
providing appropriate GS700 series signs on the median
island as well as on the near side approaches.
MAY 2012
SADC - RTSM - VOL1
GUIDANCE
4.12.30
DIAGRAMMATIC
GS700 SERIES - PUBLIC TRANSPORT
For dimensions:
refer Vo/4
pages
8.9.1 to
8.9.5
COLOURS:
GS701
Sign GS701 may be used to guide road

users (pedestrians and drivers) by a
diagrammatic display that the lane or
roadway immediately in front of them is
used by buses and/or public transport
vehicles In a direction from left to right.
GS704

roadway immediately In front of them is
used by trams in a direction from left to
right.
GUIDANCE
PERMANENT
Border:
Arrow:
Symbols:
Background:
Red retroreflective
Red retroreflective
Black semi-matt
GS702

used by buses and/or public transport
vehicles in a direction from right to left.
GS705

roadway immediately in front of them i s
used by trams in a direction from right to
left.
SADC - RTSM - VOL1
GS703

diagrammatic display that the roadway
immediately in front of them is used by
buses and/or public transport vehicles
from both left and right sides.
GS706

used by trams from both left and right
sides.
MAY 2012
4.12.31
DIAGRAMMATIC
4.12.20
At-Grade Lane Layout

from GS801 to GS899 (all numbers are not allocated at
the time of printing) may be used to give guidance to
drivers regarding the lane configuration at the next
junction, including an indication of exclusive use
lanes, shared lanes and through lanes. Temporary
equivalents may be used, but are not likely to be common.
When used, a temporary sign should be numbered in the
series TGS801 to TGS899 to match the equivalent
permanent sign number.
Signs in the GS800 series shall display an arrow for

each lane at the STOP line at the junction ahead (or the
equivalent position if there is no STOP line).Use of these
signs is appropriate to one way roadways or one way
portions of roadways. In particular they are appropriate for
roads which experience such continuously heavy traffic
that mandatory road markings are rarely visible to drivers
queuing in any of the approach lanes.
Since the function of signs in the GS800 series signs is

to guide drivers in advance of a junction ahead, they
should normally be located two thirds to three quarters of
the preceding block length in advance of the STOP line
(or equivalent position). A SUPPLEMENTARY PLATE
information sign IN11.3 giving the distance to the STOP
line may be placed below a sign in such an advance
position.
When used in advance as described above signs in the

GS800 series are recommended to be placed on both the
left and right sides of the one way roadway.
GS800 signs may also be provided in close proximity to

the STOP line (or equivalent) position, either as the only
sign or following advance signs. GS8OO signs may, in
particularly adverse conditions, be mounted in an
overhead position for maximum
visibility and
effectiveness.
Signs TGS861 to TGS863 are temporary lane layout

diagrammatic signs which are appropriate for use at
roadworks to indicate temporary lane configurations.
Sign TGS861 may be used on a section of road which
normally operates in one direction to show that the
roadway is temporarily being used for two-way traffic.
Signs TGS862 and TGS863 are similarly for use when a
three lane carriageway normally used in one direction only
is temporarily being used for two-way traffic. The two
signs can be used to indicate changing lane
configurations within a long section of roadworks, where
alternating sections are provided, which alternately
permit overtaking (two lanes), and do not (one lane).
These signs may commonly be displayed with temporary
"distance for" SUPPLEMENTARY PLATES TIN11.2.
(For examples of the use of signs TGS861 to TGS863
refer to Volume 2, Chapter 13: Roadworks Signing.)
MAY 2012
SADC - RTSM - VOL1
GUIDANCE
4.12.32
DIAGRAMMATIC
GS8OO SERIES - AT-GRADE LANE LAYOUT
For dimensions:
refer Vo/4
pages
8.10.1 to
8.10.8
COLOURS:
GS801

by a diagrammatic display of the lane
configuration at the next junction, which
includes two lanes, one of which Is an
exclusive left turn lane and the other a
shared through and left turn lane.
GS804

configuration at the next junction,
which includes three lanes, one of which
i s an exclusive left turn lane.
GS807

configuration at the next junction which
Includes three lanes, one of which is an
exclusive right turn lane, a second a
shared through and right turn lane and
the third a through lane.
GS810

which includes three lanes, one of
which is an exclusive right turn lane, the
second a shared through and right turn
lane, and the third a shared through and
left turn lane.
GUIDANCE
PERMANENT
Border:
Arrows:
Background:
Red retroreflective
Black semi-matt
GS802

which includes two lanes;one of which
is an exclusive right turn lane and the
other a shared through and right turn
lane.
GS805

which includes three lanes, one of which
is an exclusive right turn lane.
GS808

configuration at the next junction which
includes three lanes, one of which is an
exclusive left turn lane, the second a
through line and the third an exclusive
right turn lane.
GS811

which includes four lanes, the left two of
which are exclusive left turn lanes and
the other two through lanes.
SADC - RTSM - VOL1
GS803

includes two lanes, one of which is an
exclusive left turn lane and the other an
exclusive right turn lane.
GS806

includes three lanes, one of which is an
exclusive left turn l ane, a second a shared
through and left turn lane and the third a
through lane.
GS809

includes three l anes, one of which Is an
shared through and left turn lane, and the
third a shared through and right turn lane.
GS812

by a diagrammatic display of the Jane
which includes four lanes, the right two
of which are exclusive right turn lanes
and the other two through lanes.
MAY 2012
4.12.33
DIAGRAMMATIC
GS800 SERIES - AT-GRADE LANE LAYOUT (Continued)
COLOURS:
PERMANENT
Border:
Arrows:
Background:
GS813
GS814

Includes four lanes, the left of which Is an
shared left turn and through lane, and the
other two lanes are through lanes.
GS816
GS815
Sign GS814 may be used to guide driversby

a diagrammatic display of the lane
which Includes four lanes, the right of
which Is an exclusive right turn lane, the
second a shared right turn and through
lane, and the other two lanes are through
lanes.
may be used to guide

drivers by a diagrammatic display of
the lane configuration at the next
junction, which includes four lanes,
the right of which is an exclusive right
turn lane and the other three lanes are
through lanes.
GS819

includes four lanes, the left of which is
an exclusive left turn lane and the other
three lanes are through lanes.
GS818
GS817
Sign GS816

which Includes four lanes, the left two of
which are exclusive left turn lanes, the
next a through lane and the fourth a
through and shared right turn lane.

Includes four lanes, the right two of
which are exclusive right turn lanes, the
next a through lane and the fourth a
through and shared left turn lane.
GS820

which Includes four lanes, the left of
which is an exclusive left turn lane, the
next a shared left turn and through lane,
the third a through lane and the fourth a
through and shared right turn lane.
TGS861
SignTGS861may be used to guide drivers

by a diagrammatic display of the lane use
configuration of the roadway ahead,
which includes four lanes, two of which
are for use In each direction.
MAY 2012
For dimensions:
refer Vo/4
pages
8.10.9
108.10.77
Red retroreflective
Black semi-mall
While retroreflective

which includes four lanes, the right of
which Is an exclusive right turn lane, the
next a shared right turn and through lane,
the third a through lane and the fourth a
through and shared left turn l ane.
TGS862

by a diagrammatic display of the fane use
which includes three lanes, two of which
are for use in the direction in which they
are travelling and one is for traffic
travelling in the opposite direction.
SADC - RTSM - VOL1
TGS863

by a diagrammatic display of the lane use
which includes three lanes, only one of
which is for use i n the direction In
which they are travelling and two are for
traffic
travelling In
the
opposite
direction.
GUIDANCE
4.12.34
4.12.21
DIAGRAMMATIC
Junction with Warning

are not allocated at the time of the printing) may be
used to give guidance to drivers that an
unsighted hazard exists immediately after a turn
into the side road at the junction ahead. It should be
noted that additional numbers in this sign series apply to
differing diagrammatic representations of junction
layouts and NOT to the different warning signs which
may be specified for inclusion in the signs.
Any standard warning sign, either PERMANENT or

TEMPORARY, may be specified for use in GS900
series signs, either PERMANENT or TEMPORARY.
Signs in the GS900 may be located close to the point of

turn, normally on the left side of the roadway. They may
be used in advance, in addition to a point of turn sign, in
conjunction with a SUPPLEMENTARY PLATE information
sign IN11.3 giving a distance to the point of turn.
GUIDANCE
SADC - RTSM - VOL1
MAY 2012
4.12.35
DIAGRAMMATIC
GS900 SERIES - JUNCTION WITH WARNING
COLOURS:
GS901
PERMANENT
Border:
Arrow:
Background:
TEMPORARY
Red retroreflective
Border:
Black semi-matt
Black semi-matt
Arrow:
Black semi-matt
N.B.
Warning signs retain their standard
permanent and temporary colours.
TGS901

an unsighted hazard exists immediately
after the left turn at the junction ahead.
(Any appropriate warning sign may be used
within sign GS901 (TGS901).)
MAY 2012
GS902
For dimensions:
refer Vo/4
page
8.11.1
TGS902

an unsighted hazard exists immediately
after the right turn at the junction ahead.
(Any appropriate warning sign may be used
within sign GS902 (TGS902).)
SADC - RTSM - VOL1
GUIDANCE
4.13.1
PEDESTRIAN
4.13 PEDESTRIAN
4.13.1
General
This class of guidance sign has been developed from

signs used within pedestrian transport environs such as
railway stations (and similar to airports). Demand has
risen due to the growth of major transport interchange
developments. These often include a number of different
transport modes, distributed in such a way that
pedestrians may need direction to guide them from one
transport mode area to another. Such directional
guidance can also include destination information and
even departure times displayed by means of variable
message signs integrated into the PEDESTRIAN signing
system.
The majority of PEDESTRIAN GUIDANCE signs are

square in shape. The signs have been designed on a
modular basis to facilitate the combination of individual
square modules into specific sign messages, with the
potential for a wide variation in these messages. This
method of application is similar to that used for TOURISM
DIRECTION "Totem signs GF10.
PEDESTRIAN GUIDANCE signs, because of their

modular development, may be used in true guidance
function as:
(a) LOCATION guidance signs, whereby individual
signs may be used to identify (the location of)
specific pedestrian facilities;
(b) DIRECTION guidance sign clusters whereby one or
more signs may be combined in a cluster with an
appropriate arrow module to indicate the direction to
pedestrian facilities.
Figure 4.99 illustrates a selection of PEDESTRIAN

GUIDANCE sign applications in the environment of an
integrated railway station, minibus and bus transport
terminal. The provision of commercial facilities such as
shops, take-away food, and restaurants is becoming
common at this type of terminal, in order to make the
whole terminal financially viable. This, together with the
various services also available, make the provision of
signs of the type illustrated more and more necessary.
Figure 4.99 includes a selection of PEDESTRIAN
LOCATION signs, commonly wall mounted, and
PEDESTRIAN DIRECTION signs which are normally
located on conventional pole supports. Options can
even be exercised to provide strategically located,
multi-faced internally illuminated sign combinations.
PEDESTRIAN GUIDANCE signs may also be

appropriate in other pedestrian environments such as
sports facilities, streets converted to malls (which may
also abut transport terminal facilities), entertainment areas
generally, or show grounds (for more detail on
PEDESTRIAN GUIDANCE signing see Volume 2,Chapter
14: Signing for Pedestrian Environments).
Portions of roadway normally set aside for pedestrian

use are, in fact, commonly shared with cyclists and
disabled persons. The proximity of these modes of
movement, or their segregation from each other, will
once again vary widely. There are a number of signs in
other classes which are identified with pedestrian areas,
either on-or-off-street. These signs include:
(a)
(b)
(c)
(d)
YIELD TO PEDESTRIANS sign R2.1;

PEDESTRIAN PRIORITY sign R5;
PEDESTRIANS ONLY sign R110;
CYCLISTS ONLY sign R111;
MAY 2012
(e) CYCLISTS AND PEDESTRIANS ONLY (various

combinations) signs R112 to R115;
(f) NO PEDESTRIANS sign R218;
(g) NO CYCLISTS sign R219;
(h) NO CYCLISTS AND PEDESTRIANS sign R220;
(i) NO HAWKERS sign R241;
(j) BICYCLE LANE sign R241;
(k) BICYCLE PARKING sign R304-P;
(I) RESERVED FOR DISABLED PERSONS sign
R323;
(m) ESERVED PARKING FOR DISABLED
PERSONS sign R323-P;
(n) BUS STOP, MINIBUS STOP, TRAM STOP signs
R325, R326 and R341;
(o) WOONERF sign R403;
(p) SCHOLAR PATROL AHEAD sign TW305;
(q) PEDESTRIAN CROSSING sign W306;
(r) PEDESTRIANS sign W307;
(s) CHILDREN sign W308;
(t) CYCLISTS sign W309;
(u) ELECTRICAL SHOCK sign W361;
(v) PICK-UP POINT AHEAD sign IN16-NAM;
(w) TRAFFIC SIGNAL ASPECTS S11 and S20.
7
It should be noted that many of the signs listed above are

directed at drivers and not specifically at pedestrians.
They can often enhance the awareness of pedestrians to
risks, and to facilities provided for them.
TEMPORARY versions of PEDESTRIAN DIRECTION

signs may be required if pedestrians have to be
redirected by a less than obvious route towards their
intended destination. This approach can have important
safety implications in preventing pedestrians from walking
in the roadway in amongst traffic during roadworks.

1
PEDESTRIAN GUIDANCE signs are almost all fully

symbolic and modular. As such they do not conform
specifically to the general signface design rules and
principles given in the earlier sections of this chapter.
Details of each individual sign are given in Volume 4,

Chapter 14 to permit ease of manufacture. Typical
examples of non-modular signs, giving a text rather than a
symbolic message, are given by signs GP29 to GP31.
Numerals are also available in the standard modular
format. Text message signs retain the same vertical
height as the modular signs and can therefore be
mounted with them (see Detail 4.99.1).Text other than
that illustrated on the signs GP29 to GP31 may be used but
should be limited to single word messages. For
maximum readability DIN"B" upper/lower case text is
recommended although DIN"A" upper/lower case text
may also be used. It should be noted that the legibility
distance of DIN"A text is approximately 40% less than
that of DIN"B" text. Consideration should, therefore, be
given, to increasing the height of "DIN"A" lettering when it
is specified.
4.13.3 Symbols
1
The symbols developed for PEDESTRIAN GUIDANCE

signs are common, in many cases, to other sign
SADC - RTSM - VOL 1
GUIDANCE
PEDESTRIAN
4.13.2
Fig 4.99
GUIDANCE
Typical Use of Pedestrian Guidance Signs

SADC - RTSM - VOL 1
MAY 2012
4.13.3
PEDESTRIAN
Fig 4.99
MAY 2012

SADC - RTSM - VOL 1
GUIDANCE
PEDESTRIAN
4.13.4
classes. Other exclusive symbols have been included
from similar function signs, commonly used within
transport terminals internationally for pedestrian
guidance.
2
The symbols are presented for manufacture within the

standard modular sign border/frame, all on a grid, as are
all other road traffic sign symbols, in Volume 4.
4.13.4
As has been noted, PEDESTRIAN GUIDANCE signs are

square and modular in shape with a few exceptions. These
non-modular signs do, however, have the same height but
are rectangular.
Four standard square sizes are catered for in Volume

4, Chapter 14, namely:
(a)
(b)
(c)
(d)
150 mm x 150 mm;

300 mm x 300 mm;
450 mm x 450 mm;
600 mm x 600 mm.
The effective viewing distance, and the effects of

mounting height, are illustrated in Figure 4.100. As a
general rule a viewing angle of 10o should not be
exceeded. A sign mounted higher than approximately 2,4
m may need to be increased in size to keep within the 10
parameter.
PERMANENT
pedestrian
sign
colours
are
recommended to comprise a black symbol and border on
a white background. TEMPORARY pedestrian signs
conform to the standard temporary black-on-yellow
colour code.
4.13.5
Visibility
In the environs in which PEDESTRIAN GUIDANCE

signs are most commonly going to be used there is
likely to be strong competition from commercial/advertising
signs. These are also likely to internally illuminated so
that it will commonly be advisable for PEDESTRIAN
GUIDANCE signs to be internally illuminated in order to be
competitive and effective.
Retroreflective materials may be used, to improve nighttime visibility in street areas where pedestrians alight
from vehicles, but may not be very effective due to other
ambient lighting. A painted or enamelled finish may be
more effective in many instances.
TEMPORARY PEDESTRIAN GUIDANCE signs

should be retroreflective because they are likely to
commonly be used in road environments affected by
excavation, building or other works, to assist pedestrians.
Due to their modular construction they can be "mixedand-matched" from stock, to compile a wide variety of
messages in a wide variety of situations.
GUIDANCE
SADC - RTSM - VOL 1
MAY 2012
Fig 4.100
MAY 2012
Pedestrian Signs Legibility Criteria

SADC - RTSM - VOL 1
GUIDANCE
ARROWS
For dimensions
ref.Vol 4
page
14.2.1
GP1
TGP1
4.13.6
GP2
TGP2
GP4
GP3
TGP3
COLOURS:
PERMANENT
Border, arrow:
Background:
TEMPORARY
Border, arrow:
Background:
Black
White
Black
Yellow
TGP4
Arrows
PEDESTRIAN DIRECTION arrow signs GP1 to GP4,

and TGP1 to TGP4, may be used in combination with
PEDESTRIAN SYMBOLIC and TEXT signs (see
Subsection 4.13.8) to guide pedestrians towards
a range of facilities only approachable, within the
area concerned, on foot. These ARROW signs
therefore shall not be used on their own.
Signs GP1 to GP4 (and TGP1 to TGP4) may be used to

indicate directions straight forward (or up), back (or
down) and to the right and left. Four other ANGLED
ARROW signs are available to indicate directions
upwards to right or left, and downwards to right or left (see
Subsection 4.13.7).
GP1 to GP4 signs may be mounted in horizontal or

vertical clusters with relevant modular symbolic or text
signs. To permit maximum flexibility in the manner of
display, and unlike any other type of guidance sign,
more than one horizontal cluster of signs may be
displayed pointing in the same direction. In other words if
there are four facilities in one direction it is likely to be more
practical to display these in two rows of two signs, each
row with an appropriate arrow, rather than in one long row
of five modules.
The vertical order of arrows displayed on a common

support shall be the same as for normal stack-type
direction signs.
ANGLED ARROWS
GP5
For dimensions
ref. Vol 4
page
14.2.2
TGP5
4.13.7
1
GP6
TGP6
GP7
TGP7
GP8
COLOURS:
PERMANENT
Border, arrow:
Background:
TEMPORARY
Border, arrow:
Background:
Black
White
Black
Yellow
TGP8
Angled Arrows
PEDESTRIAN DIRECTION angled arrow signs GP5 to

GP8, and TGPS to TGP8, may be used in combination with
PEDESTRIAN SYMBOLIC and TEXT signs (see
Subsection 4.13.8) to guide pedestrians upwards or
downwards, and to the right or left, towards a
range of facilities only approachable, within the
area concerned, on foot.
Signs GPS to GP8 (and TGPS to TGP8) may be used
GUIDANCE
to indicate directions upwards to the right and left, and

downwards to the right and left. Four other ARROW
signs are available to indicate directions straight forward
(or up), back (or down) and to right or left without change
of level (see Subsection 4.13.6).
3
GP5 to GP8 signs may be used in the same manner as

described in paragraphs 4.13.6.3 and 4.13.6.4 for signs
GP1 to GP4.
SADC - RTSM - VOL 1
MAY 2012
4.13.8
Pedestrian Signs
PEDESTRIAN SYMBOLIC and TEXT signs GP9 to

GP32 may be used in combination with one of the
ARROW or ANGLED ARROW signs (see Subsections
4.13.6 and 4.13.7) to guide pedestrians towards a
range of facilities only approachable on foot.
Signs GP9 to GP27 may be used on their own to

identify the specific types of facility displayed on the
sign. For this function the signs will commonly be
mounted on wall of the facility, either flush with the wall or
at 90 to the wall. Examples of this LOCATION type of
application of PEDESTRIAN GUIDANCE signs are
The mounting height of LOCATION application signs

should be at least 2.1 m, and preferably 2.4 m, when
placed at 90 to a wall or other surface. Figure 4.100
shows visibility criteria for this type of use for
PEDESTRIAN GUIDANCE signs. In a large pedestrian
area it may be more appropriate to use selected
LOCATION signs of a suitable size for viewing from some
distance, rather than DIRECTION sign clusters. Figure
4.100 gives guidelines on the sizing of signs in relation
to viewing distance.
Signs GP9 to GP32 may be used in combination with

ARROW or ANGLED ARROW signs GP1 to GP8 to
direct pedestrians towards the various types of facility. The
groups or clusters of PEDESTRIAN signs may be
mounted in horizontal or vertical clusters. Horizontal
clusters may be mounted one above the other in the
same way as stack-type signs. When mounted as
stacks, PEDESTRIAN signs shall follow the general rule
applicable to stack-type signs, so that straight on signs
are above right or left signs, and right signs are mounted
over left signs.
Figure 4.99 shows a selection of typical applications of

PEDESTRIAN DIRECTION sign clusters. In order to
allow maximum flexibility in the combinations of individual
signs, and unlike any other type of guidance sign, more
than one horizontal cluster of signs may be displayed
pointing in the same direction. In general it is
recommended that this technique be used to avoid
more than four modules in one line. When it is used, the
order of stacks should be adhered to, which will mean
that all stacks pointing in one direction are one above the
other.
As a result of the nature of many areas in which

PEDESTRIAN signs may be provided, the signs are
likely to compete for attention with advertising signs. It is
therefore advisable to consider using the same techniques
as are used for advertising signs to achieve acceptable
levels of conspicuity. Such techniques may include:
(a) internal illumination;
(b) variable messages;
(c) larger signs than the minimum required for legibility.
When new pedestrian environments are being planned

local authorities should ensure that any PEDESTRIAN
signs which are specified for the area are "protected" to
the greatest possible extent from the intrusion of
advertising signs. This will require that authorities are
shown specific details of any competitive signing before
the integrated signing plan is finalised.
MAY 2012
SADC - RTSM - VOL 1
GUIDANCE
SYMBOLIC SIGNS
COLOURS:
PERMANENT
Border, symbol:
Black semi-matt
Background:
White semi-matt
TEMPORARY
Border, symbol:
Black semi-matt
Background:
Yellow semi-matt
or retroreflective
For dimensions
ref. Vol 4
pages
14.2.3
to
14.2.18
GUIDANCE
SADC - RTSM - VOL 1
MAY 2012
PEDESTRIAN
4.13.9
SYMBOLIC SIGNS (continued)
\
For dimensions
ref. Vol 4
pages
14.2.19
to
14.2.22
TEXT SIGNS
For dimensions
ref. Vol 4
pages
14.2.23
to
14.2.25
MAY 2012
SADC - RTSM - VOL 1
GUIDANCE
TOLL DIRECTION
4.14.1
4.14 TOLL DIRECTION

4.14.1 General
1
Toll routes have unique features which place new and

additional requirements on the road traffic signs provided
for drivers. In particular, the display of information
relating to the payment of toll charges and to alternative
routes, places an additional load on drivers' attention levels
(see Subsections 4.14.4 and 4.14.5).
The fundamental principle adopted for the guidance signing

of toll routes is one of minimum variation to standard
signs, but with a clear indication on the signs, that the route
is a toll route. This is achieved by the addition of bold
symbols to the standard signs. In most instances this is
done with no effect on sign size. The greatest effect on
specific sign types occurs with stack-type signs. These
are used on the crossroad approaches to a toll route and
the stack- type arrows may be modified to carry a symbol.
As a result of this the arrows are larger than standard and
this affects the area of the whole stack.
3 The signing of toll routes is achieved using both LOCATION

and DIRECTION (mainly FREEWAY DIRECTION)
guidance signs, and INFORMATION signs. Toll route
LOCATION signs are considered in Section 4.6 and
INFORMATION signs are dealt with in Chapter 5. This section
provides details of the specific DIRECTIONI FREEWAY
DIRECTION sign types most commonly used on toll routes.
Since each of the sign types is already dealt with in
another section of this chapter, the details given here are
limited to aspects pertaining to their toll function.
Individual sign numbers are not modified in any way
as a result of their toll function. The majority of the sign
examples used relate to a single interchange. This has been
done to illustrate the message correlation between the
different sign types. The signs use real place names and
route numbers, but again for convenience of the clarity of the
examples, they do not relate truly to a specific
interchange. For more in-depth information on the
application of toll signing see Volume 2, Chapter 6: Toll Route
Signing. For dimensional details of arrows, symbols and
signs refer to Volume 4, Chapter 15: Toll Direction Signs.
4
The policy and principles given in this Section represent

basic details which should be borne in mind in the
planning phase of a new toll route and adhered to
whenever possible. These principles are subject to further
development at a detail level with the objective of
presenting the driving public with co-ordinated and uniform
signing of toll routes. The signing of some sections of toll
routes can become extremely complex as a result of such
factors as:
(a) the intersecting of two toll routes under the control of
different operators;
(b) the siting of toll plazas within interchanges where major,
and/or complex, changes of direction occur.
the level of pre-trip planning likely to be undertaken, and

the ease with which an alternative route may be indicated
on signs. Rural trips are liable to be, and certainly should
be, planned in some detail, whereas in an urban
environment a far larger percentage of trips are likely to
be unplanned. In addition, the indication of an alternative
route to the toll route presents differing signing problems
in rural and urban areas.
6
In rural situations, to date, an alternative route has

commonly been available more or less parallel to the
tolled route and the indication on road signs is relatively
straight forward. In some case, however, such a route
may not exist and the normal solution to this problem
involves permitting motorists to use a section of the tolled
route free of charge (gratis travel) until they are able to
join the alternative route, although the free section of
route is still maintained by the toll operator.
This form of toll operation in which a certain amount of

free travel is possible is termed an Open System and is
more appropriate when traffic volumes do not warrant a
Closed System. To date the system used on South
African toll routes is the Open System. The signing of an
Open System presents the additional problem of having
to indicate which sections of a route operated by a toll
operator (and therefore by definition a Toll Route) are
subject to the mandatory payment of a fee, and which are
not.
The problem of indicating alternative routes in

metropolitan areas may be significantly more difficult that
in a rural situation. In many cases more than one route
may be available. Conversely if an alternative route is not
available, it may be much more difficult to arrange a gratis
section of toll route due to interchange positioning, or the
potential loss of revenue such a section may generate. It
is therefore important that this aspect be fully investigated
at the concept planning stage of a new toll route (see
Subsection 4.14.3).
It may also be quite difficult to accommodate the full range

of additional signs in the often confined space available in
metropolitan road reserves.
10 Guidance signs on toll routes shall achieve the same

basic guidance requirements fulfilled by guidance signs
anywhere else in the road network. The background
colour shall conform to the colour code appropriate to
the class of road on which the signs appear. Toll routes
may involve contiguous sections of Class A1 and Class A2
freeway.
This type of complexity will not be covered in this

Section. Additional information is provided in Volume 2,
Chapter 6.
11 In addition the guidance signs shall still provide

adequate orientation and they shall conform to the basic
principles
of
conspicuity, legibility,
conformity,
accuracy, uniformity, consistency and continuity (see
Section 4.1).
The greatest lengths of toll route can be classed as rural,

but increasing lengths are likely to occur in future in
metropolitan or urban environs. The characteristics of
trips undertaken in rural and urban systems differ in
significant ways. Principle among these differences are
12 The limitations on information display in terms of

road geometry, letter sizes and readi ng time
availabl e shall also be taken into account when
designing guidance signs for toll routes (see
Section 4.4).
MAY 2012
SADC - RTSM - VOL 1
GUIDANCE
TOLL DIRECTION
4.14.2
4.14.2
Terminology
The terms described in this Subsection are also given in

Chapter 10: Glossary of Terms, along with many other
more general terms. The terms given here tend to be
unique to toll route signing principles.
The following terms are used in subsequent Subsections:

(a) Alternative Route - shall serve the
same
destinations as the toll route and shall be
accessible to road users; it shall commence at or
near the beginning and terminate at or near the end of
the toll route;
(b) Turn-off to Alternative Route (TTA) - specifically
chosen points signed with directions to the
alternative route;
(c) Gratis Section a section of toll route
which can be travelled on without payment;
(d) Point of Entry (POE) - point.at which a driver
enters a toll route; this may be at one of the
following:
(i) as a continuation of an un-tolled route;
(ii) via an intersection, access interchange or
systems interchange and will involve a positive
change of direction (when entering at a
systems interchange the POE is taken to be the
commencement of the turning roadway or
freeway off-ramp nose);
(e) Point of Commitment (POC) - is the point on the
roadway beyond which a driver shall have to pay
toll; the POC should always immediately follow
a point at which a Turn-off to an Alternative
Route (TTA) is available;
(f) Mainline Plaza - is a plaza which straddles all lanes
of the route and at which toll is paid by all drivers in
one of a number of different ways;
(g) Ramp Plaza - is a plaza located only on the offramp and/or on-ramp at an interchange and at which
toll is paid by drivers leaving or entering the toll route,
in one of a number of different ways (a Plaza may
comprise Mainline and Ramp components);
(h) Automatic Toll - the toll charge is collected by an
automatic device which does not give change,
therefore the correct change shall be tendered;
Automatic Toll can be collected in a number of
ways:
(i) by coin only;
(ii) by Credit card or Debit card;
(iii) in future an Automatic Toll charge may be
collected by automatic debiting if vehicle identifiers
are used - in this system the vehicle is
recognised in motion and the owner invoiced
automatically;
(i) Pay Toll Sign - is a regulatory sign R132 beyond
which it becomes mandatory for drivers to pay the
prescribed toll charge.
14.4.3
1
Basic Principles
The potential complexity of a toll route system is

illustrated in Figure 4.101. This figure shows the
different elements making up the system. The basic
principles used in order to provide drivers with the
information required, are derived from the need to
identify these elements to drivers.
GUIDANCE
Before considering the signs themselves it is necessary

to determine what guidance is required in addition to
that normally given for a road of the class being tolled. A
driver would ideally like to know the following:
(a) the tariff at each plaza on his route;
(b) the acceptable methods of payment;
(c) the distances by the toll route and the alternative
route;
(d) directional guidance to the alternative route.
It is considered impractical to provide all this information
at every approach to a point of entry, particularly in
urban areas.
The information to be provided is therefore rationalised as

follows:
(a) a driver entering a toll route can expect to pay toll at
some point, and undertakes to do so;
(b) toll routes are along Primary routes, therefore the
information given is directed primarily at long
distance travellers (travelling to Primary or
Secondary route
familiar orientation points
involving a trip in the region of 100 km or more - see
Chapter 8);
(c) direction information shall take priority over toll
payment information in terms of the overall l imits
applicable to a driver's ability to digest information.
The indication of a toll route is given by the placing of

TOLL ROUTE symbolGDS-9 after the appropriate route
number. As a contrast, when an alternative route has to
be indicated, the ALTERNATIVE ROUTE symbol
GDS-10 is also used on the same sign face. Symbol
GDS-10 is similarly placed after the route number of
the intersecting cross road.
Because a toll route may be divided into gratis and

"pay" sections it becomes necessary for this to be
evident from the basic signs rather than through additional
worded messages. The Point of Commitment (POC) is
therefore indicated by the incorporation of the PAY TOLL
regulatory sign R132 into the arrow(s) of signs in the
relevant positions.
The basic identification of the most important features of

the toll route on the direction signs is thus achieved with a
minimum increase in sign area, or none at all. The
minimum recommended level of guidance signing for toll
routes includes, in addition to the standard direction
signs, a TARIFF BOARD information sign IN24 or
IN25.
The MINIMUM additional information recommended to be

added to the standard guidance signs on the approach
to an exit on a toll route should therefore involve:
(a) the use of symbol GDS-9 at Points of Entry (POE);
(b) the use of PAY TOLL sign R132 at Points of Commitment (POC);
(c) identification of Turn-Offs to Alternative Routes (TTA's)
using symbol GDS-10;
(d) TARRIFBOARD signs displaying either the maximum
toll payable at a particular toll plaza for each class of
vehicle, OR the maximum total toll payable at a
sequence of toll plazas in order to reach a specific
destination for each class of vehicle, in advance of any
TTA and if possible ant POC (this will often be difficult
SADC - RTSM - VOL 1
MAY 2012
TOLL DIRECTION
4.14.3
4.14.6
on crossroad approaches to a POC).

8
It is strongly recommended that in addition to this

minimum level of toll information, a CONFIRMATION
sign GA7 be provided which shows the distances to a
common familiar destination via the toll route and via
the alternative route.
9 In practice a significant number of additional signs

covering a wide range of information are commonly
found to be necessary. A selection of these i s dealt
with in Subsection 4.14.7.
4.14.4
Payment Information
1 Payment information is provided by a number of sign

types to satisfy a number of different requirements as
indicated in the following paragraphs.
2
How much to pay? - sign information indicates how

much shall be paid by class of vehicle (this may be
related to the number or mass of axles on the vehicle)
- this amount may be different for Mainline and Ramp
Plazas and may need to cover payment at more than
one Plaza on a route(i.e. indicate the total for the
route).
Where to pay? - traffic may be segregated by class or
by intended route beyond a plaza, or for Automatic Toll
collection.
How to pay? - in cash with a requirement to receive

change, by Credit or Debit card, by correct cash in
coins at an Automatic Toil Machine or by automatic
vehicle identification and invoicing;
What is being paid for? - drivers often want to

know what they are getting for the toll charge - this
information may be given on a CONFIRMATION sign
GA7 from which the difference in distance to a familiar
destination via the toll route and the alternative route
may be determined - signs may be used to identify the
start and end of the section of a route controlled by the
toll operator (different operators may control
contiguous sections of a route).
4.14.5
Typical Signs and Sequences
Basic toll sign sequences are illustrated in Figures

4.102 and 4.103. Figure 4.102 shows the minimum
sign display on the freeway approach to an access
interchange. The alternative ADVANCE EXIT
DIRECTION sign GA2 to be used if this exit is at a
Point of Commitment is indicated. Such a sign
sequence could be provided at any access
interchange on a toll route. On the approach to the
first interchange after the start of a toll route the
minimum sign sequence should start approximately
2 km from the exit point and should include the
following signs in addition to those indicated in Figure
4.102:
(a) a PRE-ADVANCE EXIT DIRECTION sign GA1;
(b) a CONFIRMATION sign GA7;
(c) a TARIFF BOARD sign (or signs).
This extended sign sequence should also be provided
in advance of a Turn-off to an Alternative Route or a
Point of Commitment.
Figure 4.103 shows a typical minimum display on a

crossroad approach to a Point of Entry to a freeway toll
route which is also a Point of Commitment for one
direction of entry to the toll route.
Similar sign sequences with additional optional signs

will be required in a number of other typical situations
on a toll route. The positions where such sequences
are likely are indicated in Figure 4.101. Approaches to
toll plazas and systems interchanges in particular will
require a significant number of additional signs.
As has been indicated in Subsection 4.14.5 the

ALTERNATIVE ROUTE symbol GDS-10 may be used
outside the immediate environs of a toll route. In a
similar way the Toll Route symbol GDS-9 can be
incorporated into a TRAILBLAZER sign, or "insert"
panel on a DIRECTION sign, used some distance from
the toll route, to direct drivers towards the toll route.
The application of the symbol is the same on a
TRAILBLAZER
display as
on
a
FREEWAY
DIRECTION or DIRECTION sign, in that the symbol
shall be displayed after the route number.
Alternative Routes
The manner in which an exit to an Alternative Route

should be signed on the freeway has been covered in
paragraph 4.14.3.4.
The shape, size and colours of toll route guidance signs

shall be as for standard appropriate sign types as used
on a non-tolled route.
There is an inherent obligation, however, that having

signed an alternative route, drivers who take this route
shall be able to navigate their way towards their
intended destination. An Alternative Route may
involve a number of changes in direction, particularly
in urban areas. An indication of these changes may be
given on direction signs by the incorporation of the
ALTERNA- TIVE ROUTE symbolGDS-10.This may
not always be possible, however, and the Alternative
Route may be identified by using one or more of the
ALTERNATIVE ROUTE MARKER signs GE16 to
supplement
the existing direction signs (see
Subsection 4.6.14).
Due to the frequency of access common on nonfreeway routes it is likely that toll charges will only be
applied to limited access freeway routes for the
foreseeable future. The toll route direction signs
described from Subsection 4.14.8 are all groundmounted freeway direction signs appropriate to access
interchanges on freeways. The need to include specific
toll route information on overhead direction signs,
including
those
used
at
complex
systems
interchanges is very likely. A limited number of
examples of signs of similar function are included for
information, although their sign numbers are different
from those being described in the Subsection.
It is undesirable that the environment be cluttered

unnecessarily by road signs. It is therefore
recommended that the Alternative Route be
identified only up to the point where the familiar
destination, which would have been reached if the
driver had stayed on the toll route, appears on
existing direction signs on the Alternative Route.
It is recommended that all guidance signs on a toll route

should be fully retroreflective.
Tourism facilities such as laybys or rest and service

areas may be provided within tolled sections of a route.
These should be signed in a conventional manner.
MAY 2012
SADC - RTSM - VOL 1
GUIDANCE
TOLL DIRECTION
4.14.4
Ramp Plazas
Fig. 4.101
Elements of a Toll Route
GUIDANCE
SADC - RTSM - VOL 1
MAY 2012
TOLL DIRECTION
4.14.5
NOTES:
(1) This figure illustrates a number of situations which may
well occur in an "Open Section" toll system. The variety
shown here is unlikely to occur within such a short
length of toll route, but is certainly possible.
(5) Point "C" shows an interchange with no plazas but

entering traffic travelling north will be subject to toll so it
includes a POC on the main freeway and at the
northbound on-ramp.
(2) Points "F" indicate the start (Point of Entry - POE) and
end of a toll route for which a toll operator is responsible.
(6) Point "D" shows a similar interchange with Ramp Toll

Plazas. Note that sections of the toll route may still be free
or gratis when the toll is levied only on the ramps.
(3) Point "A" shows a Turn-off To an Alternative Route

(TTA) and a Point of Commitment (POC) whereas
Point "E" involves a TIA but not a POC.
(4) All movements on the toll route at Point "B" and all but
one of the entering movements are subject to toll. (The
movement from east to north is not subject to toll).
Fig. 4.101
MAY 2012
(7) Point "E" shows that Alternative Route re-joining the toll
route with gratis travel available in both directions.
(8) The term "Beyond the Toll Plaza" is used to refer to
sections of toll route on which, in addition to the "Committed" sections, travel is paid for at a Toll Plaza. Such
sections may also be gratis sections for traffic using the
system for shorter distances.

SADC - RTSM - VOL 1
GUIDANCE
TOLL DIRECTION
4.14.6
4.14.7
1
Additional Toll Signs
For full details of further unique signs not covered in this

section, which have been used on toll routes in
addition to the basic signs illustrated in Figures 4.102
and 4.103, refer to Volume 2, Chapter 6: Toll Route
Signing. The following sign types together with a wide
selection of examples of sign types covered in following
subsections are illustrated in Volume 2, Chapter 6:
(a) TOLL ROUTE NAME LOCATION sign GL7.2 (see
Subsection 4.5.10);
(b) TARIFF BOARD information signs IN24 and IN25
showing the total toll required to be paid before
reaching the indicated Primary familiar destination;
(c) AUTOMATIC TOLL information sign IN27 including a
standard "Autotol" symbol (which may be amended
by the omission of the motor car symbol when the
automatic toll is applicable to allclasses of vehicle);
(d) END OF TOLL ROUTE LOCATION sign GL7.3.
Regulatory PAY TOLL sign R132 is commonly

displayed in combination with SPEED LIMIT signs R201
in a "countdown" manner on the approach to a toll plaza.
Speed limit values of 100 km/h, 80 km/h and 60 km/h are
recommended. The display of PAY TOLL sign R132 may
be made on a HIGH VISIBILITY background to increase the
conspicuity of these signs and a SUPPLEMENTARY
PLATE sign I N11.3 indicating the distance to the plaza
may also be displayed.
GUIDANCE
SADC - RTSM - VOL 1
MAY 2012
TOLL DIRECTION
4.14.7
NOTES:
(1) This sign sequence is the basic MINIMUM used on a
Class A1 freeway exit on a toll route. ALTERNATIVE
ROUTE symbol GDS-10 shall only be used if the exit
serves the Alternative Route. TOLL ROUTE symbol
GDS-9 shall appear on all GA1 or GA2 signs on a toll
route in conjunction with the route number of the toll
route.
ment (POC) whereas ALT2 includes a regulatory PAY

TOLL sign R132 over the MAP-TYPE arrow to indicate
that the junction is a POC. (At a systems interchange
this indication could often be required on the exit arm
of the arrow).
(3)
In advance of a POC this sequence should be

preceded by additional signs (see Subsection 4.14.6).
(2) ALT1 refers if the exit is NOT also a Point of Commit-
Fig. 4.102 Typical Sign Sequence on a Class A1 Freeway Exit Toll Route
MAY 2012
SADC - RTSM - VOL 1
GUIDANCE
TOLL DIRECTION
4.14.8
NOTES:
(1) This sign sequence represents a cross road approach to
a freeway interchange where a turn to the left is at a
Point of Commitment (POC) and a turn to the right,
which, although onto a toll route, will not incur a toll
charge (without an option to exit to an Alternative
Route).
(2) Different toll operators may levy toll charges according
to different principles. The TARIFFBOARD signs shall
Fig. 4.103
GUIDANCE
reflect these differences accurately so that drivers

act in the required manner at each toll plaza. The
example shown is of the type used by the South
African Department of Transport.
(3) Sign GB1 should be located further from the near side
on-ramp than indicated in Figure 4.58 to allow sufficient
reading and reaction time for all signs.
Typical Sign Sequence on a Cross Road Approach Toll Route
SADC - RTSM - VOL 1
MAY 2012
TOLL DIRECTION
4.14.9
TOLL PRE-ADVANCE EXIT DIRECTION
COLOURS:
PERMANENT
Border & arrow:
Legend:
Route Number:
Symbol:
R132:
Background:
Interchange (EXIT)
number
GA1 or GC1
Black on yellow
White on blue
Blue or green
retroreflective
Black semimatt
For dimensions
refer Vol. 4
page
15.2.1
4.14.8 Toll Pre-Advance Exit Direction

1
TOLL PRE-ADVANCE EXIT DIRECTION signs are

specific applications of sign types GA1 and GC1 which
may be used to give early guidance of a high speed
exit at an access interchange or at an interchange
between two freeway systems ahead when one or
both routes ahead are toll routes. Sign GA1 is a
ground-mounted sign and GC1 an overhead sign. Both
signs utilize the same signface layout. A GA1/GC1 sign is
recommended in advance of a systems interchange but is
optional in advance of an access interchange.
Subject to the criteria for the provision of GA1/GC1

signs given above, and in Subsection 4.9.10, the sign
type is also recommended as an additional sign in
advance of the exit to an ALTERNATIVE ROUTE to the
TOLL ROUTE.
TOLL ROUTE symbol GDS-9 should be displayed in the

straight on route number group above the MAPTYPE
arrow. ALTERNATIVE ROUTE symbol GDS-10 should be
displayed with the route number of the crossroad at the
exit ahead, when this is the exit to the alternative route. If
the junction ahead is a systems interchange the same
rules are applicable although the "exit" is to another
freeway system.
TOLL PRE-ADVANCE EXIT DIRECTION signs shall be

designed and used in the same manner as described for PRE-ADVANCE EXIT DIRECTION signs
GA1/GC1 in Subsection 4.9.10.
TOLL ADVANCE EXIT DIRECTION

COLOURS:
PERMANENT
Border & arrow:
Legend:
Route Number:
Symbol:
R132:
Background:
Interchange (EXIT}
number:
4.14.9
1
GA2
GA2
Black on yellow
White on blue
Blue on green
retroreflective
Black semi-matt
Toll Advance Exit Direction
TOLL ADVANCE EXIT DIRECTION signs are specific

applications of sign type GA2 which may be used to
give advance guidance of a high speed exit at a
Class A1 or Class A2 freeway access interchange
when one or both routes ahead are toll routes. Toll
sign GA2 is the first sign in a standard toll freeway
direction sign sequence as shown in Figure 4.102.
TOLL ADVANCE EXIT DIRECTION sign shall be

designed and used in the same manner as described for
ADVANCE EXIT DIRECTION sign GA2 in Subsection
4.9.11. Any of the example variations of sign GA2 in
Subsection 4.9.11 may be used in a toll application.
TOLL ROUTE symbol GDS-9 should be displayed in the

straight on route number group above the MAP-TYPE
arrow. ALTERNATIVE ROUTE symbolGDS-10 should
MAY 2012
For
dimensions
refer Vol. 4
page
15.2.2
be displayed with the route number of the crossroad at

the exit ahead, when this is the exit to the alternative
route.
4
Figure 4.104 shows three other representative examples

of toll advance exit signs.Detail4.104.1 shows the
inclusion of mandatory PAY TOLL sign R132 in the
MAP-TYPE arrow to indicate a Point of Commitment
ahead. Detail 4.104.2 gives an urban example with
Points of Commitment in both the straight on and exit
directions (such a situation should be preceded by an exit
to an alternative route). Detail 4.104.3 shows a typical
overhead
SUPPLEMENTARY
ADVANCE
EXIT
DIRECTION sign GC4U used as a toll route sign. This
example shows that a toll plaza is positioned on the exit
roadway before the N17 freeway is reached.
SADC - RTSM - VOL 1
GUIDANCE
TOLL DIRECTION
4.14.10
Detail 4.104.1 GA2

Detail 4.104.2 GA2 - urban
Detail 4.104.3 Overhead GC3U Sign
Examples of Toll Advance Exit Direction Signs
Fig. 4.104
TOLL SUPPLEMENTARY EXIT DIRECTION

For dimensions
refer Vol. 4
GA2J3
COLOURS:
PERMANENT
Border & arrow:
Legend:
Route Number:
Symbol:
Background:
page
15.2.3
Interchange (EXI1J
number.
4.14.10
1
Black on yellow
Blue on green
retroreflective
Black semi-matt
Toll Supplementary Exit Direction
TOLL SUPPLEMENTARY EXIT DIRECTION sign is a

specific application of sign type GA2/3 which may be
used to offer additional advance guidance of a high
speed exit at a Class A1 or Class A2 freeway access
interchange when one or both routes ahead are toll
routes.
TOLL SUPPLEMENTARY EXIT DIRECTION sign, is
GUIDANCE
an optional sign, which shall be 9esigned and used in the

same manner as described for SUPPLEMENTARY EXIT
DIRECTION sign GA2/3 in Subsection 4.9.12.
3
ALTERNATIVE ROUTE symbol GDS-10 should be

displayed with the route number of the crossroad at the exit
ahead when this is the exit to the alternative route (see
Figure 4.102).
SADC - RTSM - VOL 1
MAY 2012
4.14.11
TOLL DIRECTION
TOLL EXIT DIRECTION

COLOURS:
PERMANENT
Border & arrow:
Legend:
Route Number:
Symbol:
Background:
GA3
Black on yellow
Blue on green
retroreflective
Interchange (EXIT)
number:
4.14.11
1
Black semi-matt
Toll Exit Direction
TOLL EXIT DIRECTION sign is a specific application of

sign type GA3 which may be used to i ndicate the start
of the off-ramp exit taper at a Class A1 or Class A2
freeway access interchange to guide drivers who
wish to exit the toll route. A GA3 is the second sign in
a standard toll freeway direction sign sequence as shown
in Figure 4.102.
TOLL EXIT DIRECTION sign shall be designed and

used in the same manner as described for EXIT
DIRECTION sign GA3 in Subsection 4.9.13.
For dimensions
refer Vol. 4
page
15.2.4
ALTERNATIVE ROUTE symbol GDS-10 should be

displayed with the route number of the crossroad at the
exit ahead when this is the exit to the alternative route

(see Figure 4.102).
4
Figure 4.105 shows two other representative examples of

toll exit direction signs. Detail 4.105.1 gives an illustration
of the inclusion of mandatory PAY TOLL sign R132 in
STACK-TYPE 2 arrow on sign GA3. This application is
appropriate when the off-ramp concerned is provided with a
ramp toll plaza. Detail 4.105.2 shows a typical overhead
sign treatment on a major freeway. Sign GC4U indicates
the exit information whilst sign GC6U shows a Point of
Commitment leading to a main line toll plaza.
Detail 4.105.1 GA2
Detail 4.105.2 GC4U + GC6U Overhead
Fig.4.105
MAY 2012
Examples of Toll Exit Direction Signs
SADC - RTSM - VOL 1
GUIDANCE
TOLL DIRECTION
4.14.12
TOLL ADVANCE O F F - RAMP TERMINAL
GA5
COLOURS:
PERMANENT
Border & arrow:
Legend:
Route Number:
Symbol:
Background:
Chevron:
For dimensions
refer Vol. 4
page
15.2.5
4.14.12
1
Black on yellow
Green retroreflective
Red on white
retroreflective
Toll Advance Off- Ramp

Terminal Direction
TOLL ADVANCE OFF-RAMP TERMINAL DIRECTION

sign is a specific application of sign type GA5 which
may be used to give advance orientations/
guidance to drivers on Class A1 and A2 freeway
access interchanges off-ramps related to their lane
selection in order to turn towards destinations
displayed at the ramp terminal (one of which in
the example is an alternative route to the toll

route).
2
TOLL ADVANCE OFF-RAMP TERMINAL DIRECTION

sign shall be designed and used in the same manner
as described for ADVANCE OFF-RAMP TERMINAL
DIRECTION sign GA5 in Subsection 4.9.15.
TOLL OFF - RAMP TERMINAL

COLOURS:
PERMANENT
Border & arrow:
Legend:
Route Number:
Symbol:
Background:
Chevron:
For dimensions
refer Vol. 4
page
15.2.6
4.14.13
1
Black on yellow
Red on white
retroreflective
Toll Off-Ramp Terminal

Direction
TOLL OFF-RAMP TERMINAL DIRECTION sign is a

specific application of sign type GA6 which may be
used to give orientational guidance to drivers at ramp
terminals of Class A1 and Class A2 freeway access
interchanges. The use of ALTERNATIVE ROUTE
symbolGDS-10 with the crossroad route number in the
GUIDANCE
lower stack orients drivers towards the ALTERNATIVE

ROUTE.
2
TOLL OFF-RAMP TERMINAL DIRECTION sign shall be

designed and used in the same manner as described
for OFF-RAMP TERMINAL DIRECTION sign GA6 in
Subsection 4.9.16.
SADC - RTSM - VOL 1
MAY 2012
TOLL CONFIRMATION
COLOURS:
PERMANENT
Border & Legend:
Route Numbers:
Symbol:
Background:
GA7A
Black on yellow
Blue or green
retroreflective
GA7P
4.14.14
1
GA7R
Toll Confirmation
TOLL CONFIRMATION signs are specific applications of

sign type GA7 which may be used to give reassurance
or confirmations/ guidance to drivers that they
are travelling on the numbered Class A1 or Class
A2 freeway towards the destinations indicated.
For dimensions
refer Vol. 4
page
15.2.7
to
15.2.9
(c) TOLL PLAZA AHEAD CONFIRMATION sign GA7P

- indicates the distance to the named toll plaza
ahead.
3
Sign GA7A is displayed ahead of an alternative route exit

from the toll route to assist drivers in their decision making
regarding which route they want to take. The sign should
be located on the same section of route as a TOLL
TARIFF information sign IN24 or IN25 so that the two
items of information may be used jointly.
Conventional CONFIRMATION signs GA7 may be used

in the normal manner within a toll route to give normal
progress information towards the named familiar
destination.
Three types of TOLL CONFIRMATION signs are

commonly used on toll routes. Their specific
descriptions and functions are as follows:
(a) ALTERNATIVE ROUTE CONFIRMATION sign
GA7A indicates the distance to the next Primary
route familiar destination by the toll route AND by an
alternative route;
(b) TOLL ROUTE AHEAD CONFIRMATION sign GA7R
-indicates the distance to the start of a toll route;
TOLL PLAZA SEQUENCE

COLOURS:
PERMANENT
Border & Legend:
Symbols:
Background:
Route Name/
Plaza Numbers:
4.14.15
GA8P
Black. and Black on
Yellow
Green or Blue
retroreflective
Black semi-matt
Toll Plaza Sequence
TOLL PLAZA SEQUENCE sign GASP is a specific

variation of sign type GAS which may be used to
provide guidance to drivers, well in advance, of
the positions of the next two toll plazas on the toll
route ahead.
TOLL PLAZA SEQUENCE sign GASP, is an optional

sign, which shall be designed in a similar manner to
EXIT SEQUENCE sign GAS, as described in Subsection
4.9.18.
MAY 2012
For dimensions
refer Vol. 4
page
15.2.10
Sign GASP should display the name of the toll route in the
top panel in a similar way to the display of the place name
on a standard GAS sign. The TOLL ROUTE symbol
GDS-9 and LOCATION symbol FREEWAY NAME
(Class A1) GLS-4 or (Class A2) GLS-5 may be displayed
in the top panel with the route name. The next two plazas
are identified by name and are allocated the equivalent of
an INTERCHANGE NUMBER in addition to the distance to
the plaza. The allocation of a number allows drivers to
locate the plazas in relation to numbered interchanges.
SADC - RTSM - VOL 1
GUIDANCE
TOLL DIRECTION
4.14.14
TOLL CROSSROAD ADVANCE DIRECTION
GB1
For dimensions
refer Vol. 4
page
15.2.11
COLOURS:
PERMANENT
Border & arrows:
Legend:
Route Numbers:
Symbol:
R132:
Background:
Black on yellow
White on blue
Green or green
and blue
retroreflective
4.14.16 Toll Crossroad Advance Direction

1
TOLL CROSS-ROAD ADVANCE DIRECTION sign is a

specific application of sign type GB1 which may be used
to give advance guidance to drivers that an
intersecting freeway lies ahead and to indicate that
it is a toll route. In addition if a turn in one or other
direction is a Point of Commitment this is identified by the
display of mandatory PAY TOLL sign R132 in the
STACK-TYPE arrow for a left turn. If the right turn is a
Point of Commitment the R132 sign should be located in
line with and after the destination name and NOT in the
straight-on STACK-TYPE arrow, since it also gives
direction towards a destination on the crossroad beyond
the freeway.
TOLL CROSS-ROAD ADVANCE DIRECTION sign shall

be designed and used in a similar manner as is
described for CROSS-ROAD ADVANCE DIRECTION
sign GB1 in Subsection 4.9.22.
Toll sign GB1 may need to be located further from the onramp turn point than a standard GB1 sign to allow space
for a toll tariff board prior to entry to the on-ramp.
If the crossroad is at an interchange within the toll route

symbol GDS-9 will appear in both right and left direction
stacks on sign GB1. However, if the sign is at an
interchange at the beginning of the toll route the symbol will
only appear in the one stack.
TOLL NEAR-SIDE ON-RAMP DIRECTION
4.14.17
1
COLOURS:
PERMANENT
Border & arrow:
Legend:
Route Number:
Symbol:
R132:
Background:
GB2
For dimensions
refer Vol. 4
page
15.2.12
Black on yellow
White on blue
Blue or green
retroreflective
Toll Near-Side On-Ramp

Terminal Direction
TOLL NEAR-SIDE ON-RAMP DIRECTION sign is a

specific application of sign type GB2 which may be
used to indicate to drivers the position of the
near-side
on-ramp at
a freeway
ACCESS
INTERCHANGE and to indicate that it is a toll route.
In addition if the turn is a Point of Commitment this is
identified by the display of
GUIDANCE
mandatory PAY TOLL sign R132 in the STACK-TYPE

arrow.
2
TOLL NEAR-SIDE ON-RAMP DIRECTION sign shall be

designed and used in the same manner as described
for NEAR-SIDE ON-RAMP DIRECTION sign GB2 in
Subsection 4.9.23.
SADC - RTSM - VOL 1
MAY 2012
TOLL NEAR I FAR SIDE ON- RAMP ADVANCE DIRECTION I TARIFF

GB3+1N24/IN25
COLOURS:
PERMANENT
Border and arrow:
Legend:
Route Number:
Symbol:
R132:
Background:
IN24/IN25:
Black on yellow
White on blue
Blue or green
For dimensions
refer Vol. 4
page
15.2.13
and
9.2.22
9.223
Black semi-matt
(See Chapter 9)
4.1.18 Toll Near / Far Side On- Ramp

Advance Direction / Tariff
1
TOLL NEAR/FAR SIDE ADVANCE DIRECTION sign

GB3 combined with TOLL TARIFF sign IN24 or IN25
may be used to give additional advance guidance to
drivers that an Intersecting freeway lies ahead
and to indicate that it is a toll route, and that the
Point of Entry is also a Point of Commitment to
pay the indicated tariffs at the next toll plaza. The
use of sign GB3 in this way is a specific application of
standard sign type GB3.The standard sign GB3 is
normally only used in advance of the far-side on-ramp,
but in this instance, because its use is associated with
an indication of toll tariffs, it may be used in advance of
both on-ramps. It is very likely that the actual tariffs will
be different in each direction.
TOLL NEAR/FAR SIDE ADVANCE DIRECTION sign
shall be designed in a similar manner as is described for
FAR SIDE ON-RAMP ADVANCE DIRECTION sign GB3
MAY 2012
in Subsection 4.9.24. It shall be used with signs IN24 or

IN25 as appropriate.
3
The GB3 + IN24 sign combination should be located at

approximately two thirds of the distance from the near-side
on-ramp that sign GB1 is located (the GB1 sign having
been moved a greater distance from the on-ramp than
standard to accommodate the GB1 + IN24 sign - see
Subsection 4.14.16). Due to space limitations the GB3
sign combination for the far-side on-ramp may need to be
with the reduced size IN25 sign (see Volume 4, Chapter 9
for size details).
Since the combination with a TOLL TARIFF sign IN24 or

IN25 means that the turn is a Point of Commitment the
GB3, sign should include both symbol GDS-9 and sign
R132. The latter is incorporated into the STACK-TYPE
arrow.
SADC - RTSM - VOL 1
GUIDANCE
4.14.16
TOLL DIRECTION
TOLL FAR-SIDE ON-RAMP I STRAIGHT ON DIRECTION
4.14.19
1
COLOURS:
PERMANNT
Border & arrows:
Legend:
Route Number:
Symbol:
R132:
Background:
GB4
For dimensions
refer Vol. 4
page
15.2.14
Black on yellow
White on blue
Blue on/or green
retroreflective
Toll Far-Side On Ramp/Straight

On Direction
TOLL
FAR-SIDE
ON-RAMP/STRAIGHT
ON
DIRECTION sign is a specific application of sign type
GB4 which may be used to indicate to drivers the
position of the far-side on-ramp at a freeway
ACCESS INTERCHANGE and to indicate that it is a
toll route. In addition if the turn is a Point of
Commitment this is identified by the display of mandatory
PAY TOLL sign R132 in the STACK-TYPE arrow.
TOLL FAR-SIDE ON-RAMP/STRAIGHT ON DIRECTION

sign shall be designed and used in the same manner
as described for FAR-SIDE ON RAMP/STRAIGHTON DIRECTION sign GB4 in Subsection 4.9.25.The
sign may be a single stack sign or it may include a stack
for a straight on direction on the crossroad.
TOLL ROUTE ADVANCE TRAILBLAZER
4.14.20
1
COLOURS:
PERMANNT
Border & arrow:
Route Number:
Toll Symbol:
Symbol:
Cardinal Direction:
Background:
GE2
For dimensions
refer Vol. 4
page
4.3.2
Black on yellow
Blue or green
retroreflective
Toll Route Advance

Trailblazer
TOLL ROUTE ADVANCE TRAILBLAZER sign is a

specific application of sign type GE2 which may be
used in advance of a junction to indicate to drivers
the direction to a toll route freeway of Class A1
or Class A2.The display of a cardinal direction is
optional based on whether the interchange in question
gives access to the freeway in one direction only or not.

2
TOLL ROUTE ADVANCE TRAILBLAZER sign shall be

designed and used in the same manner as described for
ADVANCE TRAILBLAZER sign GE2 in Subsection
4.7.5.
ALTERNATIVE ROUTE MARKER

For dimensions
refer Vol. 4
page
4.3.30
to
4.3.32
4.14.21
1
COLOURS:
PERMANNT
Border & arrow:
Symbol:
Route number:
Background:
GE16.1 - GE16.5
Black on yellow
Alternative Route Marker
ALTERNATIVE ROUTE MARKER sign GE16 to GE16.5

may be used to indicate to drivers in the form of
advance direction, direction and/or confirmation
messages the existence of an alternative route to
a toll route. The term "alternative route" is applicable
GUIDANCE
only to a route or routes which offer an alternative to

the payment of toll on a toll route. The signs may display
the number of the route for which the route being signed is
an alternative.
2
For further information refer to Subsection 4.7.14
SADC - RTSM - VOL 1
MAY 2012
NATIONAL VARIANTS
4.15
NATIONAL VARIANTS
4.15.1
General
4.15.1
Whilst the objective of the SADC Road Traffic Sign

For the purposes of identification any such guidance

signs are considered as NATIONAL VARIANTS specific
to one or more of the SADC member countries. Variants
can occur in one of three ways, namely:
different symbol for a guidance sign function used in
most member countries; or
(b) as a UNIQUE variant where the guidance sign is
used in only one country; or
All guidance signs are listed once in colour in the

Contents section and are provided with text describing
their meaning and function. Any additional National
variants involving a modified or different symbol will be
identified pictorially in the National Variants section. Any
National Variants which are unique to one country will
appear in the National Variants section complete with
appropriate text.
All guidance signs are allocated numbers. An additional
variant is allocated a three letter suffix identifying the
country to which it belongs. In the case of a unique
variant such a guidance sign will be allocated a unique
number which includes the appropriate National three
letter suffix. If the guidance sign becomes more widely
used the use of the suffix will be discontinued. The letter
codes allocated for each member country are as follows:
(a) Angola
(b) Botswana
(c) Democratic Republic of Congo
(d) Lesotho
(e) Malawi
(f) Mauritius
(g) Mozambique (h) Namibia
(i) Seychelles
(j) South Africa (k) Swaziland
(l) Tanzania
(m) Zambia
(n) Zimbabwe
-
MAY 2012
Ang;
Bot;
DRC;
Les;
Mal:
Mau;
Moz;
Nam;
Sey;
RSA;
Swa;
Tan;
Zam;
Zim.

Contents by a black dot thus - . The purpose in
borders, and to assist sign manufacturers and road
authorities.
The content of Chapter 4 on guidance signs includes

many sign examples relevant to countries throughout the
SADC region, including examples with Portuguese place
names appropriate to Angola and Mozambique. There is
therefore only limited need for National Variants.
4.15.2
1
South Africa
The descriptions of ROUTE MARKER signs in Section

4.7 have been given in a generic form which member
countries may choose to use. The text and figures refer
to a hierarchy of numbered routes as follows:
(a) Primary routes
(b) Secondary routes
(c) Tertiary routes
- with identifying letter "A";

- with identifying letter "B";
- with identifying letter "C".
The South African road network has a highly developed

hierarchy of numbered routes, including significant
lengths of freeway. The following terminology and
identifying letters are used in South Africa for these three
levels of route:
(a) National routes
(b) Provincial routes
(c) Regional routes
- with identifying letter "N";

- with identifying letter "R";
- with identifying letter "R".
Examples of typical South African ROUTE MARKER

signs are illustrated in Figure 4.106.
It should be noted that metropolitan numbered routes

have been allocated the identifying letter "M" which can
be used universally throughout the region. Metropolitan
numbered routes supplement any Primary, Secondary or
Tertiary routes which may happen to pass through
metropolitan areas.
A network of SADC numbered routes is superimposed

on existing numbered routes within individual member
countries. These SADC routes cross national boundaries
and to avoid any risks of confusion SADC numbered
routes are not allocated an identifying letter.
SADC RTSM VOL 1
GUIDANCE
NATIONAL VARIANTS
4.15.2
GE15RSA
GE15.1RSA
GE15.2RSA
Confirmation
Direction (Right)
Direction (Left)
GE15.5RSA
GE15.3RSA
Advance Direction (Right)
Straight- On
Detail 4.106.1
South African National Route Marker Signs
Detail 4.106.2
South African Provincial Route Marker Signs
GE13.2RSA
GE13.1RSA
GE13RSA
Confirmation
GE13.3RSA
Direction (Right)
GE13.5RSA
GE13.4. RSA
Detail 4.106.3
Direction (Left)
Straight- On
South African Regional Route Marker Signs
Fig 4.106
Route Marker Signs - SOUTH AFRICA
GUIDANCE
SADC RTSM VOL 1
MAY 2012
NATIONAL VARIANTS
4.15.3
EMERGENCY SERVICES
COLOURS:
GF18-RSA
PERMANENT Border
and text: Symbols:
Background:
4.15.3
1
White or coloured retroreflective
(See Section 4.0)
For dimensions
ref. Vo/4
page
7.2.63
Brown semi-matt or
retroreflective
Emergency Services
An EMERGENCY SERVICES sign of the type GF18

may be used to provide guidance to road users as to the
emergency services available and the appropriate
contact numbers by cell phone or telephone.
Use of the sign should generally be reserved for areas or

sections of road covered by a centralised emergency
service monitoring system. The phone numbers
indicated on the sign must be appropriate to the area.
When such a system is in place along a route sign GF18

may be provided at regular intervals. The minimum
provision should be after major junction where significant
Volumes of traffic join the route in question. Additional
signs may be provided in closed
MAY 2012
proximity to public telephones adjacent to the route, to

which GF1 and/or GF2 signs have been provided.
4
Sign GF18 may also be provided in high density tourist

areaas and other areas frequently used by strangers. In a
h1gh density tourist area the signs may be located at
gateways to the area, adjacent to public telephones or
adjacent to information centres. When INFORMATION
BOARDS are p r o v i d e d , the contact information
may
alternatively be incorporated within the
INFORMATION BOARD.
It should not be necessary to provide sign GF18 on

routs which have a functioning roadside emergency
service system complete with appropriate signs GF11 to
GF14.
SADC RTSM VOL 1
GUIDANCE
4.2.1
ARROWS
4.2
ARROWS
4.2.1 General
1
Arrows used on guidance signs are categorised as

follows:
It should be noted that the arrows used on

REGULATORY and W A R N I N G signs are
dimensioned differently to guidance sign
arrows. The dimensions of regulatory and warning
signs are given in Volume 4, Chapters 2 and 3. The
dimensions of guidance sign arrows are given in
Volume 4, Chapters 5 and 6.
The dimensions of all arrows are specified in terms of
d, where d is the stroke width of the letter size with
which the arrow is to be used. The overall arrow
dimensions are also whole number values of "d" to
simplify signface design.
There are a number of unique, or modified, arrows

with limited applications. These include the
ROUTE MARKER DIRECTION sign arrow, the
FINGERBOARD sign arrow, minor arrows on
STREET NAME signs and various adaptations of other
arrows to include regulatory signs (see Figure 4.8).
4.2.3
MAP-TYPE arrows are most commonly used on

ADVANCE DIRECTION signs on Class A1 or Class
A2 freeways. Their use is not generally recommended
on Class B or lower classes of road due to the large
sign size required to display them. However, when a
junction on a Class B or lower class road has an
unexpected geometric layout which a STACKTYPE DIRECTION sign will not adequately portray,
the use of MAP-TYPE arrows/signs should be
considered.
MAP-TYPE arrows do not depict the number of lanes

at the junction ahead but portray the "map" or "plan"
view of the junction and the general traffic flow
arrangement and potential conflict situation of the
junction.
MAP-TYPE arrows are also specified in terms of "d",

where "d" is the stroke width of the letter size with which
the arrows are to be used. The range of arrows
available is illustrated in Figure 4.6.The arrow used
should accurately portray the junction layout.
Subsection 4.2.7 and Figure 4.15 give details of a

specific range of arrows, adapted from several groups,
for use on toll roads by the inclusion of PAY TOLL
regulatory sign R132.
The principal applications of STACK-TYPE arrows are

those on STACK-TYPE DIRECTION signs, TOURISM
signs, TRAILBLAZER signs, and ROUTE MARKER
ADVANCE DIRECTION signs.
Only one STACK-TYPE arrow shall appear on a single
stack sign, or on each stack of a STACK-TYPE DIRECTION sign comprising more than one stack.
Stack-type arrows used on DIRECTION signs are

available for a range of applications. Apart from left and
right handed versions of most arrows several types
may be used in a number of ways. The various
applications are illustrated in Figure 4.5.
A Type 4 arrow should be used in place of a Type 1

arrow when the information displayed in a DIRECTION
sign stack exceeds one line of text, and a Type 3 arrow
should replace a Type 1 arrow when the display in a
stack exceeds two lines of text. Similarly a Type 6
advance turn arrow should be used in place of a Type
5 arrow when information exceeds two lines of text in
the one stack. If a DIRECTION sign has an advance
right turn stack and an advance left turn stack, and the
one stack requires the use of a Type 6 arrow
consideration should be given to balancing the arrow
display by using a Type 6 arrow in both stacks. This
will result in an increase in the depth of a stack with
only one line of text. It should be noted that the above
recommendations apply only to DIRECTION sign
applications since particular arrow types are specified
for use on TRAILBLAZER, ROUTE MARKER and
TOURISM signs.
MAY 2012
Map-Type Arrows
4.2.2 Stack-Type Arrows

1
may be
(a) Type1: horizontal arrow for one or two

destinations in one stack, OR vertical or sloping
arrow for one destination in one stack;
(b) Type 2: sloping arrow for one or more destinations
in one stack at a high speed exit point (freeway offramp or sliproad on a high speed at-grade roadway.);
(c) Type 3: horizontal arrow for more than two
destinations in one stack;
(d) Type 4: vertical arrow for more than one
destination in one stack;
(e) Type 5: horizontal advance turn arrow for one or
two destinations in one stack (subject to the proviso
given in paragraph 4.2.2.4);
(f) Type 6: horizontal advance turn arrow for more
than two destinations in one stack;
(g) Type 7 and higher: STACK-TYPE arrows which
have limited applications of a specialised nature and
may be used as appropriate irrespective of the
number of destinations included in the relevant stack.
(a) STACK-TYPE arrows (Figure 4.5);

(b) MAP-TYPE arrows (Figure 4.6);
(c) DOWNWARD-POINTING arrows (Figure 4.7);
(d) UPWARD-POINTING arrows (Figures 4.9 to 4.14).
The applications of STACK-TYPE arrows

summarised as follows:
4 MAP TYPE 13 arrow illustrates one type of staggered

junction configuration. Such arrows must accurately
represent the real configuration of a staggered junction
within the limits of the design criteria given in Volume
4 (see Figure 4.8 for other examples).
5
The design of the various MAP-TYPE arrows is based

on the expectation of more-or-less straight road
alignment at a junction. If the alignment of a junction is
not adequately portrayed by a standard MAP-TYPE
arrow consideration should be given to modifying the
arrow to indicate the divergence from the normal. Such
variations need only relate to the approach on which
the sign is located, i.e. the intersecting crossroad is
not, per se, relevant to the traffic approaching the sign
in question (see Figure 4.8).
The inclusion of a distance with all map-type arrows is

recommended.
(continued on page 4.2.6)
SADC - RTSM - VOL 1
GUIDANCE
ARROWS
4.2.2
Fig 4.5
GUIDANCE
Stack-Type Arrows
SADC- RTSM- VOL 1
MAY 2012
4.2.3
ARROWS
Map-Type
Map-Type
Map-Type
Map-Type
Fig 4.6
MAY 2012
13
Map-Type
Map-Type
Map-Type
Map-Type
Map-Type
Map-Type
Map-Type
11
Map-Type
10
Map-Type
14
Map-Type
12
Map-Type
15
Map-Type Arrows
SADC - RTSM - VOL 1
GUIDANCE
ARROWS
4.2.4
Fig 4.7
Downward-Pointing Arrow Type
'
Street-Name Sign
Direction Route Marker Sign
Fingerboard Sign
Map-Type Arrows Modified to Indicate Road Layout
Upward Pointing Diagrammatic Arrows for Use with Regulatory Signs
Fig 4.8
GUIDANCE
Selected Unique or Modified Arrow Types
SADC- RTSM- VOL 1
MAY 2012
4.2.5
ARROWS
Diagrammatic Type
Diagrammatic-Type D
Diagrammatic-Type
MAY 2012
Diagrammatic-Type E
Diagrammatic-Type J
Diagrammatic-Type M
Fig 4.9
Diagrammatic Type B
Diagrammatic-Type C
Diagrammatic-Type F
Diagrammatic-Type K
Diagrammatic-Type G
Diagrammatic-Type L
Diagrammatic-Type N
Upward-Pointing Arrow Types - Diagrammatic Signs
SADC - RTSM - VOL 1
GUIDANCE
(continued from page 4.2.1)
4.2.4 Downward-Pointing Arrows

1
DOWNWARD-POINTING arrows have been used in the

past on overhead DIRECTION and FREEWAY
DIRECTION signs to indicate, on a lane-by-lane basis, the
lane which may be used to reach the destination or
destinations displayed above the arrows. It is a basic
characteristic of this system of arrow display that there
shall be one arrow for each lane on the roadway. No
indication is given of traffic travelling in the opposite
direction, either on the same roadway or on a separate
roadway. There are a number of junction or interchange
characteristics for which downward-pointing arrows are
NOT ideal in that they may not impart enough
information, or may under some circumstances even
give an erroneous display relating to the road ahead.
Typical examples of such situations are:
carrying traffic in the same direction, all lanes for the

direction of travel to w h i c h the sign applies SHALL
be indicated. The indication of an opposing flow is
optional, and should be reserved for situations where this
opposing flow represents a degree of hazard to drivers
travelling in the direction for which the sign has been
provided. Typical examples of the arrow types unique to
DIAGRAMMATIC signs are illustrated in Figure 4.9.
4
(a) lane drop from left or right;

(b) lane (or lanes) alignment change to left or right (this
indication may involve a gradual but unexpected or
temporary change in alignment, a relatively sudden or
sharp change in alignment, or an "S"-bend reversal in
alignment);
(c) reduced roadway width;
(d) the addition of a lane ( since this condition is not
normally hazard related it may be combined with a
lane alignment change and is the ONLY acceptable
arrow for this type indicating two coincident changes in
lane circumstance);
(e) lane use control by regulation incorporating the
display of a regulatory sign superimposed upon one or
more arrows;
(f) lanes merge;
(g) lanes converge but do not merge;
(h) exclusive turn lanes;
(i) diagrammatic junction layout.
(a) the indication of lanes, normally at multi-lane off

ramps or turning roadways, which are shared by
through AND exiting traffic {this condition may result
in through traffic, particularly slow-moving through
traffic, moving out of the lane in question to the general
detriment of the safe and smooth flow of traffic);
(b) the indication over lanes on a curving road
alignment may be sufficiently inaccurate from the
normal viewing distance as to result in incorrect lane
selection by drivers.
2
Although the use of UPWARD-POINTING arrows is

recommended for overhead signs, particularly on freeways, the use of DOWNWARD-POINTING arrows in
uncomplicated situations on non-freeway roads should not
be precluded. However, it is not recommended that the
use of UPWARD and DOWNWARD-POINTING arrows
be mixed either on one approach to an interchange or
junction, or on a section of freeway or other high traffic
volume roadway which warrants the use of overhead
signs, subject to the economics of programmed sign
replacement as part of a system maintenance plan.
The arrow type has been retained in the Manual to
cover maintenance requirements and for use on
individual lane control signs which normally display some
regulatory or warning message e.g. MASS LIMIT sign
R202, or the ARRESTOR BED symbol.
4.2.5 Upward-Pointing Arrows Diagrammatic Signs

1
UPWARD-POINTING arrows may be used on

overhead DIRECTION and FREEWAY DIRECTION signs,
and on DIAGRAMMATIC signs. The characteristics of the
two applications are, however, quite different.
The
UPWARD-POINTING
arrows
used
on
DIAGRAMMATIC signs shall indicate the number of lanes of
traffic travelling in the direction to which the sign
applies. Opposing traffic may also be indicated by
reversed arrows but this technique is more common with
TEMPORARY applications than PERMANENT ones.
The principal function of a DIAGRAMMATIC sign message

is to convey by means of the arrow configuration on the
sign a message relating to ONE single change in the
lane configuration or roadway alignment, or a complex
or unexpected lane c o n f i g ur a t i o n , any of which are
commonly hazard related. Since these conditions may
have an effect on traffic behaviour in adjacent lanes,
GUIDANCE
Upward-pointing arrows on DIAGRAMMATIC signs may

thus be used to impart the following basic types of
message regarding the lane configuration on the road
ahead:
DIAGRAMMATIC sign arrows are specified in terms of "d"

for convenience although few DIAGRAMMATIC signs
display any text to which sizes can be related. Values of "d"
are specified instead for the three fixed sign sizes. It
should be noted that the arrow shaft widths on
this arrow set are different to other applications
of the same arrow head style, on a size for size
basis.
Upward-pointing arrow applications on DIAGRAMMATIC

signs are equally appropriate in rural and urban situations.
Arrow groupings used are shown on the various

DIAGRAMMATIC sign examples in Section 4.12. If it is
necessary to design an additional DIAGRAMMATIC
sign every effort should be made to do so using arrows
already detailed. It should be noted also that there are
several DIAGRAMMATIC signs which use arrow types
other than upward-pointing arrows.
4.2.6 Upward-Pointing Arrows - Direction

and Freeway Direction Signs
1
The range of arrows and arrow combinations which

may be used on overhead DIRECTION and
FREEWAY DIRECTION signs is vast. The arrows may
be used singly or in CLUSTERS. It is the range of arrow
combinations which may appear in CLUSTERS which
makes the recording and detailing of all possible
variations almost impossible. The very flexibility of the
CLUSTER system allows it to adapt to wide variations in
interchange or junction geometry and lane configurations.
SADC- RTSM- VOL 1
MAY 2012
Upward-Type
Upward-Type 5
Upward-Type 9
Rotated Upward-Type 4
Fig 4.10
MAY 2012
Upward-Type 2
Upward-Type 6
Upward-Type 10
Upward-Type
Upward-Type 7
Upward-Type
Upward-Type
Upward-Type 8
11
Variation-Type 8
Upward-Pointing Arrow TypesDirection and Freeway Direction Signs
SADC - RTSM - VOL 1
GUIDANCE
Cluster-Type A1
Cluster-Type
Cluster-Type A2
Cluster-Type A3
Cluster-Type
A4
A5
Upward Pointing Arrows Exit Lane Clusters
Direction and Freeway Direction Signs
Fig 4.11
Cluster-Type
Fig 4.12
GUIDANCE
B1
Cluster-Type
B2
Cluster-Type B3
Cluster-Type B4
Upward Pointing Arrows Dedicated Exit and Through Lane Clusters

SADC- RTSM- VOL 1
MAY 2012
Cluster-Type
C1
Cluster-Type
C5
Cluster-Type
C9
Cluster-Type
MAY 2012
Cluster-Type C3
C6
Cluster-Type C7
Cluster-Type C10
Cluster-Type C11
Cluster-Type
Cluster-Type C13
Fig 4.13
C2
Cluster-Type
C14
Cluster-Type C4
Cluster-Type
C8
Cluster-Type C12
Cluster-Type
C15
Upward-Pointing Arrows - Dedicated Exit/Shared Exit and

Through-lane Clusters Direction and Freeway Direction Signs
SADC - RTSM - VOL 1
GUIDANCE
Cluster-Type
C16
Cluster-Type
C17
Cluster-Type
C18
Cluster-Type
C19
'
Cluster-Type
Fig 4.13
Continued
Cluster-Type
Fig 4.14
GUIDANCE
C20
Upward-Pointing Arrows - Dedicated Exit/Shared Exit and
Through Lane Clusters Direction and Freeway Direction Signs
D1
Cluster-Type
D2
Upward Pointing Arrows Through Lane Clusters

SADC- RTSM- VOL 1
MAY 2012
(a)
(b)
(c)
(d)
3
which are different in sufficient dimensional detail

as to represent virtually unique applications);
(b) the spacing between parallel arrow shafts should
be equal and constant (these spaces are commonly
dictated by the space needed to accommodate the
arrow heads required in the specific cluster);
(c) the internal "v" of shared exit and through lane
arrows should be rounded;
(d) the number of arrows in a c l u s t e r used on an
overhead DIRECTION or FREEWAY DIRECTION
sign shall be the same as the number of lanes
existing at the point to which the sign applies
(overhead direction signs displaying upwardpointing arrow clusters may apply to some point up
ahead and will therefore include a distance to that
point, or they can apply to the point over which they
are located).
In basic terms upward pointing arrows may be related

to the following roadway conditions:
exit lanes;
shared e x i t and through lanes;
dedicated exit/shared exit and through lanes;
through lanes.
The basic arrow types used to make up CLUSTERS of

upward-pointing arrows are illustrated in Figure 4.10.
These arrows can be grouped as follows:
(a) arrows appropriate to high speed exits on freeways
or at-grade roads;
(b) arrows appropriate to low speed turns on at-grade
roads.
Where the roadway varies from the indication of a

specific arrow type to a relatively minor extent the arrow
may be varied to indicate as closely as possible the
actual roadway alignment. Aspects of individual arrow
design which may be varied, within limits, are:
(a) the shaft length below a junction;
(b) the shaft length above a junction;
(c) the angle of rotation of the whole arrow(or cluster)
(normally from 15 to 30);
(d) the size of the included angle for turns of more than
90 (normally from 135 to 225).
Any of the basic UPWARD-POINTING arrow types

may be used in a mirror-imaged form, either
individually, or as part of a cluster in order to accurately
portray the lane configuration ahead.
A range of arrow CLUSTERS combining various arrow
types for exit lane only displays (NO shared lane),
shared exit and through lane displays and through
lane only displays is given in Figures 4.11 to 4.14.
Upward- pointing arrows used on overhead signs
displayed over at-grade roads may indicate turning
lanes in a manner similar to freeway exit lanes.
Full dimensional design parameters for arrows and

arrow clusters are given in Volume 4, Chapter 6.
8
4.2.7
MAY 2012
Arrows Adapted for Toll Route Use
1 The direction signing system developed for toll routes

includes an indication to drivers that, on entering the
toll route, they will be required to pay toll. This indication
is achieved by the inclusion of the mandatory
regulatory PAY TOLL sign R132 which is
superimposed upon the appropriate arrow or arrows.
(Sign R132 is also erected separately at the start of
the toll section as a free-standing regulatory sign.)
2
Figure 4.15 shows a range of typical examples of such

arrows, including STACK-TYPE, MAP-TYPE and
UPWARD-POINTING arrows. It is not uncommon for a
toll plaza to be integrated into a freeway interchange.
In such s i t uat i ons i t may be necessary to include a
representation of the toll plaza, as well as sign R132,
within an upward-pointing arrow cluster.
If it is necessary to provide an arrow, modified to include

sign R132, which is not detailed in Volume 4 the
basic principles given in Volume 4 should be adhered
to. For further details on the signing of toll routes see
Section 4.14 and Volume 2, Chapter 6.
In designing new arrow CLUSTERS a number of

design characteristics should be maintained, namely:
(a) arrow shafts relating to a specific direction of travel
SHALL be parallel to each other (this requirement,
when applied to curved arrows means that both
straight sections of shaft, above and below the
curved section, shall be parallel; the result of this
requirement is that the radius for the curves
portion of each parallel arrow will be different; this
requirement alone generates a large number of
arrows
It should be noted that the principles used to evolve the

sequence of signs utilizing UPWARD-POINTING
arrows differ significantly from the principles used i n
the sequence of signs d i s p l a y i n g DOWNWARDPOINTING arrows. These principles are covered in
Section 4.9. Refer also to paragraph 4.1.1.3.
SADC - RTSM - VOL 1
GUIDANCE
Stack-Type
Stack-Type
1T
Stack-Type
5T
2T
6T
Stack-Type
3T
Stack-Type
Stack-Type
7T
Detail4.15.1 Typical Stack-Type Toll Route Arrows
Map-Type
M2T.1
Detail 4.15.2
Upward-Type
Map-Type
M2T.2
Map-Type
M2T.3
M6T.1
Map-Type
Typical Map-Type Toll Route Arrows
1T
Detail4.15.3
Fig 4.15
GUIDANCE
Cluster-Type
C2T
Cluster-Type
C2T.P
C9T.P
Cluster-Type
Typical Upward-Pointing Toll Route Arrows
Adaptation of Arrow Types for Use on Toll Route Signs
SADC- RTSM- VOL 1
MAY 2012
4.3.1
LEGEND
4.3
LEGEND
4.3.1 General
1
The main function of guidance signs is to provide

locational or directional information to enable road users
to safely reach their intended destinations. This
information is displayed as a legend on the signface.
The legend may comprise one or all of the following
components:
(a)
(b)
(c)
(d)
letters;
numerals;
symbols;
punctuation marks.
The letters, numerals and punctuation marks used on any

new guidance sign shall be those contained in the DIN
1451 Part 2 letter set in Styles "A" or "B", or in the "B
MOD" style. The range of upper and lower case
letters, numerals and punctuation marks available in
Styles "A","B" and "B MOD" is illustrated in Figure 4.16.
Upper case and numerals ONLY are available in the "B
MOD" style which has been specifically created for use in
DARK colours on a LIGHT colour background (most
commonly BLACK on WHITE) to limit the possible effects
of "overglow" due to the high contrast ratio between the
letters and the background. As such "B MOD" lettering is
primarily used for "LOCATION" message components.
The "B MOD" style is similar to the DIN 1451 Style "B"
in that each letter or numeral occupies the same
space as in the Style "B" and is placed according to
the same spacing rules. The "B MOD" letter stroke
width is greater than the Style "B" letter stroke width, by
approximately 20%. The stroke width of Style "A" and
"B" letters and numerals is denoted by "d". Details of
the letter dimensioning characteristics and design are
given in Figure 4.4 and in Volume 4, Chapter 11.
All LOCATION sign or panel messages are indicated in
upper case letters only. All other guidance sign
messages are indicated in upper and lower case letters
according to normal writing conventions of the various
languages, EXCEPT that a cardinal direction or area is
always indicated in upper case letters.
LOCATION signs should only display one message per
sign. If more than one message is required, such as two
street names it is recommended that two signs be used.
The message on ROUTE MARKER signs is displayed
in a number and/or symbol form only. DIRECTION,
FREEWAY DIRECTION, TOURISM and LOCAL
DIRECTION guidance signs may all display multiple
messages which may comprise a combination of letters,
numerals, symbols and/or punctuation marks.
The spatial layout of all guidance signs has been

designed around the letter stroke width factor "d". In
order to promote conformity, accuracy, and uniformity of
signface layout
characteristics a
number
of
recommendations relating to the placement of different
message components have been evolved. These
recommendations are covered in Subsections 4.3.2
and 4.3.3. In certain cases there are different options
available.
It Is generally recommended that guidance signs

should not display more than 10 "bits" of
information. Further detail on how the number of
"bits" of information may be derived is given in Section
4.4.
DIAGRAMMATIC signs, as the group name implies,

rarely incorporate any legend. In addition to the arrows,
MAY 2012
blocks, symbols or other incorporated sign types

displayed on a DIAGRAMMATIC sign the only legend
normally used is that displayed if a SUPPLEMENTARY
PLATE sign IN11 is specified.
4.3.2
Language
Under normal circumstances any place name appearing

on a DIRECTION, FREEWAY DIRECTION, TOURISM
or LOCAL DIRECTION sign, or any other guidance sign,
shall be displayed in the language of origin. Any other
information given on a guidance sign should normally
be displayed in English. If an Anglicised form of a place
name is in popular use this may be used on guidance
signs at the discretion of the road authority and after
local consultation. The display of place names in two, or
more, languages is not recommended.
The use of abbreviations is not normally

recommended although they may be considered
in exceptional cases. Destination names should
not be abbreviated. If an abbreviation is used,
however, it should be easily identifiable as a
derivation of its full-length form. If a long name
belonging, for instance, to an organisation the premises
of which are to be accorded destination status, and this
name has a commonly used acronym, the acronym
should be used on guidance signs e.g. "Nasrec" for the
"National Sport and Recreational Centre". The
abbreviation of adjuncts used on STREET NAME
signs is permitted (see Section 4.6).
Wherever practical all normal language rules shall

apply to displays on guidance signs. It is common
practice in many African languages, for instance, to
start a destination name with a lower case letter.
4.3.3 Text
1
The space occupied by the text on a guidance signface,

and ultimately the overall sign size, are affected by
three factors, namely:
(a) the letter size to be used;
(b) the inter-letter spacing;
(c) the spacing standards between arrows, text, symbols
and various punctuation marks, both horizontally and
vertically, and the spaces between these components
and the edges of the sign.
Inter-letter spacings are tabulated in Volume 4, Chapter

11. The spacings given in these tables relate to a base
letter size of 112 mm (upper case)/ 80 mm (lower case),
for which "d" = 16 mm. The length of any word or letternumber group can be determined for this letter size from
the tables provided. Since all aspects of the DIN 1451
Part 2 style of lettering are fully proportional, from one
letter size to another, the word length and inter-letter
spacings can be simply calculated for the required letter
size by factoring all dimensions derived for the 112 mm
I 80 mm letter size. The factor is determined by
dividing the required upper case letter size to be used by
112 (see Section 4.4).
The recommended principles pertaining to the use of

DIN 1451 Part 21ettering may, subject to the message to
be displayed, result in a larger overall multiple-stack
SADC - RTSM - VOL 1
GUIDANCE
LEGEND
4.3.2
type sign size than the absolute minimum necessary to
carry the required messages. It is considered, however,
that adherence to these recommendations, which are
indicated in this subsection in bold type, will result in a
signface design which is quicker and easier for road
users to read and interpret. Figures 4.17 and 4.19 illustrate
the basic signface design rules through a range of
"recommended", "intermediate", and "arrow-linked"
STACK-TYPEDIRECTION sign examples. The ultimate
results of adopting a policy to use the "recommended" or
"intermediate" signface design rules are likely to be an
inherently more effective direction sign system, with
resultant safety implications and a limited increase in the
total signface area of direction signs used system-wide.
The benefits or disbenefits relating to any particular
selection or combination of rules is dependent to a
large extent on the sign type, the differences in the
lengths of the place names on the sign the presence or
not of route numbers, and to the total number of "bits" of
information to be displayed. The examples given in the
subsections of this chapter dealing with specific sign
types all conform to the recommended principles unless
noted otherwise. The dimensional details given in Volume
4, Chapters 5 and 6 illustrate the recommended and
arrow linked treatment of several specific sign types when
this is appropriate.
4
Three text positioning factors which are likely to have the

greatest effect on the final sign size and its readability
are:
(a) the location of route numbers;
(b) the justification of lines of text;
(c) the positioning of arrows in relation to text, particularly
on certain STACK-TYPE DIRECTION signs.
Route number letter-number groups may be located

above the destination names to which the route number
applies, or they may be located in front of the
appropriate destination names. It i s recommended
that the route number be placed in front of the
destination names on STACK-TYPE signs and
above the destination names on MAP-TYPE and
OVERHEAD signs. There are a number of situations
when this rule does not apply, namely:
(a) on FREEWAY EXIT DIRECTION signs GA3 (which are
STACK-TYPE signs) it is recommended that the
route number be placed above the destination names
to maintain the same signface layout as used on
preceding signs in the sequence;
(b) when an "indirect" route number is displayed it is
located in front of the destination to which it applies,
irrespective of sign type.
On STACK-TYPE signs i t is also recommended that

the
arrows
in
ALL
STACKS be
placed
h o r i z o n t a l l y outside the space occupied by
any text in ANY of the STACKS of which the sign
Is made. This technique has the effect that all arrows lie
in a space on the sign which is vertically free of text. It is
considered that this allows drivers to quickly search for
and find the STACK relevant to their intended direction
of travel, AND to quickly associate the destination to
which they wish to travel with the correct direction of
travel (see Figure 4.20).
A guidance sign commonly displays a number of lines of
text, either on the signface as a whole (MAP-TYPE and
OVERHEAD signs), or in STACKS or PANELS
GUIDANCE
(STACK-TYPE signs). Justification involves the lining up

of the first or last letters in each line of text on a
common vertical line. It is recommended that l e f t
justification be applied on the left side to the
letters of route number letter-number groups
AND separately to the f i r s t l e t t e r s of the
destination names when the route number is
located in front of the destination names. It is
considered that by adopting this technique the time taken
by drivers to scan a sign, and find the route number and/or
destination name they are looking for, will be kept as
short as possible. In exceptional cases if a long two-part
destination name is displayed or a cardinal direction is
linked with a destination name, the second part of the
destination name, if short, or the cardinal direction, may
be displayed in a second line below the destination
name in a right justified manner (see Figures 4.20 and
4.23).
8
"Indirect" route numbers are displayed within

brackets, to show that the route so indicated does not
intersect directly, at the approaching junction, with the
road on which the sign concerned is displayed. In order to
reach the "indirect" route drivers must first leave the road
on which they are travelling, then proceed along the
intersecting road for some distance until that road
intersects with the previously indicated "indirect' route.
When brackets are used to indicate an "indirect"

route number the justification should be
maintained on the letter of the letter-number group
NOT the bracket. In such situations the bracket nearest
the sign edge or arrow may be permitted to intrude into the
standard space without increasing the size of this space.
If a signface design is complex, situations may arise
where this reduction in space is not acceptable. In such
cases the standard spacing and the justification should be
maintained with a resultant small increase in overall sign
size (see Figure 4.22).
10 LOCAL and TOURISM DIRECTION signs displaying

more than one destination in one PANEL should follow the
general left-justification rule. A right justification rule is
recommended for these s i g n groups when long
multi-part names or long hyphenated names are
"wrapped-around" into two lines of text. This
technique can significantly reduce the length of LOCAL and
TOURISM DIRECTION signs. Spacing standards on these
two sign groups are reduced to limit sign size and,
because of the greater use of symbols, there are a
number of particular rules relating to the display of
legend combining symbols and text (see Figures 4.20 to
4.25 and Volume 4, Chapters 7 and 11).
11 In addition to brackets a number of forms of punctuation are
available for use on guidance signs (see Figure 4.23).
FULL STOPS shall not be used after i n i t i a l s or
abbreviations.
12 It is recommended that words using different
letter sizes should NOT appear on a guidance
signface, with the EXCEPTION of the option to
show a STREET NAME in a LOCATION PANEL on a
DIRECTION sign or a CARDINAL DIRECTION, in
reduced size letters. In this case the letter size used
for street names or cardinal directions may be reduced to
2/3 or 3/4 of the size of the letters used for the
destination names, with due regard to the final readability
of these messages.
13 A number of guidance signs are available which indicate
SADC - RTSM - VOL 1
MAY 2012
4.3.3
LEGEND
Fig 4.16
MAY 2012
Lettering Alphabet and Punctuation Styles
SADC - RTSM - VOL 1
GUIDANCE
LEGEND
4.3.4
only route numbers. Such limited displays are
intended to keep these signs compact in size. Signs of
this type are commonly utilised to give early, or "preadvance", indication of the directions to be taken to
follow or reach the indicated routes. Examples of such
signs are:
If a symbol is used with a destination name i t

s h a l l ALWAYS precede the destination name. This
will overrule the first letter justification rule. If a
symbol is used with a route number i t shall
ALWAYS follow the route number.
Certain symbols which are not symmetrical about

their vertical centre l i n e and which imply a sense
of direction should be turned to face in the
direction of the arrow on the sign or s i g n stack.
Details of symbol positioning are given in Figure 4.25
with particular reference to permitted positions of the
AIRPORT symbol GDS-3.
FREEWAY (Class A-1) symbolGDS-4 and FREEWAY

(Class A-2) symbol GDS-5 are both used on
TRAILBLAZER signs in the ROUTE MARKER class and
on DIRECTION signs in trailblazer panels. They should
only be used on guidance signs when linked with a
route number. Similar symbols GLS-4 and GLS-5 are
used only on LOCATION signs together with the name of
the freeway.
The CITY CENTRE/CENTRAL BUSINESS DISTRICT

symbol GDS-8 may be used on a DIRECTION or
FREEWAY DIRECTION sign with a route number when
only a route number is displayed, with a town or city name,
OR with the name of a street leading to the town or city
centre. When the symbol is used w i t h a street
name the name of the town or city shall appear in
black on white at the top of the sign to indicate
that the interchange or junction in question is
"located" in the named town or city and that the
street named on the sign leads to the centre of the
named town or city. This situation is common to urban
freeway signing where a town or city can be
approached by a number of streets intersecting the
freeway but one of these streets is considered most
appropriate by which to reach the town or city centre. It
is recommended that such a situation be
preceded by an EXIT SEQUENCE sign GAS
indicating the town or city name at the top, the
various street names serving the town or city
with
the
appropriate
interchange
(EXIT)
numbers and distances to the e x i t , and symbol
GDS-8 in front of the relevant street name. The
symbol should then be repeated in front of the street name
on the signs relevant to the exit in question, all of which
signs also display the town or city name at the top. At the
subsequent off-ramp terminal it is recommended that,
since the cross-street which has the name that appeared
as a destination on the FREEWAY DIRECTION signs
approaching the exit has been reached, this street name
should appear in black on white at the top of the OFFRAMP TERMINAL DIRECTION sign GA6 to identify the
intermediate "location" now reached by drivers. Drivers
wishing to turn towards the town or city centre should now
see symbol GDS-8 in front of the town or city name in
one of the directional stacks of sign GA6 (see Section 4.9).
Symbol GDS-8 may be used more locally with town or city
names. If a civic centre has been developed some
distance from the central business district this
information should be i ncorporated into the
DIRECTION signing system for the area, town or
city.
TOLL ROUTE symbol GDS-9 shall only be used with a

route number. The majority of DIRECTION signs or
FREEWAY DIRECTION signs required for toll routes
may be created by the simple addition of symbol GDS-9
after the appropriate route numbers. Other basic
(a) TRAILBLAZER signs (see Section 4.7);

(b) ROUTE MARKER signs (see Section 4.7);
(c) on-ramp ADVANCE DIRECTION signs, particularly
in confined urban situations;
(d) FREEWAY PRE-ADVANCE EXIT DIRECTION
signs GA1 or GC1 (see Section 4.9).
In order to offer adequate orientation, when this is
relevant, these signs may also incorporate the display of a
cardinal direction. TRAILBLAZER signs may incorporate
a single uniquely styled letter representing the
appropriate cardinal direction (see Subsection 4.7.2). On
the GA1 sign, or its overhead GC1 version, however, the
cardinal direction shall, when used, be indicated in full
(see Subsection 4,3.4). A cardinal direction used
with route numbers shall be displayed in YELLOW
upper case letters.
14 The terms North, South, East and West may also be
used to qualify a destination name. This technique is
most appropriate at rural junctions and may be of use
particularly when signing the exit points to a small to
medium-sized by-passed town served by more than
one exit, e.g. Heidelberg (NORTH) and Heidelberg
(SOUTH). This cardinal "area" s h o u l d b e
d i s p l a y e d in upper case WHITE letters
within brackets (see Figure 4.24).
4.3.4 Symbols
1
Symbols may be used on guidance signs to limit the

amount of text to be displayed and thus reduce reading
time and sign area. The symbols are particularly intended to
replace common names such as airport, station etc.
Symbols are available in a number of series for use on the

following guidance sign types (see Section 4.0):
(a) LOCATION signs (numbered in the GLS series);
(b) TRAILBLAZER and ROUTE MARKER signs (using
the GDS or GFS series);
(c) DIRECTION and FREEWAY DIRECTION signs
(numbered in the GDS series);
(d) TOURISM signs (numbered in the GFS series);
(e) LOCAL DIRECTION sign (numbered in the GDLS
series).
3 It should be noted that some symbols are available in

more than one sign category, e.g. the "Mine" symbol is
available for DIRECTION signs as GDS-12 and for
TOURISM signs as GFS A7-3; the "Toll Route" symbol is
available for LOCATION signs as GLS-2 and for
DIRECTION signs as GDS-9, etc. Care should be
exercised that the correct symbol for the job is specified
since the sizing characteristics for each category may be
different. Dimensional details are repeated in the various
chapters of Volume 4 to ensure that the correctly
proportioned and sized symbol is used.(A number of
direction sign symbols are also available for use on
INFORMATION signs, numbered in the INS- series. See
Chapter 5).
4
If a symbol is used with a location name such as

a river name, freeway name, or toll route name the
symbol shall be placed below the name.
GUIDANCE
SADC - RTSM - VOL 1
MAY 2012
4.3.5
LEGEND
aspects of toll
Section4.14.
route signing are
covered in
10 ALTERNATIVE ROUTE symbol GDS-10 may be

used on DIRECTION or FREEWAY DIRECTION
signs in association with a
route number.
Alternatively the symbol may be used on its own, or
with a route number, on ALTERNATIVE ROUTE
MARKER signs GE16 (see Section 4.6).
11 The LIBRARY GDS-15, BICYCLE ROUTE GDS-16 and
PARK 'N RIDE GDS-17 and GDS-18 symbols are
intended for DIRECTION signing at a l ocal level and
shall not appear on FREEWAY DIRECTION signs.
12 LOCAL DIRECTION signs are generally provided for
destinations of limited but local importance. As with any
other type of guidance sign, if an appropriate symbol is
available this should be used instead of text. GDS
symbols may be used on LOCAL DIRECTION signs in
addition to those developed specifically (GDLS series)
for the local level of guidance signing (see Section 4.0).
13 TOURISM sign symbols are subdivided into the
following groups (see also Section 4.0):
(a) Tourist Attraction facilities (GFS A1-A13 series);
(b) Emergency services (GFS B1 series);
(c) Light Vehicle services (GFS 82 series);
MAY 2012
(d) Truck Rest and Service (GFS B3 series);

(e) Food services (GFS B4 series);
(f) General services (GFS B5 series);
(g) Rest and Service Areas (classified) (GFS 86 series);
(h) Vehicle Classes (GFS 87 series);
(i) Accommodation (GFS C1 series);
(j) Rest and Service Area "Totem" signs (GFS D1
series).
14 Only symbols which have been approved by the
SATCC Roads, Road Transport and Road Traffic
Subcommittee shall be used on guidance
signs. Approved symbols are illustrated in Section 4.0.
All symbols are given in Volume 4 superimposed on a
grid of squares which simplifies their enlargement to the
required size. The height and width of all symbols are
specified in terms of "d", the stroke width of the l etter
size with which the symbol is to be used.
15 Generic or family symbols, or individual symbols or
logo's may be displayed on tourism signs if the service
provider wishes so. Such symbols or logo's shall be
displayed in white and must be approved by the SATCC
Roads,
Road
Transport
and
Road
Traffic
Subcommittee.
SADC - RTSM - VOL 1
GUIDANCE
LEGEND
4.3.6
Fig 4.17
GUIDANCE
Recommended Rules of Signface Text Layout- Optimum

Readability - Stack-Type Direction Signs
SADC - RTSM - VOL 1
MAY 2012
4.3.7
LEGEND
Fig 4.18
MAY 2012
Arrow Linked Rules of Signface Text Layout - Reduced Size

and Reduced Readability - Stack-Type Direction Signs
SADC - RTSM - VOL 1
GUIDANCE
LEGEND
4.3.8
Fig 4.19
GUIDANCE
Intermediate Rules of Signface Text Layout

-Stack-Type Direction Signs (see also page 4.3.9)
SADC - RTSM - VOL 1
MAY 2012
4.3.9
LEGEND
NOTES:(Figures 4.17 to 4.19)
(1) Figures 4.17 to 4.19 to show options for signface layout of

multi-stack DIRECTION signs. The layout of a specific sign
is subject to how many variables interact for that sign. One
variable which is difficult to illustrate adequately, is the
variation in lengths of three (or more) destination names in
three stacks. In Figures 4.17 and 4.18, the lengths of the
blocks representing the three names are the same in
each detail, namely one short, one long and one inbetween.
(2) Details 4.17.1 to 4.17.4 show the three basic
recommended rules (with standard spacings):
(a) arrows are located to the far right or left of each stack;
(b) left justification of all route numbers;
(c) additional left justification of all names.
(3) Details 4.17.5 to 4.17.7 show how the length remains
constant irrespective of which stack contains the longest
name. Details 4.17.8 to 4.17.10 show how the same effect
occurs when some stacks do not have route numbers. Sign
length is dictated by the sum of two stack-type arrows (Types
5 or 6), the longest name, the longest route number and all
standard spacings. Other points to note ("recommended"
rules) are:
(a) straight-on arrows are centred over right turn arrows;
(b) the standard space is between the longest name and
the 'longest arrow, even when not in the same stack;
(c) the sign length will be slightly less if the one route
number is shorter than the others in the other
examples;
(d) all text is vertically lined up to help scanning.
(4) Detail 4.18.1 has the same name lengths as Detail 4.17.1 but
the text is permitted to extend into the spaces over or under
the arrows. This makes the sign length less but loses the
vertical justification. Details 4.18.2 to 4.18.4 clarify the exact
effect of names being 'linked' to the arrow in their stack,
irrespective of the length of the names (the 'arrow-linked'
rule). In Details 4.18.5 to 4.18.7 it is shown that there is little
variation in length with the position of the longest name, but
all examples are shorter than in Figure 4.17.Details 4.18.8 to
4.18.10 show that when route numbers are not present in all
stacks the saving in size is greatest (up to 30% - see Detail
4.19.7).Points to note ("arrow-linked" rules) are:
(a) the straight-on arrow is NOT centred over the right turn
arrow (Detail 4.18.5 shows a slightly shorter sign);
(b) the arrows are always located a standard space from
the right or left side of the stack;
(c) scanning is made difficult and slower.
(5) Figure 4.19 illustrates i n t e r m e d i a t e " rules of multistack DIRECTION signface layout. In all cases of the
application of ' intermediate' rules the purpose is to allow a
sign to be made smaller whilst still retaining the best possible
text justification. Essentially the 'intermediate rules permit:
(a) firstly, the space below the straight and right arrows to
be occupied by a long name (Detail 4.19.1);and/or
(b) secondly, a long name without a route number to 'jump
to line up with the route number in other stacks, and to
'jump' again, if necessary, to occupy the space over the
left turn arrow at a standard space from the left edge of
the sign (Details 4.19.2, 4.19.3 and 4.19.5).
(6) Details 4.19.1 to 4.19.4 show the progressive effects of one
name (in one stack) getting longer. The examples include
ones with route numbers in all stacks and ones with some
route numbers omitted. Detail 4.19.7 provides two
generalised comparisons of the different rule systems. The
'intermediate' rules can lead to a saving in sign length of up
to 20%, with little loss in readability.
(continuation of Figure 4.19 from page 4.3.8)
MAY 2012
SADC - RTSM - VOL 1
GUIDANCE
Fig 4.20
GUIDANCE
Recommended Basic Signface Spacing Details

SADC - RTSM - VOL 1
MAY 2012
Detail 4.21.1
Stack Sign Display
Detail 4.21.3
Two Destinations On One Route
Detail 4.21.5
Overhead Through Destination - Centred Display
Fig 4.21
Detail 4.21.2
Detail 4.21.4
Map-Type/Overhead Exit Display
Confirmation Sign Display
Recommended Basic Justification Principles
NOTES: (Figures 4.20 and 4.21)

(1) Basic vertical and horizontal spacings are given for
letter Styles "A" and "8" in Detail 4.20.1. There are
many additional standard dimensional values detailed in
Volume4.
(2) Horizontal spacings are less for Style "A" than Style
"B". All vertical and horizontal spacings are reduced for
TOURISM and LOCAL DIRECTION signs even when
Style "B" is specified.
(4) All lines of text justification are shown as:

(5) In Detail 4.20.2 arrow type numbers are indicated in
brackets after the appropriate "d" dimension.
(6) Examples showing brackets are given in Figure 4.22
and those with symbols are given in Figure 4.25.
(3) Exit displays on overhead signs conform to the pattern of

map-type sign displays. Through destination displays
on overhead signs may be left justified as in Details
4.21.2 and4.21.3 or centred as in Detail4.21.5.
MAY 2012
SADC - RTSM - VOL 1
GUIDANCE
Fig 4.22
GUIDANCE
Recommended Treatment for "Indirect" Route Numbers
SADC - RTSM - VOL 1
MAY 2012
Detail4.23.1
Brackets for Indirect Route
Detail 4.23.2
Slash (Toll Route)
Detail 4.23.3
Hyphen - Place Name
Detail 4.23.4
Hyphen -Tourism Sign

"Wrap-Around"
Detail 4.23.5
Apostrophe - Place Name
Detail 4.23.6
Comma - Decimal Distance
Detail4.23.6
Ampisand (example- two cardinal directions)
Fig 4.23
Punctuation
NOTES: (Figures 4.22 to 4.23)

(1) "Indirect" route number examples given in Figure 4.22
show "worst case" situations close to a sign edge
border or arrow. Many other situations which result in
no significant reduction in spacing may occur.
(2) The punctuation examples in Figure 4.23 are
representative. If a need arises for a form of punctuation
not illustrated the spacing should be derived from the
most similar example. Details of special spacings
between punctuation marks and letters or words are
MAY 2012
(3) Cardinal directions should only be used with route

numbers on PRE ADVANCE DIRECTION signs GA1 or
GC1, or on MAP-TYPE DIRECTION signs GDS to GD9
in confined urban situations as shown in Figure
4.24.
(4) The figure following a comma in a decimal d i s t a nc e
display should be 2/3 to 3/4 of the height of the
"kilometre" figure height. The stroke width of this decimal
figure will therefore be thinner than other letters and
figures used.
SADC - RTSM - VOL

1
GUIDANCE
Detail 4.24.1 Cardinal Direction (Straight-on)
Detail 4.24.2
Cardinal Direction (Left or Right)
Detail 4.24.3
Cardinal "Area"
Detail 4.24-4
Cardinal Direction as Part of a Destination Name (example- Tourist Destinations)
NOTES:
(1) Cardinal directions displayed with route numbers shall
be yellow uppercase text and may be reduced in
height to 2/3 to 3/4 of the letter height of the route
number (see Details 4.24.1 and 4.24.2).
(2) Cardinal directions may also be used to indicate the
division of an area or town. In this case the text shall
be white uppercase, and shall be placed within
brackets. The letter size may be reduced to 2/3 or 3/4
Fig 4.24
GUIDANCE
of the main letter height (see Detail 4.24.3).

(3) Detail4.24.4 illustrates examples of tourist destinations
which include cardinal directions in the place name. In
this case the text should be white and in normal sized
upper/lowercase lettering.
(4) In the above details a letter height factor "1" equates to
"7d" and a factor "2/3" or "3/4" equates to "7d *.
The Use of Cardinal Directions or Areas

SADC - RTSM - VOL 1
MAY 2012
Fig 4.25
MAY 2012
Symbol Positioning and Orientation

SADC - RTSM - VOL
1
GUIDANCE
4.4.1
DETERMINATION OF LETTER SIZES

4.4
4.4.1 General
1
In order that guidance signs displaying text in the form of

letters, numerals, and punctuation marks may be
adequately designed to fulfil their function, the size of
text to be used on the sign must be determined according
to a number of factors.
factors to the effectiveness of the whole signing system are

covered in Chapter 1.
2
The adequacy or otherwise of a specific letter size to

enable drivers to read guidance sign messages in the
shortest possible time has been the subject of much
research in many countries. Many factors affect the
results of such research, not least of which relate to the
physical characteristics of the driver population of a
specific country.
(a) the sign mounting position, i.e. ground - or side mounted, or overhead mounted;
(b) the letter style used on the signface;
(c) legibility factor;
(d) the visual acuity of drivers;
(e) the luminance of the signface;
(f) whether the text will be displayed in the normal
arrangement of upper and lowercase letters, or in
uppercase letters only;
(g) the speed of traffic on the approach to the sign(s);
(h) the amount of information displayed on the sign;
(i) the horizontal and/or vertical displacement of the
sign from the direction of m o v e m e n t of vehicles
(see Figure 4.26).
..:
3 The methods covered in this section and the

values accepted for various variables have been
derived jointly from local and overseas research.
Research is likely to continue and in time
refinements to the factors and principles
involved may result.
4
The characteristics of the DIN 1451 Part 2 letter Styles

A" and "B" are covered in paragraph 4.1.1.7, F i g u r e
4.4, Subsection 4.1.5, and Figure 4.16. Since the letter
style is fully proportional it may be reproduced to any
letter height by factoring the basic letter sizes of 112 mm
(uppercase) and 80 mm (lowercase). In practice it has
been found advantageous to standardise on eight pairs of
sizes of letters, although this does not preclude the use
of other sizes. It should be noted, however, that
manufacturers are only likely to carry dies relating to
the standard sizes. New sets of dies are costly to
produce and are not warranted for non-standard letter
sizes unless large numbers of letters are required.
Letters can be cut to any size from vinyl or retroreflective
materials by computerised cutting machines. This latter
technique is particularly cost effective for small letter
sizes. The standard letter sizes for use on guidance
signs are:
3 Ground-mounted and overhead signs are dealt with

in separate figures and nomograms. Warrants for the use
of overhead signs are given in Section 4.1.
4
Styles "A" and "8" lowercase letters have different legibility

factors. Research in South Africa has shown that, for drivers
with a visual acuity of 1 the legibility factors for Style "A"
letters are 0,518 metres/millimetre (m/mm) of letter height
during daylight and 0,306 m/mm during the night. The
equivalent legibility factors determined for Style "B" are
0,713 m/mm during daylight and 0,396 m/mm during
night. Research has also shown that 85% of South African
drivers have a visual acuity of 1,14 minutes of arc. On the
basis of this research a legibility factor of 0,5m/mm has been
adopted to derive the letter sizing nomograms. A legibility
factor of 0,5 m/mm means that a driver with a
visual acuity of 1,14 can read a 100 mm high
lowercase letter at a di stance of 50 m. The legibility
distance at which the sign is deemed to become legible can
thus be determined once a letter size is chosen.
Alternatively, for a required legibility distance, a letter size
may be specified. The legibility factor is also dependent on
the luminance of the sign.
In the context of the acceptance of the value for the

legibility factor of 0,5 m/mm it should be noted that
drivers with a visual acuity as low as 2 may hold a
drivers licence, and the night-time values of the
legibility factor for both Styles "A" and "B" are
below 0,4 m/mm. It is therefore evident that every
effort should be made, when designing according to the
given parameters, to ensure that the luminance of
signs at night is optimised. This can be achieved by one or
more of the following techniques:
112/80 mm, 140/100 mm, 175/125 mm, 210/150 mm,

280/200 mm, 350/250 mm, 420/300 mm, and 490/350
mm.
These metric sizes bear no relationship to former
imperial (inch) sizes used on guidance signs.
5
Smaller letter sizes will be required for use on STREET

NAME signs GL1. The selection of letter sizes for
STREET NAME signs is not linked to the message
displayed. Recommended sizes are given in Subsection
4.6.4.
Dimensional details of letters, numerals, and punctuation

marks, together with the spacing tables for the 112/80
mm base letter size are given in Volume 4, Chapter
11. This same Chapter includes full size examples of all
letters, numerals and punctuation marks in Styles "A"
and "B" for letter size 140/100 mm.
4.4.2Design Factors
1 The meanings of the various terms used in this section are
given in Chapter 10: Glossary of Terms. The
relationship of various factors contained in formulae
used to derive nomograms from which letter sizes may be
determined are illustrated in various figures and tables
given, with the nomograms, at the end of this section.
Further general comment on the importance of these
MAY 2012
The determination of an adequate height of letter in

order to transfer a required guidance message to drivers
is dependent on a number of factors, namely:
(a) the use of retroreflective materials which have

higher than normal retroreflective values for the
manufacture of sign letters (the luminance of the
message will be improved if the luminance contrast
ratio between the letters and the signface
background material is kept as high as possible);
(b) the internal or external illumination of signs;
(c) control over the specification and maintenance of
vehicle headlamp settings and light distribution;
SADC - RTSM - VOL 1
GUIDANCE
4.4.2
a sign with two or more eye movements. In

between these sign reading eye movements the
driver's eye should return to check the vehicle
movement in relation to the roadway and other
traffic. The checking eye movements are likely to
l ast at l east 1,0 seconds each time. The overall
time that a sign should be available for reading (T)
therefore needs to be increased over the reading
time required (t) based on the amount of
information on the signface. As a general rule it
could be argued that the reading time required
should be increased by up to 1,0 seconds for
every 1,5 seconds of reading time required by
the message. This factor should particularly be
borne in mind when considering signs with over
6 "bits" of information, and also when sign
reading times and/or driver reactions, in order to
exit or turn, are under pressure from other factors
such as the high risk of signs being obscured by
traffic or a difficulty in finding gaps in traffic in
order to make lane changing manoeuvres (see
Chapter 1).
(d) improved road surface reflection;

(e) careful placement of signs in relation to the headlamp
beam pattern.
6
The use of text on guidance signs in uppercase letters

only is reserved for very limited applications. These
applications are all on LOCATION signs which utilize
dark coloured letters on a light coloured background. In
addition the displays are limited to a maximum of two or
three "bits" of information per sign.
Style "A" letters may be used in place of Style "B" letters

under certain circumstances. If a very long name is
likely to result in a lot of wasted signface area the name
may be displayed in Style A lettering. In urban areas,
where space is often limited, the use of Style "A"
lettering may permit the use of a DIRECTION sign
when the same sign using Style "B" lettering cannot be
accommodated in the space available. It should be
borne in mind, however, that the night-time
legibility factor of Style "A" lettering is some 40%
below the value used for the nomograms and
other standard details given. Consideration should
therefore be given to offsetting this factor by using a larger
Style "A" letter size than would have been used in Style "B",
or by using higher retroreflectivity materials or sign
illumination.
The action of driving depends upon the continual use of

vision. A driver's act of reading a sign s h o u l d not
distract his attention from the task of driving
safely in the prevailing traffic conditions more
than is absolutely necessary.
The speed of traffic on the approach to a sign, in conjunction
with the legibility distance, determines the reading time
available to a driver. The reading time begins at the legibility
distance and ends when the sign disappears from the
driver's acceptable cone of vision in either the horizontal or
vertical plane. The cone of vision is determined by the
horizontal or lateral displacement of a ground- or sidemounted sign and the vertical displacement of an
overhead sign. The faster a vehicle travels between these
two points the less time is available to a driver to read and
interpret a sign. A horizontal cone of vision of a
maximum of 15 has been adopted. Research has
shown that beyond 15 it becomes difficult for a
driver to safely determine the alignment of the road
ahead whilst reading a sign. A vertical cone of
vision of 7,based on vehicle characteristics, has
been adopted. These values are consistent with those
used in other countries.
10 The amount of information displayed on the signface

also affects the reading time. For convenience the
information can be determined as a number of "bits".
"Bits" of information may comprise text in the form of
easily identifiable groups such as interchange numbers
and route numbers, or destination names, commonly
displayed in conjunction with arrows and/or symbols of a
wide range of types. Whilst it is possible to design a
sign for a specific number of "bits" of
information, it is generally recommended that the
maximum number of "bits" of information used on
a guidance sign should be 10 "bits". The "bit"
values attached to the different signface components are
detailed in Figure 4.27.
11 It should be noted that it is generally accepted
that drivers' attention should not be diverted from
their primary task of safe vehicle control for
periods much in excess of 1,50 seconds. In order
therefore to read a sign requiring 3 or more
seconds, drivers will normally have to read such
GUIDANCE
4.4.3 Reading Time Formulae

1
Determination of the reading time required (t) for a sign

and the reading time available (T) has been researched
in a number of countries with wide ranging results.
The formula for reading time required (Formula 1)

adopted for this edition of the Manual is based on that
derived by Australian researchers. The Australian formula
was derived under laboratory conditions devoid of the
normal distractions pertaining when driving on busy
roads. Based on South African research and
experience the formula has been adapted by the
addition of Distraction Factor D. Details of the
formulae and Distraction Factor D are given in Figures
4.27 to 4.30.
The values determined from Formula 1 for the reading

time required for a sign relate directly to the number of
"bits" of information on the sign. These are factored
according to the level of driver distraction likely to be
experienced on a specific road.
Formulae 2 to 5 relate to the physical characteristics of the

roadway and the sign location, and to the approach speed
of traffic. These formulae can be used to determine the
reading time available to traffic as a result of these
physical characteristics. In order to adequately design a
guidance sign, or system of guidance signs, the
reading time available shall be at least equal to the
reading time required for the sign message and it
should preferably be greater to allow for higher
than anticipated levels of distraction and other
incident processing required of drivers.
Tables 4.1 to 4.4 illustrate the relationship between

reading time required (t) and the reading time available (T)
for a range of speeds and letter sizes. For the
purposes of these tables the signs concerned have
been assumed to be ground-mounted, offset 15m from the
normal line to the furthest vehicle path, and the road has
been assumed to have characteristics appropriate to a
Distraction Factor value of 1,25. In addition the values
of legibility factor of 0,5 m/mm and limiting horizontal
cone of vision of 15 have been used. For these
examples the horizontal cone of vision equal to 15
results in a distance at which the sign effectively
disappears from the drivers' vision of 56 m.
SADC - RTSM - VOL 1
MAY 2012
4.4.3
4.4.4 Selection of Letter Sizes

1
It is clearly not practical to decide on a unique

letter size for each individual guidance sign which
forms part of a system. In practice decisions on
l etter sizes should be made on a systematic basis
related to the common values of the various
relevant parameters prevailing within a specific
guidance signing system. Thus, for example,
STACK-TYPE DIRECTION signs GD2 which are
primarily of interest to turning traffic travelling at
reduced speeds, and located in a standard position in
the far left corner of a junction, may be manufactured to
one standard letter size based on either a typical
message display, or the "worst case" display, provided
the range of message displays is reasonably constant
(up to 6 "bits" of information), and the factors mentioned
are not significantly varied. Generally the letter sizes should
not be reduced from the "norm" when short messages
occur (2 or 3 "bits"). Consideration should, however, be
given to increasing the letter size for individual signs
displaying 8, 10 or more "bits" of information. There is
generally sufficient flexibility in the standard sizing of
letters, to permit the design of almost all signs, within a
guidance sign system operated by an authority, using
two or three of the standard letter sizes.
The guidance signface layout designs which have
been developed and are detailed in this chapter use a
number of factors which, with the necessary awareness
of drivers and education by authorities, can improve on
the reading times given in Formula 1.The use of specific,
easily recognisable colour codes and standard positions
for interchange numbers, route numbers, distances and
arrows mean that these items can be located, read and
comprehended more rapidly than the average rate for
other, more random, parts of the sign message. In fact
many decisions can be made by drivers based simply
on these items of information. Alternatively the need to
read a full signface in order to locate a required item of
information may be avoided because the search
process is reduced by standardised layouts.
Letter sizes for guidance signs may be determined
using the formulae, or by using the nomograms, given in
the following figures. A number of representative
worked examples are given in Figures 4.36 and 4.37.
MAY 2012
The selection of a suitable lower case letter size is

a decision which is based on a compromise of a
wide range of factors. In the absence of more
authoritative and
appropriate research the
nomograms given in Figures 4.31 to 4.35 offer an
effective and quick method of determining an
adequate letter size for normal sign designs. If the
application of a nomogram results in an example falling on
the line between two letter sizes, the smaller letter size
should not automatically be chosen. The following
factors should be considered in making the decision
whether to use the smaller or larger letter sizes
(a) are traffic volumes likely to increase significantly
during the life of the sign? (commonly 10 years);
(b) does the sign have an above average number of
"bits" of information? (in which case the factors
considered in paragraph 4.4.2.11 are more likely to
come into effect);
(c) are the mounting or locating circumstances of the
sign significantly different to others in the system of
which it forms part?
(d) are particularly complex manoeuvres required of
drivers in reaction to the sign message?
(e) is there any likelihood that the characteristics of the
driver population using the sign are significantly
different to normal (visual acuity or reading capability)?
(f) is the sign likely to be illuminated?
5 The specific principles covered by this section (and

incorporated into the nomograms) should be used
individually, as appropriate, by sign designers particularly
when signs with characteristics well beyond the "norms"
of the basic guidance signing system provided by an
authority are required. They should also be used to
check the relevant sight and reading distance
aspects of more complex road geometric layouts
in relation to likely sign positions and the
manoeuvres required by drivers in reaction to
sign messages in order to change lanes, weave,
merge or exit from one route to another. The use
of decision sight distance as a design "tool" is
recommended under such conditions
(see
Subsection 4.9.2).
SADC - RTSM - VOL 1
GUIDANCE
4.4.4
TABLE 4.1
SPEED CONVERSIONS
km/h
m/s
60
80
100
120
16,67
22,22
27,78
33,33
Legibility distance (m)
Letter Heights (mm)

175/125
210/150
280/200
350/250
420/300
62
75
100
125
150
Reading distance (m)
Reading Time (sec)
80
60
TABLE 4.4
"Bits" of Information (N)
4
6
8
10
12
0,36
1'14
2,64
4,14
5,64
6
19
44
69
94
Speed (km/h)
100
0,27
0,86
1,98
3,11
4,23
READING TIME REQUIRED (t)
0,22
0,68
1,58
2,48
3,38
120
0,18
0,57
1,32
2,07
2,82
TABLE4.4
Reading Time (sec)

1,34
2,14
2,94
3,74
4.54
where
Legibility factor ft
Lateral displacement x
Horizontal cone of vision
Disturbance factor D
GUIDANCE
TABLE4.3
READING TIME AVAILABLE {T)
TABLE 4.3
175/125
210/150
280/200
350/250
420/300
TABLE 4.2
MAXIMUM LEGIBILITY DISTANCE (dt)
TABLE 4.2
Letter Heights (mm)
TABLE 4.1
=
=
=
=
0,5 m/mm
15 m
15o
1,25
SADC - RTSM - VOL 1
MAY 2012
4.4.5
Detail4.26.1
Lateral Displacement:
Rural Class A
Detail 4.26.3
Urban Class A or B
Detail 4.26.5
Detail 4.26.2
Rural Class B
Detail 4.26.4
Rural Urban Class C or D
Vertical Displacement of Overhead Signs: x = 6 - 8 m
NOTES:
(1) Lane dimensions given are representative only.
Actual dimensions should be used to determine "x".
Fig 4.26
MAY 2012
(2) Values for "x" may be used in formulae in Figures

4.29 and 4.30 or in the Nomograms in Figures 4.31
to 4.35.
Lateral and Vertical Displacement of Guidance Signs

SADC - RTSM - VOL 1
GUIDANCE
4.4.6
NOTES:
(1) The value of "N" should be determined by adding the
"Bits" for all signface components and generally
rounding up to a whole number.
(2) The "Map-type arrow group" includes the arrow, the
distance and the straight-on route number.
(3) The use of Distraction factor "0" assumes that the
driver's attention may be diverted by the driving task
Fig 4.27
GUIDANCE
during the reading time required for the sign.

(4) The upward pointing arrow cluster should be
increased to 2 "bits" for 5 or more arrows in a
cluster. This factor EXCLUDES distance and/or
route numbers which shall be added.
(5) See Subsection 4.4.3.
Formula for Reading Time Required for Guidance Signs
SADC - RTSM - VOL 1
MAY 2012
4.4.7
NOTES:
(1) See Figures 4.29 and 4.30 for application of formulae
to ground-mounted and overhead sign letter size
determination calculations.
(2) For overhead signs "x" is measured from the road
Fig 4.28
MAY 2012
surface and should be reduced by the driver's eye

height of 1,05 m. See Figure 4.30.
(3) The value of "T" should be equal to or greater than
the value of "t".
Formulae Used to Determine Letter Sizes
SADC - RTSM - VOL 1
GUIDANCE
4.4.8
NOTES:
(1)
The letter size determined relates to the reading

time required to read a specific sign. The complete
sign design must ensure that this reading time is
Fig 4.29
GUIDANCE
available to drivers (see Subsections 4.4.3 and 4.4.4, and

Tables 4.1 to 4.4).
Determination of Letter Sizes for Ground Mounted Signs

SADC - RTSM - VOL 1
MAY 2012
4.4.9
NOTES:
(1) See Figure 4.29 and Nomograms in Figures 4.31 to 4.35.
Fig 4.30
MAY 2012
Determination of Letter Sizes for Overhead Signs
SADC - RTSM - VOL 1
GUIDANCE
4.4.10
NOTES:
(1) Worked example shown in chain dot line.
(2) See Figures 4.32 to 4.35 for further
nomograms.
Fig 4.31
GUIDANCE
(3) Details relating to various factors "x", o, "N", etc.

and formulae used to derive the nomogram are
given in Figures 4.26 to 4.30.
General Nomogram for Determination of Letter Sizes:

Ground Mounted Signs
SADC - RTSM - VOL 1
MAY 2012
4.4.11
NOTES:
(1) Details r e l a t i n g to various factors "x", "0", "N", etc. and
formulae used to d e r i v e the nomogram are given in
Figures 4.26 to 4.30.
Fig 4.32
MAY 2012
(2) For further nomograms see Figures 4.31 and 4.33 to 4.35.
(3) Examples plotted are detailed in Detail 4.36.1.
See rear of Manual binder for blank copies of
nomograms.
Nomogram for Determination of Letter Sizes:

Ground Mounted Signs - Factor D = 1,0
SADC - RTSM - VOL 1
GUIDANCE
4.4.12
.Q
NOTES:
(1) Details relating to various factors "x", "0", "N", etc. and
formulae used to derive the nomogram are given in
(3) Examples plotted are detailed in Detail

4.36.1. See rear of Manual binder for blank
copies of nomograms.
(2) For further nomograms see Figures 4.31, 4.32, 4.34

and 4.35.
Fig 4.33
GUIDANCE

Ground Mounted Signs - Factor D = 1,25
SADC - RTSM - VOL 1
MAY 2012
4.4.13
NOTES:
(1) Details relating to various factors "x", "D", "N" etc. and
(3) Examples plotted are detailed in Figure 4.36. See rear of

Manual binder for blank copies of nomograms
(2) For further nomograms see Figures 4.31 to 4.33 and

4.35.
Fig 4.34
MAY 2012

Ground Mounted Signs - Factor D 0
SADC - RTSM - VOL 1
GUIDANCE
4.4.14
NOTES:
(1) Details relating to various factors "x", "D", "N", etc. and
Fig 4.35
GUIDANCE
(2)
See Figures 4.31 to 4.34 for further nomograms.
(3)
Examples plotted are detailed in Figure 4.37. See

rear of Manual binder for blank copies of
nomograms.

Overhead Signs - Factor D = 1,50
SADC - RTSM - VOL 1
MAY 2012
TABLE 4.5
RECOMMENDED LETTER SIZES - RURAL SIGNS
Road Class
Overhead
Ground Mounted
Operating
Speed
(km/h)
A1
8
8,C
8,C,D
8
8,C,D
For
D=1,0
N=8(Direction)
Letter size (mm)
Sign
Displacement
X(m)
120
120
100
120
100
80
80
A1,A2
8
15
8
8
8
8
8
TABLE 4.5
Direction
(2-3)
(2)
(2-3)
(1)
{1)
(2-3)
(1)
N=S(Tourism)
Tourism
490/350
350/250
420/300
280/200
280/200
350/250
210/150
280/200
210/150
175/125
1751125
D=1.5(0verhead)
.
TABLE 4.6
RECOMMENDED LETTER SIZES - URBAN SIGNS
Road Class
Overhead
Ground Mounted
Operating
Speed
(km/h)
A1
A1
A1
A1
8
B,C
8
8,C
8,C,D
8,C,D
For
D=1,5
Sign
Displacement
X(m)
8
15
8
15
8
13
8
9
6
6
100
100
80
80
80
80
60
60
60
50
N=6(Direction)
TABLE 4.6
Lettersize (mm)
Direction
(2-3)
(3)
(2-3)
(3)
(2-3)
(2)
(2-3)
(2)
(1)
(1)
N=3(Tourism)
350/250
350/250
350/250
350/250*
350/250
280/200
280/200
210/150
175/125
175/125*
Tourism
280/200
280/200
210/150
210/150
210/150
210/150
210/150
140/100
140/100*
112/80
D=1.5(0verhead)
Where * =Next lower letter size is optional.
NOTES:
(1) The letter sizes given here are for specific values of
"D", "N" and "X"-consult the nomograms for different
values.
(2) Guidance sign design for a complex traffic
environment shall include a check on the required
MAY 2012
reading time and a review of the letter size (see

Subsections 4.4.2 and4.4.3).
(3) The number of lanes used to derive values of "X"
is indicated in brackets thus (2).
SADC - RTSM - VOL 1
GUIDANCE
4.4.16
NOTES:
(1) Letter sizes derived from appropriate nomogram.
(2) Details 4.36.2 and 4.36.3 will normally be mounted
Fig 4.36
GUIDANCE
almost straight ahead of approaching traffic, resulting in

low values of "x".
Worked Examples: Ground-Mounted Signs

SADC - RTSM - VOL 1
MAY 2012
NOTES:
(1) Letter sizes derived from appropriate Nomogram.
(2) (2) Value extrapolated from Fig 4.35.
Fig 4.37
MAY 2012
(3) Arrows in Details 4.37.1 and 4.37.2 treated as Stacktype arrows to derive "N".
Worked Examples: Overhead Signs

SADC - RTSM - VOL 1
GUIDANCE
URBAN GUIDANCE SIGNING

4.5
4.5.1
4.5.1 General
1
The guidance signing system has been developed

around rural needs and extended to cover additional
needs of urban, and peri-urban, environments. As such,
certain sign types, or "tools" of the system, are more
commonly used in urban areas i.e. LOCATION signs,
which include STREET NAME signs GL1 and
SUBURB NAME signs GL2, and which have the
specific function of making road users aware of where
they are (which, if they have navigated successfully,
could be where they actually want to be).The ultimate
result of this state of affairs, when taken in the context of
large urban or metropolitan areas in particular, is that
there is a wide range of optional levels of guidance
signing available for application in such areas. This
section has been included to assist those responsible
for providing guidance signs in urban areas approach
their task in a structured manner (see also Volume 2,
Chapter 9: Urban Guidance Signing, which covers
specific levels and applications in detail).
The design and application of guidance signs in urban

areas requires a disciplined approach to the
understanding and putting into effect of the following
basic principles (see Section 1.1.9 for fuller details):
(i) regional centres of economic activity;

(ii) traffic generators;
(iii) concentrations of population;
(iv) transient tourist population;
(v) (terminal) junctions of numbered routes.
7
Practitioners should beware of dealing with the task of

destination selection in an urban area in too parochial
a manner. In particular, destinations which may
appear correct on an historical basis, may have little
orientational value to a stranger. A more effective end
product is likely to result from an assessment of
candidate destinations from the perspective of the
driving seat of a stranger.
It is an accepted principle of the development of

"on-trip" aids to navigation that they cannot be expected
to function effectively without up-to-date maps being
available to strangers, and, that strangers are prepared
to make use of such maps. It is therefore of
fundamental importance that the guidance signing
system and the maps correlate accurately. To this end
map-makers must be kept aware of detail changes to
the system.
In addition to liaison with map-makers, urban

authorities must be prepared to take steps to create
awareness amongst road users of the principles upon
which their guidance signing system is built. If the urban
area is large, or is a major tourist centre, the effort to
create awareness may need to be conducted at a
national level.
(ii) sign information function:

(b) system efficiency:
(i) functional requirements;
(i) clear and simple message transfer to road

users;
(ii) message transfer factors;
(d) information display:
(i) use symbols where possible;
(ii) display a standard amount of information in
a standard way;
(iii) limit the total amount of information.
4
In the urban context road users can broadly be

considered to fall into one of two categories:
(a) regular or familiar users of the road network (commuters);
MAY 2012
In order to satisfy the needs of these "strangers" the

guidance signing system must display destinations
which will be effective. It is not an easy task, particularly
in a large urban area, to select appropriate destination
names. The destination selection process (see also
Chapter 8), must take account of the need to:
(a) provide adequate navigational orientation;
(b) consider the proximity of other potentially familiar
destinations;
(c) recognise the importance of :
(a) navigation (see Chapter 8);

(i) primary aids (see Figure 4.3);
(ii) criteria to meet these functional requirements;

(c) signface design function:
The guidance signing system is primarily provided for

the latter category of user. "Strangers" can be
considered to include:
(a) long-distance travellers passing through or making
use of the services in an urban area;
(b) commercial drivers collecting and delivering goods;
(c) local residents in a part of the urban area outside
the sphere of influence of their normal commuting
activities.
The following sign types make up the guidance sign

class, and an urban guidance signing system is based
on their use:
(a) LOCATION signs in the GL series;
(b) ROUTE MARKER signs in the GE series- including
TRAILBLAZER signs;
(c) DIRECTION signs in the GO series;
(d) FREEWAY DIRECTION signs including the GA,
GB and GC series;
(e) LOCAL DIRECTION signs in the GDL series;
(f) TOURISM DIRECTION signs in the GF series;
(g) DIAGRAMMATIC signs in the GS series;
(h) PEDESTRIAN signs in the GP series; and
(i) TOLL LOCATION and DIRECTION signs, which
are variations specifically for toll route use.
(b) strangers.
10 In order to create an effective urban guidance signing

system attention must be given to a detailed
classification of the urban street network (see Figure
1.4 and Subsections 4.5.3 and 4.5.5).
11 The principles used throughout this Manual, and
specifically in developing the concepts covered in this
section, are based on an awareness of the human
factors involved (see Section 1.7), and on the road
SADC - RTSM - VOL 1
GUIDANCE
4.5.2
safety philosophy of "positive guidance" (see Section

1.8).Those practitioners dealing with guidance signing in
urban areas are recommended to familiarise themselves with these subjects.
12
Outdoor advertising (see Section 1.9) can have a

particularly adverse effect on guidance signing systems if
it is permitted to compete directly for drivers attention in
the areas commonly used to locate guidance signs. For
this reason urban authorities should, in formulating control
policies for outdoor advertising, pay particular attention to
potential conflicts between advertising signs and
guidance signs. (The South African Department of
Environmental Affairs and Tourism has recently
published a manual called "The South African Manual
for Outdoor Advertising Control" (SAMOAC), which is
relevant and recommended.)
particularly urban guidance signs, have developed a

structured hierarchy. This structured approach is
demonstrated in the form of "layers" of guidance
information as they are represented to drivers in Figure
4.3.
7
The most important group, that of DIRECTION signs,

within their own group conform to a hierarchy which is
demonstrated to road users in the form of a sign
background colour code. In this way direction signs
used at the highest1evel in the road network have a
blue background colour and those at lower levels have a
green background. In addition to this basic hierarchy
supplementary direction may be given, subject to the
appropriate warrants, for local destinations on white
signs or for tourist destinations on brown signs. At the
local level in the urban road network local and/or tourist
direction signs may be the only direction signs provided
(see Section 4.0).
There is also an established hierarchy for the information

that appears on direction signs. This is illustrated in
Figure 4.38 and listed below:
4.5.2 Concept of Urban Guidance Signing

1
When drivers undertake a journey through or into an

area with which they are not familiar they invariably
require assistance in the form of navigational aids in
order to reach their final destination safely and with
minimum disruption to other traffic. Information needed in
order to navigate successfully through the road
network should be obtained initially before starting the
journey from maps, road reports or from directions
given in the form of written or verbal messages, AND
whilst on the journey from roadside aids. These
roadside aids comprise the guidance sign class.
A journey may start in one urban area, proceed primarily
through rural areas but pass through varying sizes of
town on the way, and end in another urban area.
Alternatively a journey into an unfamiliar area may
occur wholly within a large metropolitan area. The
potential need on such journeys to navigate through
several changes of direction is normally much greater in
an urban area than in a rural area. This need is
catered for by urban guidance signs.
Urban guidance signs are used to give directional

information to assist drivers to proceed in the correct
direction at a junction during their journey. They are
also used to give reassurance after turns have been
made and to identify "landmarks" along the way. In
particular urban guidance signs must identify the final
destination on the journey in the form of a street name
and some form of property identification.
The amount of guidance signing provided in an urban

area will tend to vary according to the position of the
particular street within the urban street network hierarchy,
although other factors do affect the signing level.
Urban guidance signing as a signing system is structured

in a hierarchical manner into primary and secondary
levels, supplemented as necessary by tourism and
local direction signs. The destinations used on
primary and secondary level signs provide
directional orientation to drivers, whereas the
destinations on tourism and l ocal direction signs
should be only of supplementary significance at
a local signing level.
The whole process of providing road traffic signs has

been structured in an orderly manner to assist those
who provide the signs, signals and markings to do so in
terms of the overall signing system objectives of
conformity, accuracy, uniformity, consistency and
continuity. Within this overall system guidance signs, and
GUIDANCE
(a) primary information - street name or other

locational information and, when appropriate, route
numbers;
(b) secondary information- orientation destinations;
(c) tertiary information - supplementary local and/or
tourist destinations.
9
In addition there is a further hierarchy which is relevant to

the level of urban guidance signing to be used,
namely the urban street classification. (All these different
levels of importance are covered in greater detail in
Volume2, Chapter 9.)
10 The most important overall objective of this section is to

establish urban guidance signing practices which will allow
all sizes of urban authority to establish an "Urban
Guidance Signing Plan" for their town or city.
11 Such "Urban Guidance Signing Plans" will vary in
detail according to the position occupied by the town in the
regional, provincial or national road network. They should
also offer an affordable, staged implementation plan which
should concentrate on the basic requirements first whilst
always aiming for the ultimate goal of as close to perfect
an urban guidance signing system as possible.
4.5.3
1
Urban Street Hierarchy
In planning and traffic engineering terms roads tend to be

categorised according to the mobility they provide for
traffic or the accessibility they offer to users of the road
network. These concepts are just as appropriate to
the consideration of a classification for urban
streets for signing purposes since most urban
streets cater for both functions, with one
predominating over the other to varying degrees.
Urban streets have been classified in a number of
different ways in the past for different purposes. In
order to establish a structured approach to the
provision of urban guidance signing it is necessary to
determine a classification system for urban streets
which can be related to preferred levels of guidance
signing. It should be noted, however, that under
typical urban conditions the ability to provide
direction signs, or not, is dictated as frequently
by the availability, or otherwise, of space to
accommodate the signs, as it i s by the
requirement to conform to a particular preferred
signing treatment.
SADC - RTSM - VOL 1
MAY 2012
Fig 4.38
MAY 2012
Guidance Sign Information Hierarchy
SADC - RTSM - VOL 1
GUIDANCE
4.5.4
2

sub-categories such as "scenic arterials" or "shopping
arterials" and are numbered routes);
(d) Tertiary (or Limited) arterials have an above
average degree of traffic f riction or conflict and are
particularly limited in their ability to cater for traffic
growth (they are streets from which traffic might be
expected to migrate if given a more attractive
alternative street or route) - in reality they are
commonly unnumbered routes attempting to carry
too much traffic for their physical dimensions or
frequency of direct access which result in congestion
due to high levels of turning movements;
(e) Local Collector-distributor streets are those
streets which provide frequent direct access to
frontage properties, collect traffic from local streets,
and distribute traffic from arterials;
(f) Local residential streets are those streets which
are wholly within a neighbourhood bounded by
arterials and/or local collector-distributor streets their function is that of local access and they should
preferably not be connective.
Terminology relating to categories of street has also

varied in the past. The following basic terms are used in
this chapter to describe the functions of different types
of street:
(a) Arterial streets are those streets forming a network
of routes whose main function is to carry the major
traffic movements within the metropolitan or urban area
with the emphasis on mobility (different traffic and
frontage conditions may require sub-categorisation
whereby some streets can be expected, and
encouraged, to provide more mobility than others) arterials are usually numbered and include freeways;
(b) Collector-distributor streets are those arterial or
local streets
along which
mobility
and
accessibility have approximately equal priority;
(c) Local streets are all streets not classified as arterial.
Local streets should lie wholly within a local traffic
area bounded by arterial streets (or other physical
features) and should have the primary function to
provide accessibility. Local streets should not be
numbered routes.
These categories are illustrated in Figures 4.39 and
4.40.
The selection of routes through smaller towns or cities will

almost certainly be carried out by provincial or national
road authorities as the towns are likely to have grown up
around a regional, provincial or national route. As towns
develop it will become necessary to establish a broader
street hierarchy. At such a time the urban authorities
should assess their street network for candidate Class "A",
"B1", "B2", "C1" and "C2" streets.
Once this initial assessment has been made the function

of each route should be evaluated in terms of the
following criteria to establish the mobility/accessibility
characteristics (see Section 8.4);
Urban streets may be classified into one of the following

classes:
(a) Class "A" - Urban Freeway Arterial (a numbered
route).
This class may be sub-divided into:
(i) Class "A1" a dual carriageway freeway, or
(ii) Class "A2" a single carriageway freeway;
(b) Class "B1"- Primary Arterial (a numbered route);
(c) Class "B2" - Secondary Arterial (a numbered
route);
(d) Class "C1"- Tertiary (or Limited) Arterial;
(e) Class "C2" - Local Collector-distributor Streets;
(f) Class "D" - Local Residential Streets.
These concepts are illustrated in Figures 4.39 and 4.40.
(a) "familiarity" or trip generating potential of orientation

point destinations as indicated by:
(i) whether it is a city or town (grade could be an
indicator), residential suburb or industrial area;
(ii) other local attractor/generator of traffic such as a
shopping centre or teaching institution;
(b) the road type and quality;
(c) the trip characteristics such as:
The following are functional descriptions of the above

classes of street:
(a) Urban freeway arterials are those streets which
have a strictly limited number of access points and
have grade separated junctions thereby offering the
highest level of mobility (to be signed using blue
background freeway signs such streets should be
designated as Class "A1" freeways by the provision,
at their points of access, of sign R401 - although
unlikely to occur in urban areas there is a lower order
of freeway, classified as Class "A2" which should be
designated as such by display of sign R402 - Class
"A2" freeways have a single carriageway with no
central median but do have grade-separated
junctions - the direction signs for Class "A2" freeways
have a green background);
(b) Primary arterials are those at grade routes for
which the most important function is to provide
mobility on main through routes for metropolitan or
urban traffic not catered for by freeway arterials these streets will be expected to cater for above
average traffic growth and will carry route numbers;
(c) Secondary arterials are those streets which have
mobility/accessibility functions which may vary
considerably (secondary arterials may include special
GUIDANCE
(i) traffic volumes;

(ii) trip time;
(d)
(e)
(f)
(g)
(iii) trip length;

(iv) trips for leisure;
numbered routes should connect to other numbered
routes;
numbered routes should not regularly change
direction at junctions;
numbered routes should not double back, cross
themselves or another specific numbered route more
than once;
an assessment of the accumulated time and cost
savings for the majority of road users in comparison to
an alternative route.
The next step in this route optimisation process is to

actually classify the chosen routes as Class "A", "B1",
"B2", "C1" or "C2" as appropriate to their importance,
prior to being allocated a route number if classified as
Class "B2" or higher.
SADC - RTSM - VOL 1
MAY 2012
Fig 4.39
MAY 2012

SADC - RTSM - VOL 1
GUIDANCE
4.5.6
At this stage it is appropriate to consult other interested

parties such as road user groups, and road planning
and management groups to test the validity of the
allocations. These groups should be consulted again
during the process of preparing the Urban Guidance
Signing Plan.
It is not appropriate for candidate numbered urban

routes to follow the same process used to decide
whether a rural route should qualify for a route number.
The method of classification described above and the
requirement that all Class "A", "B1" and "B2" routes be
numbered is adequate.
10 The allocation of all urban or metropolitan route

numbers shall be co-ordinated with the existing
regional, provincial and national numbered route
network to avoid the issuing of conflicting or confusing
route numbers in close proximity to each other e.g.
R24 (provincial) and M24 (metropolitan). Care needs
also to be exercised when a continuous route passes
directly from one metropolitan area to another or from
a metropolitan area into an adjacent provincial region.
In cases where the preferred number of an M-route
could clash with that of a continuing M-route or a higher
order route, actual route number allocation should be
co-ordinated through the relevant regional road
authorities. It is worthwhile, in a new numbered route
network, to establish a basic north-southIeast-west
order by allocating odd-numbers to north-south routes
and even- numbers to east-west routes. (Circular
routes can present difficulties in this regard and when
providing cardinal directions on route marker signs).
11 Once route numbers have been allocated details of the
routes and their numbers must be submitted to all map
makers and the police and other emergency services. Future
detailed route changes must be passed to emergency
services immediately and also to map makers on a
regular basis.
(a) finding the specific property which represents the

end of a trip whether in a residential suburb, in an
industrial area, or in a busy central business district
(this can be particularly difficult in a CBD when the
organisation sought is one of many tenants in an
un-numbered building);
(b) finding the specific-street in which the destination
property i s located and to turn in the correct
direction when street-name signs,.if they exist, are
not located in a consistent position and the letter
size used is not adequately l egible in the
circumstances (this difficulty may of course occur
several times during the course of a journey in a
large urban or metropolitan area).
It is easy to understand that such difficulties can arise
frequently.
2
In addition, during the intermediate levels of a trip,

drivers may be navigating using route numbers or
familiar destination names. If these are not signed
to match the expectations of d r i v e r s ,
d i f f i c u l t i e s w i l l o c c u r at this stage of a
trip. Such a problem can occur near the beginning of a
trip, at many points along the way, or near the end of
the trip in combination with the problems noted in
paragraph 4.5.4.1.
To minimise the effects of such difficulties the following

aspects of the navigation process are particularly
important:
(a) the provision of accurate navigational aids before
and during a trip, and
(b) driver awareness and education of the navigation
process so that expectations will tend to match what
is provided by the guidance signing system.
Navigational aids are available to drivers outside the

road environment for trip planning purposes and within
the road environment during a t r i p . The information
available can be graded in its importance or effective ness. Primary information is likely to permit drivers to
undertake the majority of their trip and is normally in a
very compact form i.e. a route number. At strategic
points along
the
way secondary information
supplements this primary knowledge to assist
decisions, normally associated with a change of
direction. Finally a tertiary level of information may be
offered, when warranted, to assist drivers in reaching
specific types of destination which commonly are larger
attractors or generators of traffic than individual private
or business premises e.g. meeting venues or tourist
attractions. The structure of this information process is
illustrated diagrammatically in Figure 4.3 and the
signface aspect of the information in Figure 4.38.
Navigational aids used by drivers during their pre-trip

planning before they commence their journey into an
unfamiliar area may include some, or all of:
12 For numbered route networks to function as

intended it is essential that the relevant road
authorities promote the routes and their numbers by
using all forms of media available. Considerable
importance is attached to the display of route
numbers to the extent that the level of signing for a
numbered route may consist of only ROUTE
MARKER signs. Such a choice may be dictated by a
lack of space for larger signs or by economic
considerations.
4.5.4 Urban Navigation Principles

1
The destination ultimately sought by virtually all

"strangers" navigating their way through a small or large
urban area is a street address. Only a very limited
number of street addresses relate directly to an item of
information appearing on guidance sign, other than, of
course, the STREET NAME sign referring to that
address. Even when the correct street has been found,
it is not uncommon that strangers have difficulty finding
the actual street number they are looking for due to
poor quality practices regarding the visibility and
continuity of property numbers. The basic navigational
difficulties which drivers are most commonly presented
with in an urban environment can be described very
simply, although they may present themselves in
widely differing ways. The following can be considered
as the most basic yet often most difficult tasks for a
driver to undertake in an unfamiliar urban environment:
GUIDANCE
(a) road maps, including:

(i) inter-town/inter-city maps
showing
route
numbers and destination (town) names and
frequently interchange exit numbers;
(ii) large detail town/city maps showing route
numbers and street names;
(iii) detailed street maps showing route numbers,
street names, directions of travel in one way
streets, and, if possible, property number
sequences (to show direction of increase
and decrease);
SADC - RTSM - VOL 1
MAY 2012
Fig 4.40
MAY 2012
Mobility/Accessibility Diagram
SADC - RTSM - VOL 1
GUIDANCE
4.5.8
(b) road reports;

(c) other media formats such as brochures, magazines,
newspapers, television or videos;
(d) verbal or written descriptions - which should be
transferred to, or correlated with, a road map.
How the information obtained is used is of primary
importance. It is necessary for drivers to find a suitable
way of recording the necessary information. A marked up
copy of the road map will be ideal, whether or not drivers
have an assistant "navigator" with them, but even
writing down a consecutive list of route numbers and
interchange exit numbers will be very effective for the
major part of a long journey.
6
4.5.5
1
The navigation principles described in Subsection 4.5.4

suggest a long distance journey from a large urban
area, perhaps passing through smaller urban areas,
until ending in another large urban or metropolitan area.
Trips within large urban or metropolitan areas, which
include areas, with which, travellers are not necessarily
familiar, may be carried out using exactly the same
navigating principles.
In determining the solution to a problem it is normally

beneficial to analyse the nature of the problem. To work
effectively urban navigation principles have to be able to
work in any type of urban street network. Urban street
networks can be categorised as follows:
The in-trip navigational aids can include road maps used

in the pre-trip planning and up-dating radio road reports,
but the information gained will be confirmed by the
information given on the various types of guidance sign
provided along the route. The information may
comprise:
(a) Level 1 - a network of minor streets comprising a

town with perhaps one or two "main" streets, none of
which warrants classification above Class "C2" (such
a description will also commonly apply to suburbs
or local traffic areas within larger urban areas);
(b) Level 2a - an essentially similar street network to
that in (a) but which may have developed around one
or two regional, provincial or national numbered
routes whereby there is one junction between such
routes and the routes pass through the town without a
change of direction;
(c) Level 2b- a street network similar to that described in
(b) but where one or both of the numbered routes
changes direction within the town;
(d) Level 3 - a street network which includes several
regional, provincial or national numbered routes such a network is also likely to include identifiable
urban Class "C1" and Class "C2" streets;
(e) Level4 - a street network in which numbered urban
Class "B" ("B1" and/or "82") streets can be identified
in addition to regional, provincial or national
numbered routes - such a network normally only
occurs after one, or several contiguous, urban areas
have been designated as a metropolitan area;
(f) Level 5 - a street network in which the full range of
urban street classes, including freeways, can be
clearly identified.
(a) route numbers on:

(i) route marker and trailblazer signs;
(ii) direction and freeway direction signs;
(iii) confirmation signs;
(b) orienting destination names on:
(i) direction and freeway direction signs;
(ii) confirmation signs;
(c) local destination names on:
(i) town name, suburb name, and street name
signs;
(ii) local direction signs;
(iii) tourism direction signs;
(d) property numbers and private or commercial property
names.
7
Interchange numbers are commonly provided at the

interfaces between the National route freeway system
and lower order urban streets. These numbers are a
very valuable navigational aid because the appropriate
interchange number may be the only piece of information
actually needed to identity the correct exit from the
freeway (Class "A") system. It is therefore important
that road authorities ensure that information on
interchange numbers is made available to map makers
and that it is included on their maps so that there is the
best possible correlation between the maps and the
guidance signs used on the road network
The various navigational aids referred to in the previous
paragraphs can only work if drivers are aware of their
existence, and if drivers are aware what information they
should obtain from the pre-trip aids which will, with a good
degree of certainty, also be found on the in-trip aids.
Whilst drivers unfamiliar with this process may not
always have their information expectations confirmed by
guidance signs, those that are aware of the process and
are educated in its limitations and how it can be made to
work, are likely to have expectations which can indeed be
matched by guidance signs. A very important part of
the education process involves those who give
directions to drivers on to how to reach a specific
destination. They also need to know how the
navigation system works, so that they give
directions in a form that can be matched by
expected guidance signs.
GUIDANCE
Typical Urban Street Networks
Figures 4.41 and 4.42 illustrate this range of typical

urban street networks which will all require an Urban
Guidance Signing Plan of lesser or greater
complexity.
3
A relatively common Southern African road network

situation involving urban areas is that of the by-pass
route. This can occur at any of the levels given in
paragraph 4.5.5.2. Figures 4.41 and 4.42 include
examples of such situations. The guidance signing of
by-passed towns requires particular care and coordination between road authorities and is covered in detail
in Chapter 8.
4.5.6 Basics of Destination Selection

1
The comments made in this subsection give guidance on

the selection of destinations for display on DIREC- TION
(and FREEWAY DIRECTION) signs on numbered
routes within urban/metropolitan areas. They do not
provide a fool-proof method of selecting a set of
orienting destinations for an urban environment. In fact, in
many instances the comments may point out potential
SADC - RTSM - VOL 1
MAY 2012
problems to be avoided. The larger the urban area

becomes, generally, the more difficult it becomes to
select destination names which will be adequately
effective for strangers. The primary factor in their
selection should ultimately be their orientational value
or "power" for strangers
2
The emphasis on orientational value is based on the

reason for displaying destinations at all, namely to
ensure that, with a minimum of time to read the DIRECTION
sign, a stranger will quickly be able to make the correct
choice of movement at the approaching junction. The
destination names displayed need to have sufficient
"familiarity" to strangers that they will turn to the left or
right, or go straight-on, correctly towards their intended
destination.
As a general rule, DIRECTION class signs should be
provided at all junctions between Class "A" and "B", and
Class "B" with "B", routes because these junctions are
where the need for orientation is greatest. DIRECTION
signs may also be used at lower levels in the urban
street network, but at such levels signs are commonly
only warranted to indicate significant traffic generators i.e.
the need and ability to provide orientation is much
reduced and indeed less practical. As a result, when
direction signs are provided at levels below Class "B",
they are not automatically provided to cover all directions
of exit from a junction. This level of signing can, in fact,
be adequately performed by LOCAL DIRECTION or
TOURISM DIRECTION classes of sign. Such a practice
will, because of the different colour codes of the classes of
direction sign, make the relative importance of the
orientational DIRECTION signs more obvious to
strangers. (LOCAL and TOURISM DIRECTION
signs may also be used to supplement DIRECTION
signs when it is considered necessary to give direction in
addition to the orientational destinations on the
DIRECTION signs. For more details on the functions of
these supplementary classes of direction sign refer to
Sections 4.10 and 4.11.)
The choice of urban destination can be related directly to
the level of street network as detailed in paragraph
4.5.5.2. Except in a by-pass situation the destination
names which should be selected for any direction signs
required in street networks of Levels 1, 2a, 2b or 3
should be the appropriate familiar or control rural
destination identified in terms of the provisions of Volume
1, Chapter 8. In a by-pass situation the signing on the bypass rather than within the town will indicate destinations
within the town subject to the level of its internal street
network. The indication given at access points will
normally be as simple as the name of the town if there is
no destination beyond the town of any significance.
In a Level 4 network the principle for Level 1, 2a, 2b and
3 networks will apply to the destinations for direction
signs on any provincial or national numbered routes
within the urban area. The destinations to be displayed
on any direction signs on regional or urban Class "B"
numbered routes should be selected after consideration
of the following factors:
(a) the local traffic area or suburb population size (or
number of erven) which is likely to offer the best
orienting value due to its numerical importance or
"power" (if a local traffic area should encompass
several suburbs the name to be used to identify the
local traffic area as a destination should be either
MAY 2012
(b)
(c)
(d)
(e)
the name of the largest contained suburb or one

selected by using of the factors below);
traffic composition (with particular emphasis on the
percentage of non-commuters if this is likely to
exceed the very general rule of thumb of 15%
unfamiliar users);
trip purpose (this may involve a weighting for seasonal
variations in unfamiliar users);
the need to avoid less attractive or more sensitive
areas;
a preference for a destination identified in (a) which is
at, or near, the end of the urban route.
In addition a candidate destination should only be

considered if the route runs through it or ends within it. All
proposed orientational destination names should be
subjected to broad scrutiny including the involvement of
local key role-players (see Figure 4.44). These roleplayers must however be clearly informed on the
purpose of the destination names and the limitations
applicable in their selection and display. The function
of identifying other possible destinations, on the way
to the indicated destination, by means of town and
suburb name signs should be made clear. The choice
of destination can be weighted because of perceived
historical values but this needs to be considered with
circumspection because it must be determined whether
this historical value has merit beyond the immediate
local area, in other words to unfamiliar drivers. The
preference for "historical" directions tends to lie with, for
example, residents giving directions to an in-coming
stranger.
The availability of supplementary local and tourism

signing should be taken into account in the final analysis.
It should not be necessary to display more than one
orienting destination name per exit direction from a
Class "B"/Class "B" junction. One exception to this rule
should be the inclusion of the names of major
t r a f f i c generating transport terminals of regional
importance.
The basis of a Level 5 network should build on that

appropriate to a Level 4 network. Class "B1" routes
destination names are likely to be the names of the
towns making up the metropolitan area or external
destinations of provincial or national importance. On
Class "B2" routes the major suburb names may replace
town names, subject to the size of the urban area and the
density of the urban route network or the signing may
simply consist of the provision of route marker signs.
The selection of destination names for a Class "A" route

within a Level 5 urban street network may present
specific problems. In terms of the approved policy for
urban freeway signing given in Section 4.9 the need for the
display of destination names on urban freeway
direction signs occurs as follows:
(a) on confirmation signs - for confirmation;
(b) on overhead straight-on signs- for confirmation;
(c) on exit signs at systems interchanges (normally
overhead signs) - for orientation;
(d) on direction signs on access interchange off-ramps- for
orientation when turning onto the cross street;
(e) on direction signs on the intersecting cross street
approaching the freeway - for orientation entering
the freeway.
The exit direction information given on the freeway
up to the point of exit from all urban freeway
access interchanges comprises the route
SADC - RTSM - VOL 1
GUIDANCE
4.5.10
GUIDANCE
SADC - RTSM - VOL 1
MAY 2012

Fig 4.41
Minor Urban Street Networks
Fig 4.42
MAY 2012
4.5.11
Major Urban Street Networks

SADC - RTSM - VOL 1
GUIDANCE
4.5.12
number and street name of the intersecting street. In

a peripheral freeway route by-pass situation the name of
a control destination outside the metropolitan area on a
regional, provincial or national numbered route may be
added. The names of major traffic generators such as
transport terminals or large industrial areas may also
be added at this level, due to the nature of the traffic
generated - i.e. a relatively high percentage of unfamiliar
road users, and in the latter case due to the difficulty in
manoeuvring heavy vehicles.
inventory of existing signs. (It is very likely that any

authority which has the latter will already possess
an acceptable Urban Guidance Signing Plan and
will only need to review and refine if from time to
time.) - Figure 4.44 includes a checklist for this
process;
(b) Step 2: Discuss the existing situation with key roleplayers from the community - these role-players should
come from all sectors of the community _ including the
decision makers, those people involved in community
affairs and those affected by any actions taken typically representatives of the business, tourism and
public sectors should be involved as well as the
emergency services, civil defence and traffic officers;
(c) Step 3: From the information gained, make an
initial assessment of the street network to establish or
refine the arterial network including the recording of
existing route numbers, if any, and define provisional
local traffic areas;
(d) Step 4:Discuss the initial design with the role-players
identified in Step 2;
(e) Step 5:Review arterial assessment and extend the
classification to establish optimum routes and if necessary
allocate new route numbers and/or rationalise existing ones,
and to identify streets with a collector-distributor function
(Class C2) and thereby determine local traffic
neighbourhoods or communities.;
(f) Step 6: Using the criteria given in Subsection 4.5.6
select provisional destination names for the
numbered route network on the basis that these
must offer the best possible level of orientation for
strangers to the area;
(g) Step 7: Present the details of the Interim Plan,
comprising proposed
numbered routes and
destination names, together with awareness
information on the navigational process, to the
previously consulted role-players;
(h) Step 8: Refine the Interim Plan in terms of
comments received as a result of the consultation
in Step 7 and prepare a written description of all
routes.
10 Metropolitan areas, as they grow, tend to incorporate

freeway
system-to-system
interchanges.
Such
interchanges invariably handle traffic which is partly
that generated by a provincial or national network, and
partly generated by the metropolitan area. The direction
signs at such an interchange should therefore attempt
to display orientational destinations which are familiar at
the provincial or national l evel AND those necessary for
orientation at the metropolitan level. A detailed example
of such a situation is given in Subsection 8.5.6. Some
measure of compromise is almost always
necessary due to the limitations on the amount
of information and
the
task
complexity
experienced by drivers in such situations.
11 Figure 4.43 summarises the type of guidance sign
destination message which will normally be displayed on
the different classes of urban street.
4.5.7 Interim Urban Guidance Signing

P lan
1
In order to proceed towards the objective of a detailed

Urban Guidance Signing Plan it is recommended that
urban authorities adopt a structured approach which
should use certain basic principles but which may vary in
detail according to the size of town and the nature and
extent of the street network within the town. The
planning process can be conveniently conducted in two
parts. An Interim Plan may be prepared which will not
commit the urban authority to detailed sign design but
which should establish a complete inventory of the
existing signing system and thereby identify the scale
of any problem. It will also provide a full road
classification for the town. The complete Urban
Guidance Signing Plan can pick up where the Interim Plan
stopped and be developed to include an implementation
phase with an appropriate budget. The latter should be
detailed to the extent that it will include designs for specific
urban guidance signs. To these ends a number of
procedural steps are recommended. These are
illustrated in Figure 4.44 and are described in the
following paragraph.
The Interim Plan can be considered as a "broad-brush"
approach to the development of the Urban Guidance
Signing Plan involving the first few steps in the overall
process. To prepare an Interim Plan the following
steps are recommended:
(a) Step 1: Collect any previous work undertaken by, or
for, the authority which in any way impacts on the
provision of guidance signs in the town and create an
inventory of existing signs and other relevant data.
In some instances this may be as little as a record
of the allocated street names for a very small town, or a
wide range of detailed reports, designs and research
on the subject, up to a detailed computer based
GUIDANCE
Steps 3 and 5 plus the consultative Step 4 result in the

creation of a detailed Road Classification for the town or
city. Whilst the purpose of this classification is to
enable the development of a quality urban guidance
signing system it may be of great use for other municipal
activities.
It is recommended that, subject to the immediate needs of

the urban area concerned, the Interim Plan be
extended to a full Urban Guidance Signing Plan as
described in Subsection 4.5.9.
4.5.8
Minimum Urban Guidance Signing
There are few urban authorities that have fully developed

urban guidance signing systems in place, and those
that do not, will be most unlikely to be able to
implement an Urban Guidance Signing Plan from
scratch in a short space of time (in order to make
navigation of their street networks possible).
An Interim Plan establishes the route classification and

main orientation destinations for a town or city, and
records existing signing. In order to implement a cohesive
Urban Guidance Signing Plan it is convenient to consider
the system information requirements as being represented
by a number of information "layers".
SADC - RTSM - VOL 1
MAY 2012
Fig 4.43 Urban Street Classification Related to Guidance Message Type
MAY 2012
SADC - RTSM - VOL 1
GUIDANCE
4.5.14
3
Figure 4.3 shows two basic layers of guidance information

(Layers 1 and 2), and two optional supplementary layers
(Layers 3 and 4) which may be provided subject to
compliance with various warrants. Layer 1 is split into two
components represented by Layer 1A (pre-trip
information) and Layer 1B (on-trip information). It is
important that the information given by Layer 1A correlates
accurately with that provided in all the other layers.
Layer 1B and Layer 2 represent the important on-street

information provided in the main by guidance signs.
Provision of the signs giving the information covered by
Layer 1B must be considered as obligatory since this
level of information is the minimum necessary to
navigate urban street networks with any measure of
success.
If the signing level required by Layer 2, and

arrived at in terms of the Interim Plan, is
considered unaffordable it is imperative that the
information required by Layer 1B be provided.
The effect of this requirement is illustrated in Figure 4.45
for towns without numbered routes (network Level 1) and
in Figure 4.46 for towns with numbered routes (network
Levels 2a, 2b, 3, 4 and 5).
The example given in Figure 4.45 refers to the

absolute minimum level of urban guidance
signing which should be provided by any town.
The example illustrates one street in a Level1 town, as
illustrated in Figure 4.41 and described in Subsection
4.5.5, and therefore has no numbered routes. The
guidance signs which should be provided throughout
such a town, as an absolute minimum, are therefore:
(a) STREET NAME signs GL1 at all junctions, and
(b) TOWN NAME signs GL3 at all main points of entry
into the town, and
(c) property numbers.
If the town is big enough to have identifiable suburbs
SUBURB NAME sign GL2 may be provided as
appropriate and CONFIRMATION sign GD3 may be
provided at the town limits on any through streets.
Figure 4.46 shows a typical section of numbered route

within a larger town. In order to provide the minimum
acceptable level of guidance under such
circumstances the following guidance signs
should be provided in addition to property
numbers:
(a) STREET NAME signs GL1, and
(b) ROUTE MARKER signs GE12 to GE14 as
appropriate to the category of route, and
(c) DIRECTION ROUTE MARKER signs GE12.1/ GE12.2 to GE14.1/GE14.2, and
(d) TOWN NAME signs GL3, and
(e) SUBURB NAME signs GL2.
In addition CONFIRMATION sign GD3 may be
provided at the town limits on numbered streets and
ADVANCE ROUTE MARKER signs GE12.3/GE12.4/ GS12.5 to GE14.3/GE14.4/GE14.5 may be provided in
advance of a junction between two numbered routes.
The fact that the example includes metropolitan "M"

routes indicates that it is more representative of a Level 4
or 5 network although the minimum guidance
signing principles illustrated remain applicable
to the lower levels of network, and therefore to
the signing of regional, provincial and national
roads.
GUIDANCE
The Class "B" route M44 (Street "A") is shown to lie in a

north-south direction. Most of the signs illustrated are for a
southbound direction of travel.
9
Other class "B" numbered routes, a provincial route

R66 and several "M" routes, are shown intersecting
route M44. For each such junction the minimum
signing for
each
approach requires the
provision of a STREET NAME sign GL1and ROUTE
MARKER signs GE12.1/12.2 or GE14.1/14.2 as
appropriate. Once again only the route marker signs
seen by drivers travelling from right-to-left are illustrated
together with representative signs for other approaches.
A ROUTE CONFIRMATION sign GE12 or GE14 should
be placed 60 m to 100 m beyond the junction on each
numbered exit.
10 Typical Class "C" streets are also shown intersecting

route M44. Crossroads are recommended to have two
STREET NAME signs GL1, whereas one such sign
should suffice at a T-junction if properly positioned.
11 All STREET NAME signs GL1 may be double sided and
because route M44 is a numbered route a
minimum letter height of 140 mm is recommended
for GL1signs. Where ROUTE MARKER and STREET
NAME signs are used at a junction they should be
mounted on common supports or in close proximity to
each other.
12 ADVANCE ROUTE MARKER signs GE12.3/12.4 or
12.5 may be specified as an option when turning lanes are
provided or sight distance to a junction is poor.
13 In urban areas all ROUTE MARKER signs should
include a letter representing the appropriate cardinal
direction. When two directions are i n d i c a t e d
the right turn sign should always be placed above
the left turn sign.
14 If a town or metropolitan area has prepared an Interim
Plan which recommends the provision of one of the
identified levels of direction signing, but is unable to
implement such a programme of signing within a 12
month period, it is recommended that the minimum
guidance signing illustrated in Figure 4.46 be
provided
within 12 months. A co-ordinated
programme can then be prepared to provide direction
signs to suit the financial resources over a medium to long
term (see Subsection 4.5.10).
4.5.9 Urban Guidance Signing Plan

1
To extend the Interim Plan to an Urban Guidance

Signing Plan the following steps, which are illustrated
in Figure 4.47, should be carried out after the completion
of Step 8 of the Interim Plan:
(a) Step 9: Record all existing street names, assess
any confusing combinations of names at junctions
with due consideration to re-naming if necessary,
and allocate names to any streets that are
unnamed. Record at least the property numbers at
the end of each block, between intersections, so that
the direction of increase or decrease in property
numbering is available for inclusion on STREET
NAME (GL1) signs, if required.
(b) Step 10: Assess the need in the area for local
destinations according to relevant warrants and
record the junctions at which LOCAL DIRECTION
signs will be required. The priority should be to
first identify the local signing needs of
SADC - RTSM - VOL 1
MAY 2012
Fig 4.44
MAY 2012
Step Process for an Interim Guidance Signing Plan

SADC - RTSM - VOL 1
GUIDANCE
4.5.16
Fig 4.45
GUIDANCE
Minimum Urban Guidance Signing - No Numbered Routes
SADC - RTSM - VOL 1
MAY 2012
Fig 4.46
MAY 2012
Minimum Urban Guidance Signing - Numbered Routes
SADC - RTSM - VOL 1
GUIDANCE
4.5.18
junction at which standard direction signs

are likely to be provided in order that the
areas of greatest information pressure for
drivers can be subjected to engineering
assessment if necessary. A similar process should
be carried out for the TOURIST DIRECTION signs.
(c) Step 11: For each junction in the network on Class
"A" and "B" routes survey the relevant criteria and
determine the appropriate level of guidance sign for
each approach to such junctions (see Subsection
4.5.10 and Figure 4.48). Once this information is
obtained record the sign types required appropriate to
the chosen level of signing.
(d) Step 12: Re-assess the first allocation of guidance
signs from Steps 10 and 11 to eliminate any
sequential inconsistencies along specific routes e.g.
frequent changes in signing level from one junction to
another, either upwards or downwards in level. This
reassessment should take into account the actual
ability to upgrade lower levels of signing at isolated
junctions in terms of certain criteria e.g. the space
available for signs. If necessary the re-assessment
should involve the downgrading of some chosen
signing levels to achieve a reasonably consistent level
of signing along the route. During this process all
junctions which will be provided with a
DIRECTION sign GD2, incorporating the
intersecting street name, should be recorded
and the requirement for a stand- alone STREET
NAME sign GL1 in such a position deleted
appropriately.
(e) Step 13: Add the LOCAL and TOURIST
DIRECTION sign requirements identified in Step 10
and adjust the positions of any ADVANCE
DIRECTION signs GD1 to allow all drivers sufficient
reading time for all signs provided, OR identify options
to establish information laybys and/or centres.
(f) Step 14: At this stage the details of the plan should
now be submitted to the key role players identified
during the Interim Plan phase. Details of the Plan
should be adjusted as necessary.
(g) Step 15: Carry out the signface design for all
guidance sign types (see the checklist in Figure
4.47), allocate accurate positions for all signs and
record these details for each sign. Record sign area
quantities for budgetary purposes and prepare a
local system design for each junction.
(h) Step 16: Compare the design output from Step 15
with the inventory established in Step 1 and identify
existing signs
which
are outdated or
redundant. Adjust the budget input for any resultant
sign removal or redesign.
(i) Step 17: Prepare a budget and implementation
programme for the Urban Guidance Signing
Plan.
In conjunction with a minimum requirement short term

plan, and any street development and major rehabilitation
programme, a medium to long term plan to implement
the balance of the system of orientational direction signs
should be prepared so that the provision of such signs
beyond the minimum plan can be budgeted for at an
affordable rate. Such a medium to long term plan should
also take note of the local and tourist direction sign
requirements. A particular aspect of this phase of
the work should be the co-ordination of the plan
with signs provided in terms of new development
and individual applications so that, as far as
possible,
inconsistencies
in
information
display along a route are eliminated.
Detailed signface design can be carried out for the full

Plan once it is finalised or in phases as dictated by
budget and design resources.
In addition to the design of each signface in the system a

local system design should be undertaken for each
junction. This should include the following detail:
(a) allocation of a unique junction reference number
which should be co-ordinated with any existing
accident record inventory system;
(b) signface designs with full dimensional details for all
signs required at the junction - each sign to be
allocated a unique identity number;
(c) a schedule of sign areas;
(d) signface material requirements;
(e) precise sign positions with locating diagrams;
(f) cost estimates with an indication of responsibility for
payment or source of funding and its availability;
(g) a priority listing allocation for implementation;
(h) a record of any unusual requirements e.g. overhead
mounting, part of a street construction scheme,
illumination etc.
New sign designs can be recorded directly into & sign

management database for future reference. Such a
database should be updated to include all signs which
existed prior to the preparation of the Urban Guidance
Signing Plan.
As soon as any phase of the Urban Guidance Signing

Plan is implemented a sign maintenance management
plan should be set up. Limited guidelines for such a
maintenance plan are given in Volume 1, Chapter 1
and more complete details are covered in Chapter 16 of
this Volume.
4.5.10 Choosing an Appropriate Level of

1
If a town is in a position to opt for a signing level above the

minimum level indicated in Figures 4.45 and 4.46 a range
of options is available. The appropriate signing level is
not directly related to the class of numbered route
although it is desirable that the higher the class of route
the higher should be the level of guidance signing
used.
Criteria which should, in addition to cost, possibly

influence the decision as to which level of guidance to adopt
are:
(For a more in-depth treatment of the above process

refer to Volume 2, Chapter 9.)
2
When the final Urban Guidance Signing Plan is

completed and the implementation plan in terms of
available able finances has been prepared the time frame
for this will become evident. If it is not possible to
budget to achieve the ultimate level of the Plan within two
years it is recommended that a Short Term Plan to
implement the minimum level of signing as described in
Subsection 4.5.8 be programmed for the shortest
possible time-frame.
GUIDANCE
(a) traffic volume;

(b) percentage of heavy vehicles (obscuration);
(c) operating speed of traffic;
(d) number of lanes (road width);
SADC - RTSM - VOL 1
MAY 2012
Fig 4.47
MAY 2012
Step Process to an Urban Guidance Signing Plan

SADC - RTSM - VOL 1
GUIDANCE
4.5.20

identified criteria which may facilitate a relatively quick
assessment of a complete urban street network (see
also Volume 2, Chapter 9).
(e) horizontal and/or vertical alignment;

(f) junction geometry;
(g) lateral side space (beyond the kerb line or edge of
surfacing and up to property boundary);
(h) spacing longitudinally of street furniture (including
trees);
(i) underground services (which might affect sign support
location or cost of installation);
(j) message continuity;
(k) competition from advertising;
(I) position of the junction within the urban street
network;
(m) number
of
access/land use
density
(trip
generation);
(n) junction spacing.
3
The above criteria may be used in the course of an

engineering assessment of the levels of guidance signing
appropriate to specific urban street situations. Any such
engineering assessment should not be conducted in
isolation of the rest of the urban street network so that
uniform standards of guidance signing will prevail
throughout an area. Figure 4.48 provides an overview to
the decision process required to determine an appropriate
guidance signing level according to the
GUIDANCE
Difficulties tend to develop with regard to signing in

"peri-urban" areas because they become areas in
transition from a rural status to an urban status. This
process takes time which will vary according to the rate of
change of land use development. The difficulties exist
specifically at a road safety level as a signing tends to
be of a rural nature whilst traffic characteristics are tending
towards urban. It is incumbent upon both rural and
urban authorities to co-operate to provide sufficient
guidance signing to facilitate road safety.
Problems experienced in peri-urban areas tend to

develop with an increase in the number of intersecting
side roads which in turn tends to measurably increase
the number of turning vehicles. These vehicles reduce
speed in order to turn, while approaching and following
traffic will commonly be travelling at speeds of 100 km/h
or higher. Driver judgement of the turn is often impaired by
an inability to accurately identify the precise position of the
junction. As simple a solution as providing adequately
visible street name signs may significantly improve driver
performance.
::
SADC - RTSM - VOL 1
MAY 2012
Fig 4.48
MAY 2012
Overview of Guidance Signing Level Decision Process

SADC - RTSM - VOL 1
GUIDANCE
LOCATION
4.6
4.6.1
4.6.1
LOCATION
General
The signs classified in this group have been identified as

having the common function that they indicate to road
users the name of the place or location that has been
reached by the road user. ln effect they say "this is
where you are" in the sense that the road user is
about to enter or pass the street or place indicated on
the sign.
It is important that the role which location signs can play in

the navigational process be recognised. Whilst direction
signs are of primary importance in guiding road users
towards their destinations, location signs supplement this
guidance by offering valuable reassurance on the
progress of a journey.
Since almost all ultimate destinations sought by road

users are street addresses, emphasis has been placed on
the provision of adequate STREET NAME signs.
Locational guidance, normally in the form of a street

name, or town or city name, may be incorporated into a
DIRECTION sign whilst retaining the location sign
colour code. This technique has the effect of placing all
guidance information required by a road user in one
position, either on the approach to, or within, a junction
or interchange. The retention of the "reversed" colour
code ensures that the locational guidance and
directional
guidance
components
are
clearly
discernible. Examples of such signs are given in Sections
4.8 and 4.9.
LOCATION signs shall use DIN 1451 lettering, in upper

case letters only, in either Style A (compressed) Style
"B", or in "B MOD" lettering, as noted in each sign
subsection. This distinguishes the signs of this group
from directional guidance signs.
All signs in this group shall be provided with a dark

coloured border to enhance conspicuity when the signs
are placed against a light coloured background such as
a daytime sky. To improve the effectiveness of this thin
border it is recommended that it be inset slightly from
the edges of the sign. This technique in turn improves
conspicuity of signs seen against a dark background in
daylight (see Subsection 4.6.3).

1
LOCATION signs represent the simplest type of guidance

signing in that they do not normally give a directional
message and are therefore generally small in size
compared to direction signs. The amount of information
displayed on each sign is minimal. Some, such as street
name signs, are very numerous so that the combination
of compact size and high conspicuity coupled with good
legibility are desirable properties. For this reason the
signs in this group have been allocated a rectangular
shape, white background, and black lettering and border.
This "reversed" colour code also serves to clearly
distinguish location signs from the normal light-on-dark
colour code of direction signs.
The black on white colour code is specified for all street

name signs in Class B streets, however, the colour
code of street name signs may be varied for Class C
and Class D streets. The use of dark coloured letters on
a light coloured background should, however, be
adhered to. The use of a yellow background is not
recommended, because yellow as a background
colour has been reserved for use on TEMPORARY
regulatory, warning and guidance signs, although
this colour has similar conspicuity to white. Acceptable
dark colours other than black are BLUE, GREEN and
BROWN.
The use of red for border and/or legend on STREET

NAME or other LOCATION signs is not recommended in
order to reserve the use of red for regulation, warning or
hazard marking.
When traffic volumes and/or operating speeds require

that an advance sequence of direction signs is provided it is
acceptable that in certain cases locational guidance be
displayed on each sign in the sequence and not just at the
junction or interchange e.g. the interchange number
and town or city name on an urban freeway exit guidance
sign sequence.
4.6.2
1
MAY 2012
SADC - RTSM - VOL1
GUIDANCE
LOCATION
4.6.2
STREET NAME
For dimensions
ref. Vol. 4
pages
COLOURS:
GL1
PERMANENT
Border:
Black semi-matt
Legend:
Black semi-matt
DINA or DINB
Background: White semi-matt or
retroreflective
4.2.1
to
4.2.4
4.6.4 Street Name

1
STREET NAME signs GL1 shall be provided at all

junctions of named streets to guide road users to
destinations within specific streets. STREET NAME
signs represent the absolute minimum level of road
traffic signing required for all urban Class B, C and D
streets, including pedestrianised streets and culsde-sac. It is strongly recommended that this minimum
level of urban signing be extended to peri-urban
areas as soon as there is any significant change in
land use patterns resulting in even moderate increases
in traffic. Such STREET NAME signs should be sized
according to the operating speed on the peri-urban
road, particularly when this i s a Class B road. (The
detail given in this Subsection applies to "stand-alone"
or individual pole-mounted street name signs. In the
main, the principles are equally applicable to display of
street names in locational panels on DIRECTION signs
as described in paragraph 4.6.1.4 and detailed in
examples in Sections 4.8 and 4.9.)
Notwithstanding the general colour code and

dimensioning of signs GL1 signs, if the traffic
involvement, within a self-contained and localised
historic or other environmentally sensitive area, is
mainly pedestrian and/or low speed vehicular traffic (in
the range 15 km/h to 35 km/h) the street name signs
may take on a form which is considered harmonious
with the area and consistent with necessary legibility
requirements.
To achieve an acceptable target value for signs with

short street names it is recommended that the
minimum length of STREET NAME signs be 500
mm. In practice maximum lengths are dependent on
the type of sign manufacture specified. The vertical
dimension may be varied according to the method of
presentation. The various examples given in Figure
4.49 indicate ways in which the overall length of a
street name sign may be kept within practical limits.
Full dimensional details are given in Volume 4.
An indication of property numbers may be included in

a GL1 sign and if, for whatever reason, there are
indications that traffic has difficulty interpreting the
position of specific streets, a small directional
component may be used to clarify this message (see
Figure 4.49).
The importance of adopting a consistent and disciplined

policy towards street name signing shall be recognised
GUIDANCE
since adequate street name signing is fundamental to

the navigational process. It is a general policy in
metropolitan areas served by freeways that the principle
exit destination, indicated at access interchanges, is
the name of the CROSS STREET. Such cross streets
are commonly Class B routes and shall be identifiable
as such by travellers. For this reason larger lettering is
recommended for Class B street name signs. This
recommendation applies to the signs erected in a Class
B street for the Class B street AND the intersecting
streets, whether they be Class B, C or D. It is
recommended that street name signs be located in the
far left corner of Class B route junctions for BOTH
directions of travel. When placing GL1 signs throughout a new area or when replacing signs as part of an
area-wide maintenance or rehabilitation programme, the
location of signs should be built up around the preferred
placement on the Class B routes in, or abutting the
area. At junctions of Class C and D streets one GL1 sign
for each intersecting street will normally be adequate.
Figure 4.49 illustrates a typical situation.
6
The use of letter Style "A" (compressed) is

recommended for STREET NAME signs. The minimum
letter height recommended for the principal name for
Class B streets is 140 mm. The letter height may be
reduced to 105 mm for Class C and D streets. Various
adjuncts to the street name may be indicated in
reduced letter sizes as shown by sign types GL1.1 to
GL1.8. The minimum recommended letter heights for
adjuncts placed over or under the principal name are63
mm with 140 mm lettering and 42 mm with 105 mm
lettering.
The more common street adjuncts are listed with their

abbreviations in Table
4.7. It is generally
recommended that street adjuncts be abbreviated
except when used with very short names. Table 4.8 lists
a selection of numbers commonly used as street
names together with their abbreviations.
Street names may commonly originate from a language

used in the SADC region, other than English. The
language of origin should be retained and should not
be a n g l i c i s e d . In such instances it may be
advisable to use English adjuncts to improve the
overall chance of non-speakers of the local language
understanding such street names.
SADC - RTSM - VOL1
MAY 2012
LOCATION
4.6.3
NOTES:
1
Basic STREET NAME sign types are illustrated by

examples GL1.1 to GL1.5.
Examples GL1.6 and GL1.7 show ways in which sign

length may be reduced.GL1.6 uses reduced letter size for
a name prefix or title GL1.7 omits the adjunct.
Fig 4.49
MAY 2012
The remaining examples show the inclusion of property

numbers and/or a small "directional" arrow together
with recommended sign number variations (see
V o l u m e 4, Chapter 4).
Variations in Street Name Sign Layout

SADC - RTSM - VOL1
GUIDANCE
LOCATION
4.6.4
Fig 4.50
Typical Treatment at Freeway Bridges
Fig 4.51
Typical Network of Street Name Signs
GUIDANCE
SADC - RTSM - VOL1
MAY 2012
LOCATION
4.6.5
TABLE 4.7
STREET NAME ADJUNCTS
TABLE 4.7
Full Length Adjunct
Abbreviation
Full Length Adjunct
Abbreviation
AVENUE
BOULEVARD
CRESCENT
DRIVE
EXPRESSWAY
GARDENS
HIGHWAY LANE
AVE
BLVD
CRES
DR
none
GDNS
none
LN
PARADE
PLACE
ROAD
SQUARE
STREET
TERRACE
WAY
PDE
PLACE
RD
SQ
ST
TCE
WAY
NOTES:
(1) Special names may also be used for streets which do
not lend themselves to adequate abbreviation, e.g.
KINGSWAY, BROADWAY etc.
TABLE 4.8
NUMBERED STREET NAMES AND ABBREVIATIONS
FIRST
SECOND
THIRD
FOURTH
9
TABLE 4.8
1ST
2ND
3RD
4TH
Street name signs may be attached to suitably located

existing street furniture or to poles specifically provided
for them. The latter should be located as near as
practical to the junction so that they will offer the
optimum chance of being seen by drivers and
pedestrians. On kerbed streets no sign or support pole
should be closer than 300 mm to the kerb face. If
mountable kerbing is used, or there is no kerbing, this
minimum set-back should be increased to 500 mm. It is
generally recommended that the minimum clearance to
the underside of a street name sign be 2100 mm and
the maximum clearance 3000 mm (see paragraph
4.6.4.10).
10 The following factors are considered relevant in the

development of an effective local street name signing
policy:
(a) supplementary street name indications may be
given on kerb faces at junctions but these should
NOT replace stand-alone street name signs;
(b) when new suburbs are developed there can be
advantages to adopting an alphabetic or numerical
order to the naming of streets intersecting the
principal routes, e.g.:
ALPHA
BRAVO
CHARLIE
DELTA
or
FIRST
SECOND
THIRD
FOURTH;
(c) in central business districts, and particularly when
one-way streets are commonplace, special
measures to make street name signs more visible
should be considered; this could involve the use of
larger letter sizes so that the signs are legible from at
least half a city block away, to facilitate correct lane
selection for the junction ahead, and/or the
placement of the signs in an advantageous
MAY 2012
position such as overhead, or on a building canopy, or

a traffic signal cantilevered support;
(d) the incorporation of advertising with street name
signs has become a widespread practice in towns
and cities; provided the authority concerned ensures
that the resultant street name signs conform to the
principles of this Subsection. and that control is
exercised over the details of advertising panels,
good and effective street name signs which are to the
benefit of the road user can be achieved; valuable
subsidies achieved from the advertising can offset
the cost of the street name signs (see Chapter 1,
Section 1.9 for details of recommended
constraints on the content and manufacture of
advertising panels used in conjunction with road traffic
signs);
(e) in an urban area when a freeway is crossed by a
street which does not have access to the freeway it
can be of valuable assistance to strangers to the area
to display the name of the cross street on the
overbridge above the freeway, or for a cross-street
underpass beside the freeway; the letter sizing for
such signs should be determined in accordance
with the provisions of Section 4.4 using Style "B"
lettering (see Figure 4.29);
(f) a discontinuity or change in street name,
particularly on Class B routes, represents a
significant problem in the provision of an effective
urban navigation system; road authorities should
ensure, if possible, that the names of Class B
streets are not changed with each new suburban
development which occurs along them; this
comment applies particularly to development
abutting a freeway in an urban or peri-urban area
when that development is extended beyond the
freeway.
11 Street name signs
construction work. It
relocated temporarily
such instances the
temporary colours.
SADC - RTSM - VOL1
are commonly removed during

is very important that these be
for the duration of the work. In
signs need not be provided in
GUIDANCE
SUBURB NAME
For dimensions
ref. Vol. 4
pages
COLOURS:
GL2
PERMANENT
Border:
Black semi-matt
Legend:
Black semi-matt
B MOD or DIN A
retroreflective
4.2.5
4.6.5
Suburb Name
SUBURB NAME signs GL2 may be used to indicate

the approximate point of entry into a suburb
thereby offering guidance to road users regarding
their progress towards their destinations.
Suburb names are commonly used by those people

giving strangers directions as to how to reach a specific
address. It is important that drivers are able to identify
one suburb from another. The only legend which may
appear on a GL2 sign is a suburb name.
As a supplement to the policy on street name signing,

particularly with regard to Class B routes, it is
recommended that the minimum level of signing for
such streets include SUBURB NAME signs,GL2.GL2
signs may also be used to advantage on other
classes of street to assist strangers. They are not
recommended for use on freeways (see Subsection
4.8.1).
The use of Style "B MOD'' lettering is recommended

although Style "A" (compressed) may be used for
particularly long names. The minimum letter height
recommended for GL2 signs used on Class B streets
is 175 mm in an overall sign height of 400 mm. This
may be reduced to 140 mm in an overall sign height of
320 mm for GL2 signs used on lower classes of road.
It is recommended that the installation of GL2 signs be

planned on an area-wide basis. The l ongest name
required can be identified and a standard sign length
determined based on accommodating this name. The
use of a standard length w i l l enhance uniformity of the
signs and will facilitate the incorporation of an
advertising message in a standardised form below
sign GL2 (see 4.6.4.10(d) and Chapter 1, Section 1.9).
Signs GL2 should be located on the left side of the

roadway close to the suburb boundary, taking into
account the location of junctions, other road traffic signs
and street furniture. The lateral and vertical location of
GL2 signs should conform with the provisions of
Chapter 1 (see Figure 4.52).
Where it becomes necessary, particularly as a result of

the general use of sign GL2, to sign. suburbs which do
not abut or cross a Class B street as a local destination,
the signing to these suburbs should be achieved using
LOCAL DIRECTION signs GDL1 to GDL3 as
appropriate (see Section 4.11). The location of GD1 or
GD2 signs should take precedence over any GL2
signs required in close proximity.
The following factors should be considered when

developing a local policy for the use of GL2 signs:
(a) the signing of minor suburbs (under 100 dwelling
units potential development) and "extensions" of a
larger suburb is not warranted;
(b) a logical and systematic approach to the signing of
suburbs is likely to be a compromise between nondirectional suburb name signs and suburb
direction signs, with both types of sign being used;
(c) if access points to larger suburbs from arterial Class
B routes are limited the use of SUBURB NAME and
DIRECTION signs may be appropriate;
(d) Class B routes may separate suburbs so that they
lie wholly to one side or the other side of the route;
it may then be appropriate to place a GL2 sign with
the right hand side suburb name, on the right-hand
side of the roadway.
Fig 4.52
Typical Suburb Name Sign Treatment
GUIDANCE
SADC - RTSM - VOL1
MAY 2012
TOWN OR CITY NAME

COLOURS:
For dimensions
ref. Vol. 4
pages
PERMANENT
Border:
Black semi-matt
Legend:
Black semi-matt
B MOD
Crest:
Full colour
retroreflective
4.6.6
1
4.2.6
4.2.7
Town or City Name
TOWN or CITY NAME signs GL3.1 or GL3.2 may be

used to indicate to road users the approximate
point of entry into a town or city either from the
open road or from an adjoining town or city,
thereby offering guidance to road users
regarding
their
progress
towards
their
destinations.
Signs GL3.1 and GL3.2 may be used on any class of
road. When used in metropolitan areas the use of a
TOWN or CITY NAME sign should take precedence
over a SUBURB NAME sign, Gl2. The town or city
crest coat-of-arms or other appropriate device may be
incorporated into the sign above the place name as
shown in example GL3.2. When the place name is a
two-part name the name may be displayed in two lines to
reduce sign length. The size of lettering used should be
determined in accordance with the provisions of
Section 4.4 using Style "B MOD"

(Dimensional details are given in Volume 4.)
lettering.
Signs GL3.1 and GL3.2 should be located on the left

side of the roadway approximately where the town or city
boundary crosses the route. It is common practice on rural
routes to indicate a reduction in speed limit in such
positions using SPEED LIMIT sign, R201. In such cases
signs GL3.1 or GL3.2 should be located at sign R201 or
100m beyond sign R201.
Apart from providing general information, TOWN or

CITY NAME signs, even when located on access
controlled routes such as freeways, can also fulfil the
function of indicating to drivers which traffic authority
should be contacted in an emergency.
RIVER NAME
GL4
COLOURS:
PERMANENT
Border:
Black semi-matt
Legend:
Black semi-matt
B MOD
Crest:
Full colour
retroreflective
4.6.7
For dimensions
ref. Vol. 4
pages
4.2.8
River Name
A RIVER NAME sign may be used to indicate the

location of rivers of interest to road users.
Sign GL4 should be located on the left side of the

roadway, on each approach to the river, in the most
suitable position as near as possible to the bridge. As a
general rule a RIVER NAME sign is not warranted if the
MAY 2012
structure carrying the road over the watercourse is not

classed as a bridge.
3
The sign size may be dictated by symbol GLS-1 for

short river names. Letter sizes should be determined in
accordance with the provisions of Section 4.4 using Style
"B MOD" lettering.
SADC - RTSM - VOL1
GUIDANCE
NATIONAL or PROVINCIAL BORDER

For dimensions
ref. Vol. 4
pages
COLOURS:
PERMANENT
Border:
Black semi-matt
Legend:
Black semi-matt
B MOD
Crest::
Full colour
Background: While semi-matt or
retroreflective
4.2.9
4.2.10
4.6.8
National or Provincial Border
1 A NATIONAL or PROVINCIAL BORDER sign, GL5.1

or GL5.2 respectively may be used to indicate the
location of national or provincial borders to
road users.
2
Signs GL5.1 and GL5.2 may incorporate the words

"WELCOME TO".
The signs should be located on the left side of the

roadway in the approximate position where the national or
provincial border crosses the route. Only the name of the
country or province about to be entered should be
displayed. The sign lettering size should be determined
in accordance with the provisions of Section 4.4 using
Style "B MOD" lettering.
Signs GL5.1 and GL5.2 may be considered for Class A

or rural Class B routes. The national or provincial crest
or coat-of-arms may be incorporated as shown in Volume
4, Chapter 4.
GEOGRAPHICAL LOCATION
For dimensions
COLOURS:
ref. Vol. 4
pages
PERMANENT
Border:
Black semi-matt
Legend:
Black semi-matt
B MOD
retroreflective
4.2.11
4.2.12
4.6.9
Geographical Location
1 A GEOGRAPHICAL LOCATION sign GL6 may be

used to indicate to road users a location along the
roadway of particular geographical interest. Such
locations may include tunnels, major dams, toll plazas,
mountain passes and other unique features.
2
Additional information such as the altitude of a mountain

pass may be incorporated into the signs as shown by
example GL6.2. The sign message may be arranged
in more than one line to reduce sign length.
GL6 signs should normally be located on the left side of

the roadway. However, it may occasionally be
GUIDANCE
appropriate to use a double-sided sign. The sign

lettering size should be determined in accordance
with the provisions of Section 4.4 using Style "B
MOD" lettering.
4
GL6.3 and GL6.4 are special versions of the

GEOGRAPHICAL LOCATION sign
utilizing
an
exclusive symbol to re-present a CONSERVANCY AREA
and a HIGH DENSITY TOURISM AREA. In the latter case
an appropriate tourism symbol may be displayed.
SADC - RTSM - VOL1
MAY 2012
ROUTE NAME
For dimensions
ref. Vol. 4
pages
COLOURS:
PERMANENT
Border:
Black semi-matt
Legend:
Black semi-matt
B MOD
Symbol:
Black or black on yellow
retroreflective
retroreflective
4.2.13
4.6.10 Route Name

1
When a major route of national or provincial

importance has been given a name in addition to a
route number, ROUTE NAME signs GL7.1, GL7.2 or
GL7.3 may be used to indicate to road users that
the route in question has been named for ease of
reference and/or to honour the achievement of
an important person.
Signs GL7.1, GL7.2 and GL7.3 should be located on

the left side of the roadway in the approximate position
where the named route commences.
Since signs GL7.1, GL7.2 and GL7.3 will normally be

installed on high speed roads the use of Style "B MOD"
lettering is recommended with a minimum letter height of
140 mm. No message other than the route name, and
where appropriate the TOLL ROUTE symbol or END
OF TOLL ROUTE symbol and/or the relevant
FREEWAY ROUTE symbolGLS-4 (Class A1) or GLS-5
(Class A2) shall be included on the sign.
When the route in question is a toll route the signs shall

incorporate the TOLL ROUTE symbol, GLS-2, as
indicated by example GL7.2. Sign GL7.3 shall be used to
indicate the end of the named toll route and shall
incorporate END OF TOLL ROUTE symbol GLS-3.
INTERCHANGE NAME
COLOURS :
GL8
PERMANENT
Border:
Black semi-matt
Legend:
Black semi-matt
BMOD
Symbol:
Black semi-matt
retroreflective
4.5.11
4.2.14
Interchange Name
When an important interchange has been given a name an

INTERCHANGE NAME sign GL8 may be used to
indicate to road users that the interchange has
been named for ease of reference and/or to honour
the achievement of an important person.
Sign GL8 may be located in any safe and convenient

position on the approach to the interchange.
MAY 2012
For dimensions
ref. Vol. 4
pages
The sign should only contain the interchange name in

Style "B MOD" lettering and INTERCHANGE NAME
symbol GLS-6. A minimum letter height of 140 mm is
recommended.
SADC - RTSM - VOL1
GUIDANCE
ROUTE MARKER
4.7
4.7.1
1
4.7.1
ROUTE MARKER
General
Route marker signs may be used to indicate to drivers,

by "trailblazing", the way in which traffic should travel in
order to reach a specific numbered route or transport
terminal of regional importance. Route marker signs
may also be used to indicate to drivers the number
allocated to a specific route by means of signs placed
along the route. This includes the use of route marker
direction signs, when the route in question changes
direction, or at junctions where drivers enter a
numbered route. In comparison to destination direction
signs route marker signs are compact in size. A
function of ROUTE MARKER signs is therefore to
replace or supplement destination DIRECTION signs in
order to generally reduce sign areas and the number
of destination direction signs which might otherwise be
required. Their use requires driver knowledge of route
numbers in a specific region. This knowledge can only
be acquired through active publicity and the availability
of accurate up to date route maps. Route marker signs
are particularly relevant in metropolitan areas where road
networks are complex and space for direction signs is
often limited. For further details on the navigational
principles used in developing the direction signing
system see Chapter 8. For examples of the application
of route marker signs, on their own, and with direction
signs refer to Volume 2, Chapter 9: Urban Guidance
Signing.
Trailblazer signs may commonly commence on Class C or

even Class D routes. Once used, they should continue
to be used through to the Class B route which leads to
the route being trailblazed. Trailblazer signs should only
be used to "trailblaze" a route of equal or higher status
in t he road hierarchy to the one on which the sign is
displayed. I f destinations served by the route being
trailblazed start to appear on ADVANCE DIRECTION
signs GD1, and/or DIRECTION signs GD2, on a Class
B route, trailblazer signs are no longer necessary.
TRANSPORT TRAILBLAZER signs, indicating a

preferred route to a regional transport terminal, shall
only be used on Class B or lower routes when these
lead to a terminal, i.e. downwards in the road hierarchy.
All route marker signs except the CONFIRMATION

ROUTE MARKER signs incorporate an arrow. Their
function is thus either that of guidance by direction or
guidance by confirmation. They represent the simplest and
most compact guidance signs-available to road
authorities and designers.
ROUTE MARKER signs are most commonly used on

numbered Class B and Class A routes, although their
use on Class A routes is likely to be limited to that of
giving confirmation or reassurance. Trailblazer signs
shall not be used on Class A routes. The use of all
types of ROUTE MARKER signs is recommended in
addition to STREET NAME GL1 and SUBURB NAME
GL2 signs on all urban and metropolitan Class B
numbered routes. Collectively these three sign
types represent the recommended MINIMUM
signing requirement for metropolitan Class B
routes. This does not preclude the use of destination
DIRECTION signs to enhance this recommended
minimum level of signing (see Section 4.5 and Volume
2, Chapter 9).
TRAILBLAZER and ROUTE MARKER signs may be

used to indicate METROPOLITAN,
REGIONAL,
PROVINCIAL or TERRITORIAL, or NATIONAL
routes. The signs may incorporate a route identification
letter or transport terminal symbol as follows:
The route marker group of guidance signs is subdivided as

follows:
(a) TRAILBLAZER signs comprising advance direction
and direction signs;
(b) TRANSPORT TRAILBLAZER signs comprising
advance direction and direction signs;
(c) ROUTE MARKER signs comprising confirmation,
direction and advance direction signs.
TRAILBLAZER signs impart the message "TO ROUTE....

(identified by number)". These signs are therefore giving
an "indirect" indication towards the route displayed, in
that, when following the direction given by the sign, a
driver does not tum directly onto the route displayed. The
number of the route displayed shall therefore be
placed
within
brackets
to
indicate
the
"indirect" nature of the guidance message. If the route
being trailblazed is a toll route, or an alternative route to
a toll route, the TOLL ROUTE symbol GDS-9 or the
ALTERNATIVE ROUTE symbol GDS-10 shall be
displayed after the route number and within the brackets.
TRAILBLAZER signs should ideally be located in relation
to exit points from destinations of regional significance
where a change of transport mode may occur, or where
traffic has collected which may have been generated
from outside the region. Such destination types are:
(a)
(b)
(c)
(d)
(e)
(f)
(g)
transport terminals;
graded accommodation;
sports stadiums;
regional hospitals;
regional educational establishments;
conference centres;
approved information centres.
MAY 2012
-M
metropolitan routes
-C
regional routes;
-B
provincial routes;
-A
national routes
- GDS-1,
transport terminal symbols
GDS-2, GDS-3, GDS-11 or GDS-13.
10 TRAILBLAZER and ROUTE MARKER signs shall
not include any destination names.
(a)
(b)
(c)
(d)
(e)
11 TRAILBLAZER information may also be incorporated into

various types of direction sign (see Sections 4.8 and
4.9, and Chapter 8).
4.7.2
1
Orientation
Since ROUTE MARKER signs do not include destination

names they require a component which will offer
orientation to drivers. Orientation is achieved by the
inclusion of a stylised letter, normally located below the
route number, representing one of the CARDINAL
SADC - RTSM - VOL 1
GUIDANCE
DIRECTIONS of the compass.

2
Although paragraph 4.7.1.9 indicates a designatory

letter appropriate to each class of numbered route,
several countries in the region use different letter sets
(see Section 4.15). In some countries the letter "N" is
used to designate the highest order or "National" routes.
Since this can lead to confusion if the same letter "N" is
used to indicate the cardinal direction "North" a set of
four unique styled letters has been adopted for the
indication of abbreviated cardinal directions.
The cardinal directions shall be indicated in an
abbreviated form as follows:
(a) metropolitan - a vertical rectangle. (However, a

metropolitan area may incorporate a unique
background shape of a generally vertical format see Figure 4.53.);
(b) regional - a horizontal rectangle;
(c) provincial or territorial - a diamond;
(d) national - a pentagon.
4
Signs shall be as compact as possible. Details of fixed

urban and rural dimensions are given in Volume 4.
Route marker signs conform to the guidance sign colour

code in that Class A1 freeway signs have a blue
background and all others a green background
EXCEPT that TRAILBLAZER signs directing traffic
upwards in the road hierarchy towards a Class A1
freeway shall utilise a blue background even though they
may be located on any class of non-freeway road.
TRAILBLAZER signs directing traffic towards a Class A2
freeway and any Class B route shall use a green
background.
On all route marker signs, route number, brackets and
cardinal direction (when included see Subsection 4.7.2)
shall be displayed in yellow. TRAILBLAZER signs
indicating freeways shall incorporate Freeway (Class A1)
symbol GDS-4, or Freeway (Class A2) symbol GDS-5.
The freeway symbol, arrow and border shall be white.
(a) north
(b) south
6
(c) east
(d) west
7
4
Although a route may deviate from a true "north-south" or

"east-west" direction due to topographical features, or
urban street networks, the cardinal direction indicated to
represent the general direction of the route shall be
retained through any such deviations of route.
4.7.3
TRAILBLAZER signs shall be rectangular in shape with a

vertical format.
ROUTE MARKER signs shall also have a rectangular

format. Advance direction and direction route marker
signs shall have a horizontal format and confirmation
route marker signs a vertical format.
All ROUTE MARKER signs incorporate a symbolic

background shape related to the class of route. These
shapes are:
GUIDANCE
On all route marker signs, route number, brackets and

TRAILBLAZER and ROUTE MARKER signs may be
used in TEMPORARY forms. Temporary route marker
signs should conform to the general temporary sign
colour code of a yellow background with a black border,
symbols and legend.
4.7.4
Retroreflectivity
1 It is recommended that all route marker signs be fully

retroreflective because of their compact size, excluding
the black portions of TEMPORARY signs which should
be semi-matt.
2

requirements of Chapter 1.
SADC - RTSM - VOL 1
MAY 2012
ROUTE MARKER
4.7.3
ADVANCE TRAILBLAZER
For dimensions
ref. Vol. 4
pages
COLOURS:
PERMANENT
Legend:
Symbol:
Background:
Blue or green
4.3.1
.:.
4.3.1
4.3.2
retroreflective 4.3.3
4.3.24.3.3
4.3.4
TEMPORARY
Border & arrow: Black semi-matt
Background:
(N1)
4.7.5 Advance Trailblazer

1
An ADVANCE TRAILBLAZER sign of one of the types

GE1, GE2, GE3 or GE4 may be used in advance of a
junction to indicate to drivers the direction to a
numbered route, of equal or higher status in the
road hierarchy to the one in which the sign is
displayed, and which is appropriate to their need
to leave the general area.
Signs of the types GE1, GE2, GE3 and GE4 should be

located on the left side of the roadway in accordance with
the provisions of Figure 4.58. In certain circumstances, if
a median island is available, it may be beneficial to
traffic wishing to make a subsequent right tum movement
to locate an ADVANCE TRAILBLAZER sign on the median
island in advance of the start of a right tum lane which is
developed from the median island.
ADVANCE TRAILBLAZER signs may be used to

supplement existing ADVANCE DIRECTION signs
GD1 and/ or DIRECTION signs GD2 which do not
incorporate destinations on the route being trailblazed.
They may alternatively be used on their own or in
combination with TRAILBLAZER signs of the types GE5,
GE6, GE7 or GE8 as appropriate.
Sign type GE1 should be used to direct traffic
towards a metropolitan, regional, provincial, or
national freeway when access in either direction of
travel is available. If access to the freeway is limited to
one direction of travel, or appropriate in one direction
because a more appropriate entry point may apply
MAY 2012
for the opposite direction of travel, a cardinal direction

should be incorporated as shown by sign type GE2.
The symbol used on signs GE1 or GE2 shall indicate
the class of freeway being trailblazed e.g. symbol
GDS-4 for Freeway (Class A1) and symbol GDS-5 for
Freeway (Class A2). In the event that the class of a
freeway route changes at the interchange being
trailblazed, sign GE1 should indicate the higher class.
Sign GE2, because it indicates only one direction of
travel on the freeway, shall indicate the class
appropriate to that d i r e c t i o n of travel. It should be
noted that the background colour of ADVANCE
TRAILBLAZER signs shall also change from blue (Class
A1) to green (Class A2) or vice versa if the route class
alters.
5
Sign types GE3 and GE4 may be used i n a similar

manner to trailblaze Class B (non-freeway) routes.
The use of sign types GE2 andGE4 may be particularly

appropriate either within urban one-way systems or for the
trailblazing of numbered urban one-way routes.
In the event of a route becoming discontinuous or not

accessible due to temporary road closure (for whatever
reason) TEMPORARY advance trailblazer sign types
TGE1, TGE2, TGE3 and TGE4 may be used to
trailblaze an alternative route as part of a co-ordinated
system of detour signing. The use of these relatively
compact temporary signs may offer an economic
alternative to temporary direction signs.
SADC - RTSM - VOL 1
GUIDANCE
TRAILBLAZER
COLOURS:
PERMANENT
Border & arrow:
Legend:
Symbol:
Background:
For dimensions
ref. Vol. 4
pages
4.3.5
4.3.6
4.3.7
4.3.8
4.7.6
TEMPORARY
Border & arrow:
Legend & symbol:
Background:
Black semi-matt
Black semi-matt
Trailblazer
A TRAILBLAZER sign of one of the types GE5, GE6,

GE7 or GE8 may be used at a junction to indicate to
drivers the direction to a numbered route, of equal
or higher status in the road hierarchy to the one in
which the sign is displayed, and which is
appropriate to their need to leave the general
area.
Signs of the types GE5, GE6, GE7 and GE8 should

generally be located in the far left corner of a junction.
TRAILBLAZER signs may be used to supplement

existing ADVANCE DIRECTION signs GD1 and/or
DIRECTION signs GD2 which do not incorporate
destinations on the route being trailblazed. They may
alternatively be used on their own or in combination
with ADVANCE TRAILBLAZER signs of the types GE1,
GE2, GE3 and GE4 as appropriate.
Blue or green
retroreflective
Sign type GE5 should be used to direct traffic towards

a metropolitan, regional, provincial or national freeway
when access in either direction of travel is available. If
access to the freeway is limited to one direction of
travel, or appropriate in one direction because a more
appropriate entry point may apply for the opposite
direction of travel, a cardinal direction should be
incorporated as shown by sign type GE6. The symbol
used on signs GE5 or GE6 shall reflect the class of
GUIDANCE
freeway being trailblazed e.g. symbol GDS-4 for Freeway

(Class A1) and symbol GDS-5 for Freeway (Class A2).
In the event that the class of freeway route changes at
the interchange being tr ailbl azed sign GE5 should
indicate the higher class. Sign GE6, because it indicates
only one direction of travel on the freeway, shall indicate
the class appropriate to that direction of travel. It
should be noted that the background colour of
TRAILBLAZER signs shall also change from blue (Class
A1) to green (Class A2), or vice versa, if the route class
alters.
5
Sign types GE7 and GE8 may be used in a similar

manner to trailblaze Class B (non-freeway) routes.
The use of sign types GE5 and GE6 may be particularly

appropriate either within urban one-way systems or for the
trailblazing of numbered urban one-way routes.
In the event of a route becoming discontinuous or not

accessible due to temporary road closure (for whatever
reason) TEMPORARY trailblazer sign types TGE5,
TGE6, TGE7 and TGE8 may be used to trailblaze an
alternative route as part of a co-ordinated system of
detour signing. The use of these relatively compact
temporary signs may offer an economic alternative to
temporary direction signs.
SADC - RTSM - VOL 1
MAY 2012
ROUTE MARKER
4.7.5
ADVANCE TRANSPORT TRAILBLAZER
COLOURS:
GE9
PERMANENT
Border & arrow:
Symbol:
Background:
4.7.7
4.3.9
Advance Transport Trailblazer
ADVANCE TRANSPORT TRAILBLAZER signs GE9

may be used in advance of a junction, with the
appropriate DIRECTION SIGN SYMBOL, to indicate
to drivers the direction to a transport terminal of
regional importance from a route which would
otherwise by-pass the area in which the terminal is
located.
GE9 type signs may be located on Class Band other

routes leading towards a transport terminal. Several
changes of route may be required. These signs will,
under such circumstances, significantly reduce the
DIRECTION sign area otherwise required if the
distance involved is considerable e.g. over 10 km in
metropolitan areas. If two or more terminals serving the
same transport mode are located close to each other,
direction signs incorporating the full terminal name
shall be used. Signs GE9 s h a l l not be used on
freeways.
For dimensions
ref. Vol. 4
page
The straight-on version of sign GE9 may be particularly

effective, when distances are considerable, if repeated at
500 m to 1 km intervals.
The signs should be located on the left side of the

roadway and in accordance with the provisions of Figure
4.58. If ADVANCE DIRECTION signs GD1 are in use
signs GE9 should be positioned 60 m to 150 m in
advance of the GD1 signs according to the operating speed
of the road.
Regional transport termini may include:

(a)
(b)
(c)
(d)
(e)
airports (symbol GDS-3);

bus stations (symbol GDS-2);
railway stations (symbol GDS-1);
harbours (symbol GDS-13);
heliports (symbol GDS-11).
When the symbol is not a "head-on" pictogram the

symbol should be oriented to match the direction indicated
by the arrow. Signs should be ordered by quoting sign
and symbol numbers e.g. GE9 (GDS-3).
Temporary advance transport trailblazer signs are unlikely

to be required.
TRANSPORT TRAILBLAZER
GE10
COLOURS:
PERMANENT
Border & arrow:
Symbol:
Background:
4.7.8
1
For dimensions
ref. Vol. 4
page
4.3.10
Transport Trailblazer
TRANSPORT TRAILBLAZER signs GE10 may be

used at a junction to indicate to drivers the direction
to a transport terminal of regional importance as
part of a sequence of such signs along a route.
These signs should not be used as local direction
signs. If it is required to give conventional directional
guidance to a transport terminal on a local route, then
LOCAL DIRECTION signs GD2 or GD3 should be
used.
GE10 type signs may be used in conjunction with
ADVANCE TRANSPORT TRAILBLAZER signs GE9 or
as a supplement to normal direction signs to avoid the
need to change such signs until they are due for
replacement.
Regional transport termini which may be signed in this

manner include:
(a)
(b)
(c)
(d)
(e)
airports (symbol GDS-3);

bus stations (symbol GDS-2);
railway stations (symbol GDS-1);
harbours (symbol GDS-13);
heliports (symbol GDS-11).
When the symbol is not a h e a d - o n pictogram

the symbol should be oriented to match the direction
indicated by the arrow. Signs should be ordered by
quoting sign and symbol numbers, e.g. GE10 (GDS-3).
Temporary transport t r a i l b l a z e r signs are unlikely to

be required.
The signs should generally be located in the far left

comer of a junction.
MAY 2012
SADC - RTSM - VOL 1
GUIDANCE
MAP-TYPE ADVANCE TRAILBLAZER

For dimensions
ref. Vol. 4
page
COLOURS :
GE11
PERMANENT
Border & arrow:
Legend:
Background:
4.3.11
4.7.9
Map-Type Advance T r a i l b l a z e r
1 A MAP-TYPE ADVANCE TRAILBLAZER sign GE11

may be used in advance of a complex road junction to
indicate to drivers the direction to a numbered
route, of equal or higher status in the road
hierarchy to the one in which the sign is
displayed, and is appropriate to their need to
leave the general area.
2
MAP-TYPE ADVANCE TRAILBLAZER sign may be

warranted when access to a numbered route is
provided by a pair of one-way roadways. The indication of
the split between the two opposing cardinal directions of
movement should be incorporated into the MAP- TYPE
arrow used on such a sign. The cardinal directions
shall be indicated with the route number which shall be
contained within brackets. Such a sign may be required
as the last trailblazer sign in a sequence of
GUIDANCE
ADVANCE TRAILBLAZER
signs.
Blue or green
retroreflective
and/or TRAILBLAZER
Sign GE11 should be located on - the left side of a

roadway generally in accordance With the provisions of
Figure 4.58.
Sign GE11 will generally require special design according

to the geometry of the junction it serves. The above
example is representative of the style of such signs.
Specific detail shall must be supplied to the sign
manufacturer to enable aGE11 sign to be manufactured
(see Figure 4.7).
It should be noted that an almost identical MAP-TYPE

DIRECTION sign GD7 may be specified for direct turns
onto, specifically, a freeway. Such a sign would differ from
sign GE11 by the omission of the brackets (see
Subsection 4.8.10).
SADC - RTSM - VOL 1
MAY 2012
4.7.7
ROUTE MARKER
CONFIRMATION ROUTE MARKER

For dimensions
ref. Vol. 4
pages
COLOURS:
PERMANENT
Border & arrow:
Legend:
Background:
Blue or green
retroreflective
4.3.12
to
4.3.17
and
4.3.29
TEMPORARY
Border & arrow: Black semi-matt

Legend:
Black semi-matt
Background:
4.7.10 Confirmation Route Marker

1
CONFIRMATION ROUTE MARKER signs GE12, GE13,

GE14 and GE15, may be used, as appropriate, to
indicate to drivers, by way of confirmation or
reassurance, the number and status of the route
on which they are travelling. The signs have a
unique shape for each class of route.
The applicability of CONFIRMATION

MARKER signs GE12 to GE15 is as follows:
(a) GE12
to numbered metropolitan routes;
(b) GE13
to numbered regional routes;
(c) GE14
to numbered provincial routes;
(d) GE15
to numbered national routes.
Signs GE12 to GE15 should be displayed on the

relevant Class A or Class B
routes when
CONFIRMATION DIRECTION signs GA7 or GD3 are
not used. Since GA7 signs are a standard requirement
on freeways the use of signs GE12 to GE15 is likel y to
be limited on freeways, and in fact on the more
important provincial routes for the same reason. Signs
GE12 to GE15 may be used to supplement GA7 or
GD3 signs when these are spaced more than 10 km
apart. However, all types may be used to give route
confirmation in urban areas where metropolitan,
regional, provincial and national routes may change
direction one or more times within such areas. The
METROPOLITAN
CONFIRMATION
ROUTE
MARKER sign GE12, in particular, is recommended for
consistent use in metropolitan areas on all numbered
routes.
5 When used on Class A1 freeways

background colour shall be blue.
MAY 2012
Signs GE12 to GE15 should be located on the left side

of the roadway. METROPOLITAN confirmation route
marker signs GE12, should be positioned 60 m to 100 m
beyond all Class B/Class B junctions and any other
junctions with Class 8 routes where significant volumes
of traffic enter the Class B route. Ideally such signs
should be clearly visible to drivers of vehicles which are
stationary at a preceding STOP LINE RTM1. Sign GE12
should be repeated at approximately 500 m intervals
depending
on
junction
spacing. Sign GE12
con st i t ut es part of the recommended minimum
l e v e l o f s i g n i n g for urban Class B
routes. Signs GE13, GE14 and GE15 should be
applied in the same manner as sign GE12when used in
developed urban areas. Otherwise they should be
erected at approximately 10 km intervals.
Sign GE12 should always incorporate a cardinal direction

indicated in the special stylised lettering (see
Subsection 4.7.2). This requirement should be applied
carefully on "circular" routes which gradually change
direction. The use of cardinal directions on regional,
provincial, and national CONFIRMATION ROUTE
MARKER signs GE13, GE14 andGE15 is not normally
necessary although it may be advantageous to include a
cardinal direction in urban areas.
It is recommended that metropolitan areas adopt unique

background shapes for use on ROUTE MARKER
signs. A number of possible shapes together with those
already in use are indicated in Figure 4.53.
It is relatively common in metropolitan areas that routes will

overlap for short distances. When this occurs, two or
more CONFIRMATION ROUTE MARKER signs shall
be displayed one above the other on a common support.
ROUTE
3 TOURIST ROUTE MARKER signs GE18 are available to

i ndicate tourist routes on otherwise un-numbered routes
(see Subsection 4.7.16). On a regional basis a network of
SADC numbered routes have been identified. These
routes are superimposed upon local numbered routes
in individual countries and are indicated by SADC
ROUTE MARKER signs GE19 (see Subsection 4.7.17).
4
the
10 TEMPORARY confirmation route marker signs

TGE12, TGE13, TGE14 and TGE15 may be used when
detours are in operation during rural or urban
roadworks. The manner of use of TEMPORARY signs
should be similar to that for PERMANENT signs.
sign
SADC - RTSM - VOL 1
GUIDANCE
DIRECTION ROUTE MARKER

For dimensions
ref. Vol. 4
pages
GE12.1
GE12.2
COLOURS:
4.3.18
4.3.20
4.3.22
4.3.24
and
4.3.29
TGE12.1
4.7.11
TGE12.2
TEMPORARY
Border & arrow:
Legend:
Background:
Black semi-matt
Black semi-matt
Direction Route Marker
DIRECTION ROUTE MARKER signs GE12.1 and

GE12.2 to GE15.1 and GE15.2 may be used to
indicate to drivers the route number of an
intersecting Class B route. Separate signs shall be
used to indicate right and left directions. In so doing
each sign links a direction of movement to a
c a r d i n a l direction which represents the general
heading of the route.
The detail given in this subsection relates particularly to

METROPOLITAN DIRECTION ROUTE MARKER signs
because these are the most commonly used of this type
of sign. Signs GE13.1 and GE13.2 (REGIONAL),
GE14.1 and GE14.2 (PROVINCIAL) and GE15.1 and
GE15.2 (NATIONAL) direction route markers may be
used on the respective types of route as a minimum
level of direction signing. These signs will most
commonly be used in urban areas when space for
DIRECTION signs GD2 is limited. They may also be
appropriate at rural junctions particularly in the
TEMPORARY forms when detours are in operation (see
Figure 4.54).
Fig 4.53
PERMANENT
Border & arrow:
Legend:
.Background:
Signs GE12.1 and GE12.2 may be used singly, as at a

route change of direction, or in c o mbination at an
intersecting cross route. The signs should be located on
the far side of the junction. It is recommended that the
signs be located as close as possible to STREET NAME
signs GL1 and/or a traffic signal head when the
junction is signalised. In this way information relevant
to the negotiation of the junction will be located within
the driver's cone of vision when observing the traffic
signal. When both right and left signs are displayed
on a common support the r i g h t d i r e c t i o n s i g n
shall always be located above the left
d i r e c t i o n s i g n to conform to standard STACKTYPE DIRECTION sign practice.
In metropolitan areas two or more routes may overlap for

short distances. In such situations it is recommended
that right direction route marker signs be displayed on a
support to the right of the junction and left direction route
marker signs on the left of the junction. If deemed
advantageous this practice may also be used for single
right and left signs.
Examples of Background Shapes for Metropolitan Route Marker Signs
GUIDANCE
SADC - RTSM - VOL 1
MAY 2012
ROUTE MARKER
4.7.9
GE13.1
GE13.2
TGE13.1
TGE13.2
Typical Regional Direction Route Markers
GE14.1
GE14.2
TGE14.1
TGE14.2
Typical Provincial Direction Route Markers
Typical National Direction Route Markers
Fig 4.54
MAY 2012
Examples of Direction Route Marker Signs
SADC - RTSM - VOL 1
GUIDANCE
ADVANCE DIRECTION ROUTE MARKER

GE12.3
For dimensions
ref. Vol. 4
pages
COLOURS:
GE12.4
4.3.19
4.3.21
4.3.23
4.3.25
and
4.3.29
PERMANENT
Border & arrow:
Legend:
_Background:
TEMPORARY
Border & arrow:
Legend:
Background:
Black semi-matt Black

semi matt Yellow
retroreflective
GE12.5
TGE12.3
TGE12.4
TGE12.5
4.7.12
Advance D i r e c t i o n Route Marker
ADVANCE DIRECTION ROUTE MARKER signs

GE12.3, GE12.4 and GE12.5 to GE15.3, GE15.4 and
GE15.5 may be used to give an advance indication
to drivers that a particular numbered route
changes direction at the junction ahead, or that
the cross street at the junction ahead is a
numbered Class B route.
Signs GE12.3, GE12.4 and GE12.5 should be located on

the left side of the roadway although i t may be
advantageous to locate sign GE12.3 on a median
island (see paragraph 4.7.11.2 and Figure 4.55).
The use of signs GE12.3 and GE12.4 should be

reserved for complex road junctions to enable drivers
to select turn lanes early if space does not permit the
GUIDANCE
use of ADVANCE DIRECTION signs GD1. If, for some

reason, it may not be clear that the route on which
traffic is travelling continues beyond a junction ahead,
sign GE12.5 may be located in advance of the junction to
clarify that the route does in fact continue straight on.
Sign GE12.5 should not be used as a confirmation
sign in place of s i g n GE12. When displayed on
common supports signs GE12.3, GE12.4 and GE12.5
shall be mounted i n a similar manner to a STACKTYPE DIRECTION sign (see Subsection 4.8.2).
4
TEMPORARY forms of the signs may be particularly

appropriate when detours are in operation to reduce the
area of temporary signs required.
SADC - RTSM - VOL 1
MAY 2012
ROUTE MARKER
4.7.11
GE13.3
GE13.4
GE13.5
TGE13.3
TGE13.4
TGE13.5
Typical Regional Advance Direction Route Markers
GE14.3
GE14.4
GE14.5
TGE14.3
TGE14.4
TGE14.5
Typical Provincial Advance Direction Route Markers
GE15.3
GE15.4
GE15.5
Typical National Advance Direction Route Markers
Fig 4.55
MAY 2012
Examples of Advance Direction Route Marker Signs
SADC - RTSM - VOL 1
GUIDANCE
OVERHEAD ROUTE MARKER

For dimensions
ref. Vol. 4
pages
GE12.6
GE12.8
GE12.7
COLOURS :
PERMANENT
Border & arrow:
Legend:
Background:
4.3.26
4.3.27
4.3.28
4.7.13 Overhead Route Marker

1
OVERHEAD ROUTE MARKER signs GE12.6,GE12.7 and

GE12.8 to GE15.6, GE15.7 and GE15.8 may be used in
conditions of extreme space limitations and traffic
congestion to give an advance indication to
drivers that a particular numbered route changes
direction at the junction ahead or that the cross
street at the junction ahead is a numbered Class B
route.
Signs GE12.6, GE12.7 and GE12.8 should be considered instead of

ADVANCE DIRECTION ROUTE MARKER signs GE12.3, GE12.4 and
GE12.5 respectively, when circumstances warranting the use of overhead
direction sigs pertain, in order that turning traffic may be correctly located
well in advance of a junction (see Subsection 4.1.6 and paragraph
4.7.11.2).
GUIDANCE
These signs may be used in addition to groundmounted DIRECTION ROUTE.MARKER signs

GE12.1 or GE12.2 or DIRECTION signs GD2. They
should normally be positioned over the lane or lanes
most appropriate to the movement being indicated. They
may therefore be used to supplement conventional signs
if located above multi-lane freeway off-ramps at their
junctions with cross-streets. When used in this manner
the background colour should remain green.
OVERHEAD ROUTE MARKER signs are unlikely to be

required in place of DIRECTION ROUTE MARKER signs
GE12.1 or GE12.2. They are also unlikely to be costeffective in a TEMPORARY form.
SADC - RTSM - VOL 1
MAY 2012
4.7.13
ROUTE MARKER
ALTERNATIVE ROUTE MARKER

COLOURS:
PERMANENT
Border:
Legend:
Symbol:
Black semi-matt on
yellow retroreflective
Background: Green retroreflective
GE16
For dimensions
ref. Vol. 4
pages
4.3.30
4.3.31
4.3.32
GE16.1
GE16.3
GE16.4
GE16.2
GE16.5
4.7.14 Alternative Route Marker

1

GE16.5 may be used to indicate to drivers in the
form of advance direction, direction and/or
confirmation messages the existence of an
alternative route to a toll route. The term "alternative
route" is applicable only to a route or routes which
offer an alternative to the payment of toll on a toll route.
approach to the junction of a

designated "alternative route".
5
The application of ALTERNATIVE ROUTE MARKER

signs shall follow the principles used for normal
ROUTE MARKER signs as detailed in Subsections
4.7.10 to 4.7.13.
An alternative route to a toll route may commonly

comprise more than one numbered route in the
national, provincial, regional or metropolitan systems, or it
may comprise a combination of numbered and unnumbered routes. An "alternative route" message may be
incorporated into the relevant DIRECTION signs on the
MAY 2012
and a

GE16.5 may be used to supplement existing
DIRECTION signs:
(a) to avoid replacement of the DIRECTION signs
before the expiry of their useful life;
(b) to reduce the complexity of DIRECTION signs
which may result from incorporation of the
"alternative route" message into the DIRECTION
signs.
The various signs have similar functions to normal

ROUTE MARKER signs, namely:
(a) GE16 - confirmation alternative route marker;
(b) GE16-1 and GE16.2 - direction alternative route
markers;
(c) GE16.3, GE16.4 and GE16.5 - advance direction
alternative route marker.
toll route
Signs GE16 to GE16.5 should only be used at the

junction of the toll and alternative routes and so far
along the alternative route as is necessary to ensure
that drivers are aware that they are en route to the same
destination as is served by the toll route. In the majority of
instances this will be evident from the display, on
DIRECTION signs on the alternative route, of the same
destination as is displayed on the DIRECTION signs on
the toll route.
The display of the toll route number on the ALTERNATIVE ROUTE MARKER signs is optional and should
only be used if it is deemed necessary to clarify the
function of the alternative route being signed (see
Section 4.14 for details of toll route signing).
SADC - RTSM - VOL 1
GUIDANCE
4.7.14
BICYCLE ROUTE MARKER
ROUTE MARKER
GE17
For dimensions
ref. Vol. 4
pages
COLOURS:
PERMANENT
Border.
Legend:
Symbol:
Background: Green retroreflective
4.3.33
4.3.34
4.3.35
GE17.1
GE17.2
GE17.4
4.7.15
Bicycle Route Marker
BICYCLE ROUTE MARKER signs GE17 to GE17.5 may

be used to indicate to cyclists and other road
users in the form of advance direction, direction
and/or confirmation messages the existence of
an exclusive bicycle route.

(a) GE17 - confirmation bicycle route marker;
(b) GE17.1 and GE17.2 - direction bicycle route
markers;
(c) GE17.3, GE17.4 and GE17.5 - advance direction
bicycle route markers.
GE17.5
The application of BICYCLE ROUTE MARKER signs

shall follow the principles used for normal ROUTE
MARKER signs as detailed in Subsections 4.7.10 to
4.7.13. The use of signs GE17 to GE17.5 is, how-
GUIDANCE
ever, only recommended for a developed network of

bicycle routes. The signs are appropriate to indicate to
cyclists the route number of the path on which they are
travelling and to establish route continuity throughout the
network of bicycle paths. The size recommended is
therefore half that used for normal ROUTE MARKER
signs (see Volume 4,Chapter4).
4
The use of signs GE17 to GE17.5shall be supplementary

to the use of any of the regulatory signs R111, R112,
R113, R114, R115, R219,R220and R304-P or warning
sign W309 and should not replace such signs.
Signs GE17 to GE17.5 may if necessary be

supplemented
by
DIRECTION
signs
GD2,
FINGERBOARD signs GD4 or LOCAL DIRECTION
signs GDL2 or GDL3 in order to direct cyclists towards
bicycle paths or routes (see Sections 4.8 and 4.13).
SADC - RTSM - VOL 1
MAY 2012
4.7.15
ROUTE MARKER
TOURIST ROUTE MARKER
GE18.2
For dimensions
ref. Vol. 4
pages
4.3.33
4.3.34
4.3.35
GE18.4
GE18.3
GE18AE
COLOURS:
GE18.5
GE1BE
PERMANENT
Symbol & legend: Yellow retroreflective
Route Number:
Cardinal Direction: Yellow retroreflective
Background:
Alternative A - No Tourist Route Number
GE18A1
GE18A5
GE18A
GE18A2
Alternative B - Route Number with CARDINAL DIRECTION
GE18B1
GE18B
GE18B5
GE18B2
MAY 2012
GE18B4
SADC - RTSM - VOL 1
GUIDANCE
4.7.16
4.7.16
ROUTE MARKER
Tourist Route Marker
TOURIST ROUTE MARKER signs GE18 to GE18.5

may be used to indicate to drivers in the form of
advance direction, direction and/or confirmation
messages the existence of a tourist route .A tourist
route is a route, established after detailed investigation,
which links a number of tourist facilities over some
distance. Such a route can exist on its own or it may,
along with other tourist routes, form part of a "high
density tourist area" (see Section 4.10 and Volume 2,
Chapter 4: Tourism Signing).
Tourist routes may be superimposed upon one or more

other numbered routes in which case the tourist route
itself shall not be numbered and GE18 Alternative A
signs in the GE18A set shall be used as appropriate.
These signs include only the TOURISM SYMBOL relevant
to the theme of the route e.g. symbol GFSAB-5 for a
"Dolphin Route".
Tourist Routes may also be established over roads

which do not form part of other numbered routes. In this
case such tourist routes may be numbered on an area
basis (see paragraph 4.7.16.7 below). When necessary,
TOURIST ROUTE MARKER signs on numbered tourist
routes, may be provided according to GE18
Alternative B in the GE18B set, including a relevant
CARDINAL DIRECTION letter. Use of cardinal letters is
not recommended unless the route has a very clear
orientation.

(a) GE18 (GE18A, GE18B) - Confirmation tourist route
markers;
(b) GE18.1(GE18A.1,GE188.1)and
GE18.2(GE18A.2,
GE188.2)- direction tourist route markers;
(c) GE18.3(GE18A.3,GE188.3)and GE18.4 (GE18A.4,
GE188.4) and GE18.5 (GE18A.5, GE188.5) advance direction tourist route markers.
In a d d i t i o n signs GE18E (GE18EA) may be specified

to i n d i c a t e the end of a tourist route, since, unlike
normal numbered routes a tourist route may end at an
otherwise undefined point on a road.
GUIDANCE
TOURIST ROUTE MARKER signs may be specified in urban

and rural environments, and a specific route may include both
types of environment within its length. The primary function of
the signs is to provide continuity of message in an area. that
may be environmentally sensitive in which larger signs would
be intrusive. Tourist routes should be developed round a
"theme", preferable one of the generic group themes into
which the tourism symbols are classified (see Sections 4.0
and 4.10).In this context FREEWAY ADVANCE EXIT GF1,
ADVANCE TURN GF2 and FINAL TURN GF3 tourism signs
may be used from an adjacent main route to direct drivers
towards the tourist route. Such GF1, GF2 and/or GF3 signs
should display the same theme symbol as is used on the
TOURIST ROUTE MARKER signs.
It is anticipated that, in developing tourist routes in an

identified "high density tourist area", there are unlikely to
be more than nine such routes (therefore requiring only a
single digit T number on the. TOURIST ROUTE MARKER
signs GE18).If two or more contiguous "high density tourist
areas are developed there is potential for a duplication
of tourist route numbers in relatively close proximity to
one another. This need not be a source of confusion
if, in the planning process, the needs of each area are
co-ordinated with those of the other(s). In such a
manner routes with the same T number can be spaced
as far apart as possible, without direct connection, and if
possible each area should choose a different "theme"
symbol for the TOURIST ROUTE MARKER and other
tourist signs in the area. If it is impossible to achieve this
type of treatment a total number of routes in the
contiguous areas in excess of nine may be considered.
In this case the sign size should be increased based on
the dimensional principles of signs GE18 given in Volume
4, Chapter 4, rather than reducing the letter size used for
the T number group.
The display of TEMPORARY tourist route marker signs is

not likely to be necessary (there is only one specific
temporary sign for tourism purposes - see Section
4.10).
SADC - RTSM - VOL 1
MAY 2012
4.7.17
ROUTE MARKER
SADC ROUTE MARKER

GE19
COLOURS:
PERMANENT
Border & arrow:
Route Number:
Background:
Orange
retroreflective
Orange
retroreflective
For dimensions ref.

Vol. 4
pages
4.3.46
to
4.3.48
GE19.2
GE19.1
GE19.4
GE19.3
GE19.5
4.7.17
1
SADC Route Marker
SADC ROUTE MARKER signs GE19 to GE19.5 may be

used to indicate to drivers in the form of advance
direction,
direction
and/or
confirmation
messages the existence of a SADC (Southern
African Development
Community) numbered
route.
SADC Routes are strategic regional numbered routes
which cross national borders within the SADC region.
They will almost invariably coincide with national (or
provincial) numbered routes within member countries. In
so doing such routes will have two numbers (or more,
subject to local route numbering practices).
Because SADC ROUTE MARKER signs are in addition to
existing route numbers SADC route numbers will only
appear on GE19 type signs. GE19 type signs will
therefore be stand-alone route marker signs and may
often be additional to conventional ADVANCE
DIRECTION
GD1,
DIRECTION
GD2
or
CONFIRMATION GD3 signs on non-freeway routes. It is
recommended that, when the space is available, GE19
signs be positioned in the conventional LOCAL
DIRECTION or TOURIST DIRECTION sign positions,
MAY 2012
namely approximately 2/3 of the distance from the junction

of the GD1 sign.
4

(a) GE19 - Confirmation route marker;
(b) GE19.1 and GE19.2 - direction route marker;
(c) GE19.3, GE19.4 and GE19.5 - ADVANCE
DIRECTION ROUTE MARKER.
Because SADC ROUTE MARKER signs are used in a

supplementary manner, and their use may be required on
a freeway, SADC ADVANCE DIRECTION signs
GE19.3, GE19.4 and GE19.5 may be used on
freeways. It is recommended that when used on a freeway
GE19 signs should be increased in size as detailed in
Volume 4, Chapter 4 page 4.3.40.
The map in Figure 8.1 in Chapter 8 illustrates examples

of typical SADC routes.
SADC - RTSM - VOL 1
GUIDANCE
DIRECTION
4.8
4.8.1
4.8.1
DIRECTION
General
1 DIRECTION signs may be used to indicate to traffic the

direction which shall be followed in order to reach the
destination(s) named on the signs. The destination
name may be given in text form or a combination of
symbol and text.
2
Policies adopted by road authorities for the use of

direction signs differ significantly between rural areas
and urban areas. This is principally due to the space, or
lack of it, in urban areas available to accommodate what
can be large signs. In addition the competition for space
on urban direction signs can reach levels which are
impossible to accommodate. Apart from the indication of
route numbers, destination display should be limited to
those destinations which are familiar enough to offer
effective orientation to approaching drivers (see Chapter
8). Supplementary LOCAL and TOURISM DIRECTION
signs are available to cater for destinations of tertiary
level importance, subject to their compliance with
warrants (see Sections 4.10 and
4.11).
Specific urban guidance signing concepts are covered in

Section 4.5 and in greater depth in Volume 2, Chapter 9:
Urban Guidance Signing. The most significant visual
difference between the most important rural and urban
DIRECTION signs is the inclusion of street names in
black-on-white panels on many urban direction signs. This
information is to say to drivers "you are here", or "you
have reached the named street". The emphasis on
adequate and correct display of street names and route
numbers in urban areas cannot be overstressed.
ADVANCE DIRECTION and DIRECTION signs are

recommended for use at all junctions of Class B with
Class B rural roads and DIRECTION signs are
recommended for use at all junctions of Class B with Class
C rural roads. The installation policy varies for different
junction/road class combinations. A typical detail is
given in Figure 4.56. For full details see Volume 2,
Chapter 10: Rural Guidance Signing.
As described in Section 4.6, STREET NAME signs
GL1and SUBURB NAME signs GL2 in combination
with ROUTE MARKER signs comprise the MINIMUM
level of guidance signing for Class B streets in
urban or metropolitan areas (see Figure 4.57).
DIRECTION signs may replace route marker signs to
improve the quality of urban guidance signing to a
PREFERRED higher order of display. DIRECTION signs
should only be used in this manner when space permits
the consistent use of direction signs along a route in a
systematic way. The random or alternating use of
ROUTE MARKER signs and DIRECTION signs at
successive junctions is not a recommended
practice.
Directional guidance signs may be used in advance of
junctions and/or at junctions. They may be further
supplemented by
CONFIRMATION
sign
GD3.
ADVANCE DIRECTION signs should normally only be
used if they are followed by DIRECTION signs.
DIRECTION signs, however, may be used without
ADVANCE DIRECTION signs but should then be
preceded by the appropriate "Road Layout" WARNING
sign (see Section 3.2).The use of confirmation signs is
optional, but recommended in rural areas (see Figure
4.56).
MAY 2012
The selection of destinations for DIRECTION signs is a

complex and often difficult task. Policy details related
to this and other aspects of the navigational system are
covered in-Chapter 8. Once a destination name has
been included on a DIRECTION sign it should be
retained on subsequent DIRECTION signs along the
route until the destination is reached. The amount of
information which drivers can safely take in from guidance
signs is limited by the requirement that drivers' attention
should not be diverted from their driving task for greater
periods than is absolutely necessary (see Section 4.4).
The accumulative effect of such a policy shall therefore
be monitored in an effort to limit the number of destination
names appearing on any one sign. This requirement to
control the amount of information appearing on
DIRECTION signs becomes particularly necessary in
urban areas where the demand commonly exists to
indicate many suburb names. In practical terms these
are too numerous to display on DIRECTION signs with
any consistency. For this reason emphasis is placed on
the inclusion of conspicuous and adequately sizedSTREET NAME and SUBURB NAME location signs as
the minimum signing level in urban areas. Care shall be
exercised to avoid confusion between destinations and
tourist facilities (see paragraphs 4.8.2.5, 4.8.3.4.and Figure
4.57).
The DIRECTION sign group within the guidance sign

class, covered in this Section, can be subdivided by
type as follows:
(a) STACK-TYPE signs comprising advance direction,
direction and confirmation signs;
(b) FINGERBOARD signs;
(c) MAP-TYPE signs;
(d) OVERHEAD signs comprising advance direction
and exit direction signs.
STACK-TYPE direction signs are recommended for all

ground-mounted direction sign applications. They offer a
reasonable compromise between overall signface area
and destination message space.
10 FINGERBOARD direction signs may be specified for

minor destination signing since they are more economical
in terms of signface area. They are recommended
particularly when there is only one destination to be
signed at a local level.
11 When it is particularly important to portray the layout of the
road junction ahead the use of MAP-TYPE direction signs
may be justified. They are significantly larger and more
costly than STACK-TYPE signs.
12 In exceptional circumstances, when Class Broad
networks become complex and road-side clutter and
heavy traffic volumes make ROUTE MARKER signs
difficult to see, and ground-mounted DIRECTION signs
cannot be accommodated in the available space,
OVERHEAD DIRECTION signs should be considered.
4.8.2

A number of principles are, however, particularly relevant to

the design and layout of DIRECTION signs.
SADC - RTSM - VOL 1
GUIDANCE
4.8.2
DIRECTION
reduces in category from Class A to Class B it may be
beneficial to continue numbering the junctions on the
DIRECTION signs on the Class B route; when
used, the EXIT number shall appear in black semimatt "B MOD"
numerals, on a white
retroreflective background "block" in the top lefthand corner of such signs.
These are:
(a) the number of "stacks" on a STACK-TYPE advance
direction sign shall not exceed three stacks, and on a
STACK-TYPE direction sign shall not exceed two
stacks;
(b) on all STACK-TYPE signs which display an arrow
there shall only be one arrow per stack, and the
STRAIGHT-ON and RIGHT TURN arrows shall
appear on the far right side of their respective stacks
and be preceded by the route number and
destination name in that order, w h i l s t the LEFT
TURN arrow shall appear on the far left side of its
stack and be followed by the route number and
destination name;
(c) when a STRAIGHT-ON or THROUGH destination
name is displayed it shall always appear above the
other destinations on the signface;
(d) when destinations to right and left are displayed on a
signface, one above the other, the right
destination(s) shall always be placed above the left
destination(s);
(e) where more than one destination is indicated in a
stack for a specific direction, the nearest destination
shall appear above the other(s);
(f) a distance may only be included on a direction sign as
follows:
(i)
on a FINGERBOARD or single stack

DIRECTION sign - the distance given being the
distance to the destination, not the junction;
(ii)
on a MAP-TYPE advance direction sign - the

distance given being the distance to the junction
depicted on the sign;
on an OVERHEAD advance direction sign the distance given being the distance to the
point of exit from the through route whether to
the right or left;
(g) whenever possible the number of destinations on a
DIRECTION sign (and therefore a sequence of signs
serving the approach to a junction) should be limited to
four names, OR the information displayed should not
exceed ten "bits"; the letter size used on direction
signs is dependent on, amongst other factors, the
number of "bits" of information to be displayed; this
in turn will affect overall sign sizes (see Section 4.4);
(h) route numbers shall be displayed either
immediately before a destination (or symbol plus
destination), or above a destination or number of
destinations (see Section 4.3);
(i) it is recommended that stacks displaying
STRAIGHT- ON or THROUGH destinations should be
included on ADVANCE DIRECTION signs GD1 but
that they should not normally be included on
DIRECTION signs GD2; under certain
circumstances a combination stack-type direction
sign GD1/DG2, comprising a STRAIGHT-ON stack
mounted above a normal GD2 sign may be used,
and located in the normal position of the GD2 sign
(see Subsection 4.8.7 and Volume 2, Chapters 9
and 10);
(j) the legend on ADVANCE DIRECTION and
DIRECTION signfaces shall conform to the
requirements of Sections 4.2 to 4.4;
(k) interchange (exit) numbers may be used on
FREEWAY DIRECTION signs and if a route
It is recommended that approved DIRECTION SIGN

SYMBOLS be used to replace common terms such as
"airport" or "station". This w i l l remove the need to
display such terms in text, which will in turn reduce sign
sizes (see Section 4.3).
Specialised applications of direction sign types covered

in this Section may be used on cross-road approaches
to freeway access interchanges. These are numbered in
an exclusive series and are detailed in Section 4.9.
When the destination to be displayed is a terminal

destination on the route and it is the only public
destination and is classified as a tourist facility, such a
destination may be included on a stack-type
DIRECTION sign on a STACK or "insert" PANEL.
4.8.3
1
DIRECTION signs shall be rectangular in shape, with the

exception of the FINGERBOARD type sign which shall
have one side shaped to a point. All signs shall be
provided with a border of a colour which contrasts with
the sign background colour. PERMANENT direction signs
normally have a horizontal format. TEMPORARY
direction signs used within construction sites should,
where possible, minimise the horizontal dimension to
reduce side space requirements.
The size of DIRECTION signs is dependent on the

destination messages to be displayed and the choice of
letter size to be used (see Section 4.3).
PERMANENT direction signs shall have a basic green

background colour with white legend and arrows and
yellow route numbers. TEMPORARY direction signs
shall have a yellow background with all other sign face
details in black.
Special variations may be made to the background

colour when the sign is directing traffic to destinations
reached by a Class A1 freeway, in which case the
background colour shall be blue, OR when the
destination is classified as a tourist facility in which case the
background colour shall be brown (see paragraph
4.8.2.5).
(iii)
GUIDANCE
4.8.4
Retroreflectivity
It is recommended that all arrows, legend and borders

used on PERMANENT direction signs be retroreflective.
The use of retroreflective materials for background areas is
recommended for signs of 1 m 2 or less and optional for
larger signs.
The background to all TEMPORARY direction signs

shall be retroreflective and the border and legend semimatt.

provisions laid down in Chapter 1.
SADC - RTSM - VOL 1
MAY 2012
4.8.3
DIRECTION
NOTES:
(1) The level of signing indicated represents the
recommended level of guidance signing for rural
junctions between Class B and Class B roads.
CONFIRMATION
sign
GD3
is
optional
but
recommended subject to junction spacing.
(2) The ADVANCE DIRECTION sign GD1 may be replaced
by an ADVANCE WARNING sign (W101 or other
appropriate to the junction configuration) on non- priority
Class B approaches (see Volume 2, Chapter 10).
may be replaced by a composite GD1/DG2. This sign type

may also be specified for lower classes of intersection.
(4) The level of signing indicated here also represents
the PREFERRED level for urban Class B roads. In
an urban area the names of the intersecting streets
shall also be indicated either separately or in combination
with signs GD1 and GD2. See Figure 4.57 for the
minimum level of guidance signing for urban Class B
roads.
(3) When a warning sign is used in advance, the GD2 sign
Fig 4.56
MAY 2012
Rural Guidance Sign Sequence - Class B

SADC - RTSM - VOL 1
GUIDANCE
4.8.4
DIRECTION
NOTES:
(1) The level of signing indicated represents the
MINIMUM level of guidance signing for urban
junctions between Class B and Class B roads.
This level of s i g n i n g s h o u l d be provided at
all such junctions whether the urban area is a
small town or a metropolitan area unless the
PREFERRED level of guidance signing indicated
in Figure 4.56 is used. The minimum level of
guidance signing is appropriate to national, provincial,
regional, or metropolitan routes in an urban area.
Fig 4.57
GUIDANCE
(2) Details of STREET NAME signs GL1, SUBURB

NAME signs GL2 and the various ROUTE MARKER
signs are given in Section 4.6 and 4.7.
(3) Sign GL1 may be mounted separately although it is
recommended that signs GL1 and GE12 (or GE13 to
GE15) be mounted together so that they fall within a
driver's cone of vision without requiring an extra head
movement to see both signs. At traffic signals these
signs should be located within the same cone of vision
used to observe the traffic signal.
Minimum Urban Guidance Signing - Class B
SADC - RTSM - VOL 1
MAY 2012
4.8.5
DIRECTION
NOTES:
(1) The shaded area represents a
recommended extension of sign
location in advance of a junction. This
extension has not been supported by
research.
Before
applying
this
extension designers should be sure
that signs are accurately correctly
located for the existing approach
speed.
(2) \if advance direction signs are
provided on gravel roads the signs
should be positioned towards the
greater distance given by the shades
area to allow for more gradual
deceleration on gravel surfaces.
Fig 4.58
Location of Advance Direction Signs
MAY 2012
SADC - RTSM - VOL 1
GUIDANCE
STACK-TYPE ADVANCE DIRECTION

For dimensions
ref. Vol. 4
pages
5.2.1 to
COLOURS:
PERMANENT
Border & arrows: White retroreflective
Route numbers:
Legend:
Background:
Green semi-matt
or retroreflective
GD1
5.2.10,
5.2.19
and
5.2.34 to
5.2.41
TEMPORARY
Border & arrows: Black semi-mart
Legend:
Black semi-mart
Background:
(GD1.111)
4.8.5
1
Stack-Type Advance Direction
STACK-TYPE ADVANCE DIRECTION signs of the type

GD1 may be used in advance of a junction of Class B or
lower roads to give advance guidance to drivers
regarding the numbers allocated to routes leaving
the junction ahead, and the destinations which
may be reached by following each exit roadway
from the junction. Each direction available to traffic
leaving the junction shall be indicated by a "stack". If
necessary a minor direction can be indicated by the text
"Local" or "Local areas", or by a LOCAL DIRECTION
stack or insert panel (see Section 4.11).
GD1 type signs should be located on the left side of the
roadway. The signs should be located in advance of the
junction at a distance as given in Figure 4.58. In urban
areas street block lengths may influence the distance at
which a GD1 type sign may be placed in advance of a
road junction. If visibility of a GD1 sign is obstructed in
some way when positioned in accordance with Figure
4.58 the sign should preferably be located at a
greater distance from the junction.
Route numbers should be displayed immediately in

front of destination names (or symbol plus destination
name) on STACK-TYPE ADVANCE DIRECTION signs
(see Section 4.3).
Details of arrow types used on GD1 signs are given in

Figure 4.5 in Section 4.2. A GD1 sign should normally
display a vertical STACK-TYPE 1 or STACK-TYPE 4
arrow to indicate straight-on destinations. STACKTYPE 5 or STACK-TYPE 6 arrows should normally be
used to indicate right or left turns ahead. In advance of a
Y-junction or high speed sliproad a STACK-TYPE 7
arrow may be used if appropriate to indicate what is
effectively the straight-on direction. Similarly the
specialised STACK-TYPE 8 arrow may be used if there is
a small offset or misalignment in the approaches to the
junction. STACK-TYPE 9 arrow is also a specialised
arrow appropriate when a ground-mounted STACKTYPE ADVANCE DIRECTION sign G01is used on the
collector-distributor road of a freeway systems
interchange to indicate a 360 turn ahead. (This latter sign
may commonly be located in the gore of a 360 onramp not in advance of the turn. See Subsections
4.9.19 and 4.9.20.)
Distances shall not be displayed on GD1 type signs.
GUIDANCE
Subsection 4.8.2 details the principles for the signface

design of stack-type direction signs.
A wide range of GD1 type signs may be specified. The

number, GD1,may be qualified by a three digit number
group indicating the number of destinations per stack,
e.g.GD1.111 indicates a sign with three stacks and one
destination per stack; while GO1.201 indicates two
destinations in the straight-on (top) stack, no destination
(and no stack) to the right (as at a T-junction to the left)
and one destination to the left in the bottom stack. On the
basis of the recommended maximum number of four
destinations per sign the sum of the three digits in the
second part of the sign number should not exceed four. A
number of representative examples are illustrated, with
notes in Figures 4.59 and 4.60.
STACK-TYPE ADVANCE DIRECTION signs may be

used for any configuration of junction. However, in
more complex cases consideration should be given to
the benefits of using a MAP-TYPE direction sign which
can illustrate the junction geometry, or OVER- HEAD
direction signs if early lane selection is critical to the
correct lane choice to exit the junction. In some
instances one of the specialised Stack-Type arrows
described in paragraph 4.8.5.4 may be used
successfully without recourse to one of the larger
map-type signs. In metropolitan areas space is often
restricted and ADVANCE DIRECTION ROUTE
MARKER sign GE12.3, E12.4 or GE12.5 (or the
equivalent GE13, GE14 and GE15 signs) may be used
instead of GD1 signs provided that a combination of
route marker and direction signs is planned
systematically and not mixed randomly with a resultant
loss of sign message continuity.
TEMPORARY versions of G01 type signs, numbered

TGD1 may be justified at major roadwork sites particularly
if the routes are diverted from their normal direction. It
may, however, be economic to convert a PERMANENT
GD1 sign to indicate the closure of certain exit roadways
from a junction and the revised routes to destinations.
This may be achieved by over- laying the affected stack
with a red retroreflective/ fluorescent adjustable cross
and by temporarily over- laying the appropriate area of
the sign with revised destination information in black on
a yellow background (see Figure 4.60).
SADC - RTSM - VOL 1
MAY 2012
Detail 4.59.1 ( GD1.011)
Detail 4.59.2 (GD1.101)
Detail 4.59.3 (GD1.121)
Detail 4.59.4 ( GD1.310)
'
Detail 4.59.6 (GD1.011U)
Detai l 4.59.5 (GD1.111U)
Detail 4.59.8 (GD1.112)

Detail 4.59.7 (GD1.111U)
NOTES:
(1) Details 4.59.1 and 4.59.2 show examples of typical
two-stack GD1 signs which are appropriate in advance
of T-junctions.
(2) Details 4.59.3 and 4.59.4 illustrate examples of the
maximum four line text display. Detail4.59.3 is a typical
three stack sign with two names in one stack, whereas
the three name stack of Detail 4.59.4 is less common.
Note the centring of the route number in front of these
multiple names.
(3) Details 4.59.5 to 4.59.7 cover examples of urban GD1
signs, all of which display a street name in black-onwhite. Detail 4.59.5 is a typical one-piece three stack
Fig 4.59
MAY 2012
sign in which the straight on stack is located above the

street name with a small blank section. Detail4.59.6 is
a similar sign appropriate to a T-junction (note the use
of DIN "A" style lettering to reduce sign length).Detail
4.59.7 shows how an urban GD1 sign is treated when
the intersecting street has different names to right and
left.
(4) Details 4.59.5 to 4.59.7 also show the permitted range
of letter size for the street name, from full size (the
same as other text on the sign) to 2/3 to 3/ 4 of this
size.
(5) Detail 4.59.8 gives an illustration of how a junction
number may be incorporated into a GD1 sign.
Typical Stack-Type Advance Direction Signs GD1-1

SADC RTSM VOL 1
GUIDANCE
Detail 4.60.2(GD1.102)
Detai1 4.60.1(GD1.112)
Detail 4.60.3(GD1.101l
Detail 4.60.4(TGD1.021)
Detail 4.60.5
(TGD1.011)
Detail 4.60.7 Recommended
Intermediate
Detail 4.60.6
(TGD1)
Arrow-Linked
NOTES:
(1) Detail4.60.1 illustrates a four destination GD1 sign with
an additional panel containing a junction number and
the "location" of the sign in the form of the town name.
This detail also illustrates the treatment of a dual
numbered route.
(2) Details 4.60.2 and 4.60.3 show GD1 signs which
include trailblazer panels directing drivers to a higher
order route (in this case the blue background indicates
this to be a Class A1 freeway). The route numbers,
freeway symbol and adjacent interchange numbers are
shown as well as, in the one case, the toll route symbol.
(3) Details 4.60.4 to 4.60.6 show examples of TEMPORARY GD1 signs. D e t a i l 4.60.4 shows a temporary
Fig 4.60
GUIDANCE
modification of a signface indicating the temporary closure

of the straight-on direction by means of a removable red
diagonal "cross" and the inclusion of a temporary cover plate
giving the temporary destination details.
(4) Details 4.60.7 shows three versions of the same sign in
"Recommended",
Intermediate" and "Arrow-Linked"
signface layouts (see Section 4.3 and Figure 4.17 to 4.19).
Note that the maximum difference between the
"Intermediate" and "Arrow-Linked examples is a 3d
increase in the length of the intermediate example, but with
significantly better readability. For more examples see
Volume 4, Chapter 5 pages 5.2.34 to 5.2.41.

SADC - RTSM - VOL 1
MAY 2012
STACK-TYPE DIRECTION
For dimensions
ref. Vol. 4
pages
5.2.11/0
5.2.15
and
5.2.34 to
5.2.41
COLOURS :
GD2
PERMANENT
Border & arrows:
Route numbers:
Legend:
Background:
Green semi-matt
or retroreflective
TEMPORARY
(GD2.11)

Legend:
Black semi-matt
Background:
4.8.6 Stack-Type Direction

1
STACK-TYPE DIRECTION signs of the type GD2

should be used, when space permits, at all junctions of
Class B roads with Class B to indicate to drivers the
number(s) of the intersecting or cross-route,
when appropriate, and the destination(s) which
may be reached by taking such a route. The sign
GD2 may be a single "stack" for an intersecting side road
which forms a T-junction, or it may be a two "stack"
sign covering right and left movements at a crossing
road. For l ower classes of road intersecting with Class
B roads a wide range of alternative signing options exist
including:
When single stack GD2 type signs display a single

destination, a distance may be given after the destination
name. This may be particularly appropriate when the
destination is some distance from the junction and is
effectively the terminal destination for the road. Use of the
letters "km" after the distance numerals is optional. If it
is otherwise required to indicate distances, one or more
separate CONFIRMATION signs GD3 should be placed
on the exits from a junction.
A wide range of GD2 type signs may be specified. The

number, GD2, may be qualified by a two digit number
group indicating the number of destinations per stack,
e.g. GD2.21. If this system is used and a single stack sign
is specified the "missing" stack should be designated by
a zero, e.g. GD2.10 or GD2.02- the former example
indicting one destination to the right and the latter two
destinations to the left (see Figures 4.61 and
4.62).
STACK-TYPE DIRECTION signs GD2 may be used as part

of a sign sequence incorporating a STACK-TYPE
ADVANCE DIRECTION sign GD1 or a MAP-TYPE
ADVANCE DIRECTION sign GD5 to GD9. In
metropolitan areas space is often restricted and
DIRECTION ROUTE MARKER signs GE12.1 and/or
GE12.2 {or the equivalent GE13,GE14 and GE15 signs)
may be used instead of GD2 signs (see Section 4.7).
When a GD2 type sign is located opposite the side road

approach to a T-junction a T-JUNCTION CHEVRON
hazard marker sign W409 of a length equal to the GD2
sign shall be mounted immediately below the GD2 sign.
{See Figure 4.62, and Volume 4 for details.)
(a) GD1/GD2 combination signs (see Subsection 4.8.7;

(b) LOCAL DIRECTION signs GDL1 or GDL2 particularly in urban areas and where orientation is
not specifically required (see Section 4.11);
(c) FINGERBOARD sign GD4 for minor rural
destinations.
2
GD2 type signs should be located in the far left-hand

corner of the junc t i on, e.g. beyond the point at which
the turning movement(s) will take place. In special
circumstances of roadway alignment, or of visibility,
normally found in urban areas, location of the sign on an
island {median or turning) may be more effective. In the
case of a left-turning roadway, or sliproad, it is
recommended that the left-turn GD2 sign be located on
the island created by the turning roadway, subject to
island and sign sizes.
Route numbers should be displayed immediately before

destination names (or symbol plus destination name) on
STACK-TYPE DIRECTION signs.
Details of arrow types used on STACK-TYPE signs are

given in Figure 4.5 in Section 4.2. A GD2 sign shall only
display a horizontal STACK-TYPE 1 or STACK-TYPE 3
arrow to indicate right and/or left turns. When a tum is
angled, such as at a Y-junction, the STACK-TYPE 1 or
STACK-TYPE 3 arrow may be angled upwards at
45.
Although a GD2 sign may display a maximum of four

destinations, if the preceding STACK-TYPE ADVANCE
DIRECTION sign GD1 has displayed fewer than a total
of four right and left turn destinations, additional
destinations shall not be added to the GD2 sign.
MAY 2012
10 If a GD2 sign is to be located at the junction of named

streets in urban areas the street name may be incorporated
into an additional panel on top of the DIRECTION sign
"stacks". The street name shall appear in "B MOD"
uppercase letters in black semi-matt on a white semimatt or retroreflective background. The street name
may be displayed in reduced size lettering, 2/3 to 3/4 of
the size of the lettering used for the destination
names.
11 TEMPORARY versions of GD2 type signs numbered
TGD2 may be justified at major roadwork sites. It may be
economic to convert PERMANENT GD2 signs to
indicate revised routes to destinations (see paragraph
4.8.5.9).
SADC - RTSM - VOL 1
GUIDANCE
4.8.10
DIRECTION
Detail 4.61.2 ( GD2.11 plus W409)
NOTES:
(1) Details 4.61.1 and 4.61.2 show two typical examples of
GD2 signs, the latter without route numbers. Detail 4.61.2
is also an example of a sign used opposite a Tjunction side road, combining GD2 and W409 signs.
(2) Stack combinations and numbers of destinations per
stack may be varied as shown by Details 4.61.3 and
4.61.4.
(3) Details 4.61.5 to 4.61.8 illustrate a range of examples of
urban GD2 signs which include the intersecting street
name in either a panel on top of the sign (meaning the
named street extends on both sides of the junction), or
in insert panels in each stack (when the name of the
street is different on each side of the street).
Fig 4.61
GUIDANCE
(4) Details 4.61.5, 4.61.6 and 4.61.8 show the street name in
the same latter size as the other destination names,
whereas Detail 4.61.7 illustrates the option to reduce the
street name letter size to 2/3 to 3/4 of the size used for the
main message.
(5) Detail 4.61.5 also shows the use of DIN "A style
lettering for a very long destination name. In this example
the street name insert panels have been centred. These
insert panels may alternately be left justified as shown in
Detai14.61.7.The choice should be based on the best
visual balance according to the actual names in use.
(6) Detail 4.61.8 gives an example of an angled arrow
appropriate in
this case i m m e d i a t e l y
in
a d v a n c e o f a l eft turn sliproad.
Typical Stack-Type Direction Signs GD2-1

SADC - RTSM - VOL 1
MAY 2012
NOTES:
(1) Detail 4.62.1 shows how a freeway trailblazer panel can
be incorporated into a GD2 sign. This panel, which is blue
for Class A1 freeways, includes the route number of the
freeway in brackets (the turn does not lead directly onto
the freeway) the GDS-4 dual-carriageway freeway symbol
and the freeway interchange number (the latter in blackon-white as LOCATION information).
(2) Detail 4.62.2 gives an example of the inclusion of a
distance to a terminal destination (a considerable
distance down a "dead-end" road).
(3) Details 4.62.3 includes an optional tourism stack,
appropriate if the only destination is a tourist destination.
(4) Details 4.62.4 demonstrates a maximum 4 line
destination display, the centring of route numbers on two
lines of text, an indir ect route number in brackets
Fig 4.62
MAY 2012
(meaning that route 243 turns off route 106 and

destination "Mocimboa da Praia" is on route 243), and the
use of DIN "A" style lettering for a long destination
name.
(5) Detail 4.62.5 shows that GD2 signs may include only
a GDS series symbolic message, when appropriate.
(6) Details 4.62.6 and 4.62.7 show examples of
TEMPORARY GD2 signs. Examples TGD2-D being
special signs which can be erected quickly to indicate a
temporary detour (particularly in an emergency situation).
(7) Detail4.62.8 gives three versions of the same sign GD2 in
"Recommended", "Intermediate" and "Arrow-Linked"
signface layout (see Section 4.3 and Figures 4.17 to
4.19). Note that there is no difference in size between the
"Intermediate" and "Arrow-Linked" examples, but that the
vertical justification of text is retained on the former.

SADC - RTSM - VOL 1
GUIDANCE
4.8.12
DIRECTION
STACK-TYPE COMPOSITE DIRECTION

For dimensions
ref. Vol. 4
pages
5.2.16to
5.2.18
and
5.2.40
COLOURS :
GD1/GD2
PERMANENT
Border:
Route numbers:
Legend:
Background:
TEMPORARY
Border:
Legend:
Background:
4.8.7
1
Green semi-matt
or retroreflective
Black semi-matt
Black semi-matt
Stack-Type Composite Direction
STACK-TYPE COMPOSITE DIRECTION signs of the

type GD1/GD2 may be used instead of an ADVANCE
DIRECTION sign GD1 PLUS a DIRECTION sign GD2 to
indicate to drivers the numbers of routes leaving
the junction, when appropriate, and destinations
for the straight on and relevant turn directions. Sign
GD1/GD2 will commonly be a three stack sign at
crossroads and a two stack sign at T-junctions.
GD1/GD2 composite signs should be located in the
position normally occupied by a GD2 sign, namely in the
far left corner of the junction e.g. beyond the point at
which the turning movement(s) will take place. If a
sliproad or other unusual junction geometry is provided it is
recommended that the two GD1 and GD2 signs be used,
however, if this is not possible the GD1/GD2 sign should
be split into two parts appropriate to the different exit
roadways from the junction.
(iii) visibility to the junction - this is recommended to

be of good quality (of the order given in Figure
4.58 for the normal location of a GD1 sign)
otherwise use of signs GD1 and GD2 is
recommended.
4
The use of GD1/GD2 composite signs, or more specifically

the omission of an ADVANCE DIRECTION sign GD1, is
not recommended when addition alright and/or left turn
lanes are provided well in advance of a junction. The
provision of a GD1 sign will properly allow the early
selection of the correct lane for the required destination.
Consideration should be given to using one size larger

lettering on GD1/GD2 signs if these are specified for
priority approaches to a junction. This will increase sign
size, but will still result in an overall saving in sign area.
GD1/GD2 composite signs may be particularly

appropriate in urban areas and Figure 4.63 gives a
number of examples of such signs. Whilst there are
obvious economies resulting from their use in urban
areas the provisions of paragraphs 4.8.7.3(b) and
4.8.7.4 are equally applicable in urban environments. If
road side space is not available for GD1 signs, but is
available in the normal GD2 position then the use of
GD1/GD2 composite signs is likely to be beneficial.
Should such situations involve multi-lane approaches
consideration must be given to the possible need for
overhead direction signs.
All rules of signface design applicable to stack-type

direction signs, other than the style of stack-type arrows
used in the turn panels, are applicable to GD1/GD2
composite signs.
The use of GD1/GD2 composite signs is particularly

relevant in the following circumstances (see also Volume
2, Chapter 10: Rural Guidance Signing):
(a) on a non-priority approach to a T-junction or
crossroad - in such instances vehicles are required to
stop (or yield) - it is therefore considered that a
single display of the turn destinations, placed in
front of the stopped driver, is adequate and this
saves the equivalent of a GD2 sign area on each
such approach;
(b) on priority approaches of classes of road below
Class 8 subject to a safety assessment based on
the following factors:
(i) 85% ile approach speeds of traffic - if this value
is over 80 km/h the use of GD1 and GD2 signs is
recommended;
(ii) volumes of turning traffic - i f these exceed 20%
of the total traffic the use of GD1 and GD2 signs
is recommended;
GUIDANCE
SADC - RTSM - VOL 1
MAY 2012
NOTES:
(1) Details 4.63.1 and 4.63.2 illustrate GD1/GD2 sign options
for use at T-junctions.Detail4.63.1 also illustrates an
"Intermediate" style layout (see Section 4.3, Figure 4.19
and Volume 4,Chapter 5,pages 5.2.34 to 5.2.41) where
the long name in the lower stack has been allowed to
extend under the straight-on arrow without upsetting the
preferred vertical justification of the beginnings of each
destination name. This cannot be achieved in
Detail4.63.2 which shows the treatment of two names in
one stack.
(2) Details 4.63.3 to 4.63.7 all show examples of urban
GD1/GD2 signs. Details 4.63.3 and 4.63.4 are also for Tjunctions and show the straight-on panel located
above the street name panels in a one piece sign with a
small blank section between straight-on and street name
indications. These details also demonstrate the use of
Fig 4.63
MAY 2012
the same letter size for the street name as for the
destination names.
(3) Detail4.63.5 represents the maximum effort to reduce
sign size whilst optimising readability. All destination text
is shown in DIN "A" style lettering which reduces sign
length, often important in urban areas. The street name
has also been reduced to lettering 2/3 to 3/4 of the height
of the destination lettering.
(4) Details 4.63.6 and 4.63.7 show the same sign, displaying
street name insert panels because the names of the streets
are different on each side of the through road, but with full
size and 2/3 to 3/4 size lettering for the street names.
Note that the street names are optionally left justified in
the stacks. They may alternatively be centred for a better
aesthetic effect. (See Figure 4.61 also.)
Typical Stack-Type Composite Direction Signs GD1 I GD2
SADC - RTSM - VOL 1
GUIDANCE
4.8.14
DIRECTION
CONFIRMATION
For dimensions
ref. Vol. 4
pages
COLOURS:
PERMANENT
Border:
Route numbers:
Legend:
Background:
GD3
5.2.21
5.2.22
5.2.23
TEMPORARY
Border:
Legend:
Background:
Green semi-matt
or retroreflective
Black semi-matt
Black semi-matt
TGD3-D
4.8.8
1
Confirmation
CONFIRMATION sign GD3 may be used to give

reassurance or confirmational guidance to drivers
that they are travelling towards the selected
destinations and that these destinations are
located at
the distances
indicated,
and
TEMPORARY DETOUR CONFIRMATION sign TGD3 D
may be used to reassure or confirm to drivers
that they are still following a detour necessitated
by roadwork or other activities.GD3 signs placed at
regular intervals reassure drivers that they are on the
correct route.
GD3 signs should be located on the left side of the

roadway beyond a road junction. The distance beyond
should be of the order of 30 m in urban areas and 60 m to
100min rural areas. Distances should be adjusted to take
into account turning roadways, or minor junctions etc., to
place signs beyond points of traffic entry.
GD3 signs may display up to three destinations. The

distance in kilometres shall be indicated after each place
name. The destinations shall always be displayed so
that the nearest is at the top and the furthest is at the
bottom of the sign (see Figures 4.4 and 4.22).
The standard display should normally include two

destinations, at least one of which shall have been
displayed on preceding ADVANCE DIRECTION or
DIRECTION signs. The upper destination should
normally be the nearest SERVICE and the lower one the
nearest CONTROL destinations. In certain circumstances
two destinations of one type may be displayed. The choice
will normally be dependent upon the relative spacing of
CONTROL and SERVICE destinations.
Sign GD3 may be used on Class C or D roads but is
recommended for all Class 8 numbered routes. The
format may be adapted to show destinations on
contiguous but differently numbered routes by displaying
the appropriate route numbers in front of the destination
names rather than above them.(For Class A
GUIDANCE
equivalent sign GA7 see Subsection 4.9.17.)

6
If it is considered necessary to include an important

destination which lies on an adjacent or parallel route
which is some distance from the route being signed but
can be reached from an intersecting cross-road, the
number of this "indirect" route shall be displayed within
brackets in front of the destination (see Section 4.3).
In rural situations it is recommended that GD3 signs be

located at regular intervals of approximately 10 km.
Additional signs may be located just beyond points of
entry of major traffic flows. On long national or provincial
Class B routes it is recommended that a FAMILIAR
destination be added to the display at 50 km intervals
when
appropriate. This practice
will
offer
reassurance to strangers travelling long
distances.
Destination
continuity
must,
however, be maintained on CONFIRMATION signs
within the overall sign system along a specific
route. See Chapter 8 for further information on the
selection of destinations.
DIRECTION SIGN SYMBOLS may be used on GD3

type signs. These may include important traffic generators
such as city centres.
Letter sizing for GD3 type signs should conform to the

provisions of Section 4.4.
10 TEMPORARY
CONFIRMATION signs numbered
TGD3 may be required for major roadwork detours. If a
detour is likely to be in place for some time the
distances indicated on PERMANENT CONFIRMATION
signs should be modified using temporary black on yellow
cover plates with the new distance via the detour.
TEMPORARY DETOUR CONFIRMATION sign TGD3-D
may be used as a rapidly deployed minimum level
signing. Recommended spacings for sign TGD3-D are
300-500 m in urban areas and up to 2 km in rural areas.
SADC - RTSM - VOL 1
MAY 2012
FINGERBOARD
COLOURS:
For dimensions
ref. Vol. 4
PERMANENT
Route Numbers: Yellow retroreflective
Legend:
Background:
Green semi-matt or
retroreflective
TEMPORARY
Legend:
Black semi-matt
Background:
pages
5.2.24
5.2.25
5.2.26
4.8.9
1
Fingerboard
FINGERBOARD direction sign GD4 may be used to

guide drivers towards minor destinations or
destinations on lightly travelled routes. Sign GD4 is
generally appropriate to Class C or Class D rural roads.
The signs do not use conventional Stack-Type arrows but
may incorporate a unique "Chevron" style arrow. (See
examples and Figure 4.8.) GD4 signs shall be shaped
to form a point either with or without a chevron arrow. To
simplify construction the sign may be manufactured from
a rectangular plate provided the area outside the point
is finished in a neutral semi-matt finish.
FINGERBOARD signs should be located in a similar

manner to DIRECTION signs GD2 namely in the far left
comer of a road junction.
FINGERBOARD signs GD4 should normally indicate

one destination only. Two lines may be used for a
destination name, in order to limit sign length. If two
destinations are to be signed a DIRECTION sign GD2,
should preferably be used.
Due to the introduction of LOCAL DIRECTION signs

GDL1, GDL2 and GDL3 (which is also a fingerboard
sign) for use in urban areas, the use of FINGERBOARD
MAY 2012
sign GD4 Is likely to be limited to rural situations. Sign

GD4 shall not be used for TOURIST destinations.
These should be signed using TOURISM FINAL TURN
sign GF3 (see Section 4.10 and Volume 2, Chapters 4
and 9).
5
TEMPORARY FINGERBOARD signs numbered TGD4

may be used to minimise temporary sign costs when
detours are in operation. This can be particularly important
in urban areas. Sign TGD4 may be used to sign changes
of direction at the start of a detour, or within a detour.
The use of sign TGD4 should be limited to roads carrying
relatively low traffic volumes. A special version of the sign
may be used in urban areas when a named street is
closed for repair and traffic is diverted by a route which
ultimately directs it back to the same street beyond the
closure. In this case street name signs from the closed
street may be inserted onto the sign face. Such signs will
probably have to be custom made to suit the method of
street name sign manufacture used by individual road
authorities. Alter- natively this type of sign may be used in
a similar way to indicate the street by which the detour
has been routed, using the word via in front of the street
name.
SADC - RTSM - VOL 1
GUIDANCE
4.8.16
4.8.10
DIRECTION
Map-Type Advance Direction
1 MAP-TYPE ADVANCE DIRECTION signs GD5 to GD9,

may be used on Class B roads to give advance
guidance to drivers regarding the shape of the
junction ahead, the numbers allocated to the routes
leaving the junction ahead, when appropriate, and
the destinations which may be reached by
following each exit road from the junction. The
arrow on the sign represents the road junction in plan
view or traffic flow arrangement of the junction, and
should represent the actual alignment of the junction.
Arrows shall have pointed shafts without arrow heads.
2
The MAP-TYPE signs illustrated represent the following

road junction/route types :
(a)
(b)
(c)
(d)
(e)
GD5
GD6
GD7
GD8
GD9
a non-freeway high speed exit;

a four-legged junction;
a staggered four-legged junction;
a traffic circle junction;
a recommended route.
MAP-TYPE ADVANCE DIRECTION signs should

located on the left side of the roadway, 500 m to 1
from the junction. The display of a distance to
junction on signs GD5 to GOB is optional
recommended.
The sign face layout of sign GD5 should conform to the

principles of FREEWAY ADVANCE EXIT DIRECTION
signs GA2 (see Section 4.9).
The design of signs GOG, GD7 and GOB should minimise

unused sign face. Route numbers may be located either
in front of, or above, the relevant destination in order to
reduce sign area provided such treatment does not
create
a
risk
of confusion between route
numberIdestination groups. If a distance is included it
should be located as for sign type GDS.
GUIDANCE
be
km
the
but
The example given for sign type GOB shows a traffic

circle situated in Angola. Since in Angola traffic travels on
the right side of the road, and round a traffic circle in an
anti-clockwise direction, MAP TYPE 14 ARROW is shown
in a mirror-imaged position. For details of MAP TYPE 14
ARROW for use elsewhere in the SADC region see
Volume 4, Chapter 5, Section S.G.
Any of the MAP-TYPE ADVANCE DIRECTION signs

may be followed in sequence by conventional
DIRECTION signs GD2 (see Subsection 4.8.G).
TEMPORARY versions of signs GDS to GOB should not

be specified. TEMPORARY STACK-TYPE ADVANCE
DIRECTION signs should rather be used for
economic reasons. Temporary modification of a
PERMANENT GD5 to GD8 sign may be undertaken by
using temporary black on yellow plates to indicate the
altered destination information.
Sign GD9 may be used when restrictions apply

to the road ahead and it is necessary to indicate a
recommended route. The restriction may be i n di c at ed
by a REGULATORY sign placed over t h e straight
ahead route. Such a sign could be used to indicate
recommended heavy vehicle routing around a
busy commercial area, or a steep hill, or simply to
advise traffic that a by-pass is available for a congested
section of roadway ahead.
10 A TEMPORARY RECOMMENDED ROUTE sign

numbered TGD9, may be used at major road detours when
the road ahead has been closed. The layout of such signs
should be standardised to make signs re-usable. Handed
versions of signs GD9 and TGD9 may be used. Reference
points such as town names, route numbers or street names
may be included, but the amount of information given
should be strictly controlled.
SADC - RTSM - VOL 1
MAY 2012
DIRECTION
4.8.17
MAP-TYPE ADVANCE DIRECTION
For
dimensions
ref. Vol. 4
pages
5.2.27
to
5.2.33
COLOURS:
PERMANENT
Route numbers: Yellow retroreflective
Legend:
Background:
Green semi-matt
or retroreflective
TEMPORARY
Border & arrows: Black semi-man Legend:
Black semi-matt
Background:
GD5
GD6
GD7
GD7
GD8
G09
MAY 2012
TG09
SADC - RTSM - VOL 1
GUIDANCE
4.8.11
1
Overhead Direction
OVERHEAD DIRECTION signs GD10 to GD15 may be

used on Class 8 routes to give advance direction
and exit, or turn, guidance closely related to the
lane configuration of the roadway, when a lack
of roadside space and high traffic volumes make
the use of ground-mounted signs impractical or
ineffective. The use of OVERHEAD DIRECTION signs
on rural Class B routes is unlikely to be necessary.
They are, however, becoming more commonly
required in urban areas. Complex road junctions and
visually "busy" central business areas, including oneway roadways, make successful navigation by
strangers difficult. Traffic volume and mix (significant
numbers of large heavy vehicles) combined with the
above factors may make ground-mounted signs ineffective due to their being frequently obscured, in
which case OVERHEAD signs can be warranted (see
Section 4.1).
In general the signface layout of OVERHEAD
DIRECTION signs should conform to the principles laid
down for FREEWAY OVERHEAD signs in Section 4.9.
The range of sign layouts and arrow indications is
considerable. Signs should be designed keeping in mind
the functional meaning of the various upward and
downward types of arrow as given in Section 4.2.Due to
the likelihood of low operating speeds, severe space
limitations and cost implications, the size of urban
overhead signs should be kept to a minimum.
roads this can result in a hazardous manoeuvre for the heavy

vehicle if it wishes to move back into the left, or slow, lane).
This potential hazard is much less on low speed roads. It is
considered that the display of arrow. cluster type indications
of the lane/exit configuration, avoids this inaccuracy of
information.
6
The minimum clearance to OVERHEAD signs on Class

B routes shall be 4,7 m. For aesthetic reasons it is
recommended that the vertical side length (or height) of
a l l OVERHEAD DIRECTION signs mounted on a
common support be the same.
The use of OVERHEAD signs on Class 8 routes becomes more clearly warranted when one or more lanes are
subject to:
(a) exclusive use by one class of vehicle (e.g. bus
lane);
(b) prohibition of use by a class of vehicle (e.g. heavy
vehicle prohibition);
(c) variations in regulation of use during the course of a
day, requiring in all probability an OVERHEAD
VARIABLE MESSAGE SIGN (see Chapter 9);
(d) reversals in direction of movement of traffic at
various times of day.
The use of limited display compact OVERHEAD

DIRECTION signs over each individual lane is
recommended as a "first choice" option since the limited
sign area, in addition to keeping direct sign costs down,
is likely to result in lighter, less costly support
structures. The effectiveness of individual signs over
each lane will be dictated by factors such as:
(a) GD10 - advance exit direction:

using a downward arrow inclined at
approximately 45
these signs should be used in sequential
combination with signs GD11;
(b) GD11 - lane guidance AND exit direction:
using downward and horizontal
arrows;
(c) GD12 - advance exit direction and through route
guidance :
using a cluster of upward pointing
arrows
a very wide range of examples of this type
may be specified for high or low speed
exit conditions (see Sections 4.2 and
4.9);
(d) GD13 - advance exit direction for high speed exit:
using a cluster of upward pointing
arrows
these signs may be used in combination
with sign type GD15;
(e) GD14 - advance exit direction for low speed exit:
using upward pointing arrow
sign may be used in combination with
sign type GD15;
(f) GD15 - through route guidance using upward
pointing arrows;
(g) GD16 - exit direction for low speed exit:
using horizontal arrow;
(h) GD17 - exit direction for higher speed exit:
using upward pointing arrow inclined
upwards at approximately 45.
(a) the letter size and destination names to be

displayed;
(b) the complexity of lane function (i.e. shared exit and
through lanes, or dedicated exit lanes are not clearly
identifiable in such a system).
Signs covering the full roadway width and displaying an
upward pointing arrow cluster depicting the lane
arrangement should be restricted to those situations
where a lane by lane display would be inadequate.
4
OVERHEAD DIRECTION signs may be used in

advance of a junction or at a junction. Attention shall be
paid to the correct use of advance turn and final tum
arrows (see Section 4.2). The inclusion of a distance to
the point of turn on advance OVERHEAD DIRECTION
signs is recommended, and shall be included on signs
using arrow clusters.
The information contained on each sign shall be carefully

considered and the effect(s) this may have on traffic
must be clearly understood. On a multi-lane roadway
OVERHEAD signs may be utilised to encourage traffic to
"sort" into lanes based on a requirement to exit the
roadway at one of several closely spaced exit points. To
indicate this by means of individual lane mounted
signs may give an inaccurate representation with
respect to the straight-on movement (e.g. vehicles,
and particularly heavy vehicles, may move out of a
lane signed for exit purposes which in fact also serves
through movement, and on high speed
GUIDANCE
A range of OVERHEAD DIRECTION signs using

downward and upward pointing arrows appropriate to atgrade junctions or non-freeway grade separate junctions is
illustrated on the adjacent pages. These are classified
and numbered as follows:
OVERHEAD DIRECTION signs may be modified to show

TEMPORARY direction information by overlay with a
plate or plates in the temporary colour code of black on
yellow.
SADC - RTSM - VOL 1
MAY 2012
4.8.19
DIRECTION
OVERHEAD DIRECTION
COLOURS:
PERMANENT
Border & arrows:
Route numbers:
Legend:
Background:
For dimensions
ref. Vol. 4
pages
5.3.1
to
5.3.5
Green semi-matt
or retroreflective
GD10
GD10
GD11 (Exit)
GD11 (Straight-on)
GD10
GD11
GD11(Exit)
GD11
Lane-by-Lane Alternative
NOTES:
(1) The examples illustrated are representative of
OVERHEAD DIRECTION signs based on downward
pointing arrows. The example has been used for
the purpose of illustrating basic principles
appropriate to OVERHEAD DIRECTION signing
of urban Class Broads and in no way implies a
need for the specific junction to be signed in
this manner, nor does it place the relevant
authority under any obligation to sign the
junction concerned in this or any similar
manner. It may well be that such a junction can be
MAY 2012
adequately signed using ROUTE MARKER signs,

either ground-mounted or overhead.
(2) Signs GD10 or GD11 may be applied to left or right
turning situations.
(3) The lane-by-lane alternative, although more economic of
sign area, can only be applied if short destination
names are used. The lane-by-lane technique can have
advantages in s ort i ng traffic into correct lanes in
advance of closely spaced turns or junctions.
SADC - RTSM - VOL 1
GUIDANCE
4.8.20
DIRECTION
OVERHEAD DIRECTION
COLOURS:
PERMANENT
Border & arrows:
Route numbers:
Legend:
Background:
For dimensions
ref. Vol. 4
page
5.3.6
to
5.3.11
Green semi-matt or
retroreflective
GD12
GD13
GD14
GD14
NOTES:
(1) The use of this example in no way implies a
need for the junction concerned to be signed in
the manner illustrated, nor does it place the
authority concerned under any obligation to
sign the junction in this or any si mi l ar manner. It
may well be that such a junction can be adequately
signed using ROUTE MARKER signs, either groundmounted or overhead.
GUIDANCE
(2) If a turning movement at an urban junction is designed to

be free-flowing at moderately high speeds arrows such
as the Upward-Types 1, 2, 5, 6 or 7 should be used. If
the turning movement occurs through a small radius
(circa R50 m) and/or is subject to traffic control by sign or
signal, hooked arrows such as Upward-Type 4, 8, 9 or 10
should be used (see Figure 4.7). A right turn movement
at an at-grade junction will invariably require the latter
arrow style.
SADC - RTSM - VOL 1
MAY 2012
4.9.1
FREEWAY DIRECTION
4.9
FREEWAY DIRECTION
4.9.1 General
1
This section offers guidelines to those designing

signs and sign systems for rural and urban freeways.
The primary objective i s to achieve high
quality and uniformity of design,
and
practice, in freeway signing. The specific
objective of freeway direction signs is to
provide limited but adequate guidance to
drivers to enable them to navigate their way
to their intended destinations. It
is
therefore also an important objective to
have a freeway signing system which Is
designed as a system, with the express
purpose of minimising driver errors, since
such errors can, by virtue of the nature of
freeways with limited points of access, result
in significant wastage of time and fuel, and can
increase the risk of accidents occurring due
to unpredictable manoeuvres on the part of
drivers.
There are often special circumstances involved in
freeway design which preclude the use of a
standardised signing treatment. In order to assist
designers, a wide range of options are covered in
this Section, however, the availability of these
options and the techniques used to develop
them should not be seen by freeway geometric
designers as a "cure-all" for complex roadway
designs. The g e o m e t r i c design of freeways
should be undertaken on the understanding
that there are inherent limitations in the signing
system. Wherever
possible
designers
should
design
to
standardised sign
displays and sequences and resort to special
treatment only if no other reasonable option is
available.
Freeways are sub-classified into Class A1 and Class A2

roadways where a Class A1 freeway is a dual
carriageway roadway and a Class A2 freeway is a
carriageway freeway (see Chapter 1). Transitions
between Class A1 and Class A2 freeways require
special attention to signing (see Subsection 4.9.8 with
respect to coding of sign background colours).
Entry to a freeway shall be signed by a DUAL

CARRIAGEWAY FREEWAY BEGINS regulatory sign
R401, or a SINGLE CARRIAGEWAY FREEWAY
BEGINS regulatory sign R402, as appropriate. These
signs indicate the applicability of a comprehensive
range of restrictions relating to the use of freeways by
traffic (see Subsection 2.6.1). Signs R401 and R402 will
commonly be used in conjunction with a MINIMUM
SPEED regulatory sign R101. This latter sign has the
effect of prohibiting use of the freeway by traffic
incapable of attaining and maintaining the minimum
speed indicated. For purposes of enforcement of
these restrictions a freeway is therefore defined
as a roadway, entry to which is regulated by the
use of signs R401 or R402. Sign R401 shall
therefore only be used at entry points to dual roadways
which have a continuous median constructed to prevent
vehicular traffic from gaining access f rom one roadway
to the other, and which have the full control over points
of access to, and exit from, the roadways in such a
manner that no at-grade crossings are permitted
MAY 2012
as intersecting roads pass either over or under the

freeway. The roadway characteristics appropriate to the
use of sign R402 shall be the same as for sign
R401EXCEPT that there shall be no median separating
the roadway into two one-way carriageways. If a
roadway is to all intents and purposes a freeway but it is
not reasonable or practical to enforce ALL the
requirements of the relevant legislation in this regard,
signs R401 or R402 should not be displayed. All other
signs should be designed as if for a freeway
including
the
use
of
the
appropriate
background colour coding.
5
Specific policies developed for freeway signing

differ for rural and urban signs and for signs
used at access interchanges and systems
interchanges between different freeway routes
(see Chapter 10).
The selection of destinations for use on freeway signs

shall be undertaken in a disciplined manner with a view
to strictly controlling the amount of information placed
before drivers. In general at access interchanges the
minimum level of destination information given on
freeway direction signs shall relate to the first
destinations to be reached by leaving the freeway plus
the display of straight-on information which is limited to
the freeway route number. Policy details related to this
and other aspects of the navigational system are
covered in Subsections 4.9.2 to 4.9.5, in the individual
Subsections
dealing
with specific FREEWAY
DIRECTION signs, and in Chapter 8.
Since freeways commonly are multi-lane high

speed roadways, which carry large volumes of
traffic, it is necessary to provide a sequence of
signs to guide drivers through the manoeuvres
necessary to make a change of direction.
Conversely the display of straight-on information is
commonly limited to an indication on one sign in the
sequence plus reassurance beyond the interchange.
Figures 64 to 71 in this section cover the basic details of
typical freeway direction sign sequences. The full scope
of the application of freeway guidance signing is given in
Volume 2, Chapter 5: Freeway Signing.
Freeways may operate as TOLL ROUTES. The direction

signing of toll route freeways is achieved by minor
adaptation of FREEWAY DIRECTION signs detailed in this
Section. Due to the special requirements to indicate
alternative non-toll routes, toll plazas, toll charges and
other factors, a supplementary range of signs is
required. Details of freeway direction signs for toll
routes and examples of other toll route signs are given in
Section 4.14 and Chapter 5, and their application is
covered by Volume 2, Chapter 6:Toll Signing.
The FREEWAY DIRECTION signs covered in this Section

may be supplemented by a great many other signs in order
to achieve the desired level of driver guidance. Such sign
types, with reference to the Chapters and Sections of
the Manual in which they are covered in detail, are:
(a) TOURISM signs (Section 4.10);
(b) DIAGRAMMATIC signs (Section 4.12);
SADC - RTSM - VOL 1
GUIDANCE
FREEWAY DIRECTION
4.9.2
(c) TOLL signs (Section 4.14);
The navigational process requires that drivers can

correlate information gained before making their trip,
with what they see on freeway direction signs. The
factor which most drivers would like to see on a sign is
likely to relate to features in close proximity to their final
destination. It is rarely possible to satisfy such a desire
on the signs, and most trips of any length will require
drivers to_ remember several items of navigational
information. The use of route numbers and interchange
(EXIT) numbers has been evolved in an effort to
simplify this aspect of navigation. However, for these
"tools" to be effective they shall be available in a coordinated manner in the pre-trip and travel phases of a
journey. Rural and urban freeway environs differ
significantly in terms of road geometry and driver
expectation in terms of potential destinations. The
principles relating to freeway sign sequence and
signface design for rural and urban signs have
therefore been developed with this in mind. The
increased level of visual "noise" experienced in
metropolitan areas complicates the driver observation
and decision making processes making it extremely
important that the signing systems be well designed.
The more complex circumstances become, the earlier

the sign sequence should commence. The ability to
comply with this requirement will commonly be limited
i n urban areas by closely spaced interchanges and
junctions between different freeway systems. In such
situations therefore the sign sequence for a number of
interchanges may start with an EXIT SEQUENCE sign
GA8. The sign is intended to make drivers aware that
there are, in fact, several points of exit serving one town
or city and that once the first one is reached, the other
exits will follow at close intervals. Drivers may
immediately be able to identify their intended points of
exit by linking the destination to the appropriate
interchange (EXIT) number. If a town is by-passed by a
route which has a number of interchanges the access
serving the town centre can be identified on the GAS
sign by CITY CENTRE symbol GDS-8. Drivers need
then only note the interchange number on the
subsequent exit sequence signs in order to make a safe
exit (see Subsection 4.9.18).
(d) INFORMATION signs, specifically COUNTDOWN

signs (Chapter 5);
(e) LOCATION signs (Section 4.6);
(f)
WARNING signs - including

examples (Chapter 3);
HIGH VISIBILITY
(g) REGULATORY signs- including HIGH VISIBILITY

examples (Chapter 2).
4.9.2
Freeway Signing Principles
Drivers proceed along freeways at high speeds, and,

following guidance given by direction, and/or other
signs, they take action to manoeuvre their vehicles in
accordance with the information given. This action is
commonly di r ected at their leaving the freeway via an
off-ramp designed for high speed exit.
Driver decision making should be aided by a

progression of guidance information, given well
in advance of a freeway off-ramp, so that drivers
are induced to make decisions and take
subsequent actions in a sequence of predictable
and un-hurried manoeuvres well before the exit
point.
3 The driving process requires drivers to make many

decisions and execute many actions for every kilometre
travelled. The decisions resulting from observation of
FREEWAY DIRECTION signs may comprise a significant
portion of this driver work-load. It is therefore desirable
to keep the process as simple as possible. Whilst there
are many other decisions to make in order to conduct a
vehicle safely on the road the basic decision required
by a driver as a result of reading guidance signs on
the approach to a freeway interchange is likely to be
one of the following :
(a) to l eave the freeway (which may involve joining
another freeway at a systems interchange); OR
(b) to stay on the freeway but prepare to leave it at a
subsequent interchange a short d i s tance ahead;
OR
(c) to continue on the freeway for some distance.
In order that a driver may leave the freeway at either the

next exit, or another closely following it, sufficient signs
shall be provided in such a way that adequate time will
be available to permit a safe exit manoeuvre. The
configuration of freeway exits may vary widely and in
many instances will require above-average awareness
and attention levels from drivers. The FREEWAY
DIRECTION signs provided should attempt to create
such levels of awareness.
As an alternative to, or in addition to, an EXIT

SEQUENCE sign GAS, a PRE-ADVANCE EXIT
DIRECTION sign GA1, (or GC1 if mounted in an overhead
position) may be provided. This sign is of primary
importance when two major routes intersect, normally at a
SYSTEMS INTERCHANGE. The signface display relates
to the numbers of these routes and once again should
enable drivers to make an early decision as to whether to
exit the route or not.
A decision to remain on the freeway is a much simpler

process in that, once taken, little further sign related
action is required by drivers. However, the
combination of exit and straight-on (or through)
information shall be adequate to remove any risk of
driver confusion. This is particularly the case when the
roadway includes lanes which are provided exclusively
for exit purposes. The straight-on driver receives
reassurance
beyond
the
interchange
from
CONFIRMATION sign GA7. These signs are repeated at
regular intervals and also give an early indication to
drivers, particularly in rural areas, of the distance to a
destination on their route.
It is evident that prepared drivers will, after observing a

GAS or GA1 sign, have an easier process whereby they
can negotiate the interchange or interchanges ahead
and their work-load to undertake an exit manoeuvre will
be correspondingly lighter.
GUIDANCE
10 As drivers get closer to the exit point, signs are required

which will allow drivers to assess how and when to
make their exit manoeuvre. This manoeuvre may
comprise a number of sequential actions in order, for
instance, to shift across three or more lanes, in heavy
traffic, which itself may be making other l ane
SADC - RTSM - VOL 1
MAY 2012
changing manoeuvres in the process of weaving or

overtaking, in order to be in the correct lane for the exit
(see Figure 1.23). These signs shall display the full
amount of information appropriate to the exit type (access
or systems rural or urban)at a sufficient distance from
the exit point. In certain instances at a systems
interchange it may be necessary for drivers to correctly
choose one out of two, or even three, exit lanes well in
advance of the point where these separate into their
opposite directions because it may not be possible to
safely make a change of lane closer to the point of
separation. It is important that the signs provided
make such situations clear by the accurate display of
route numbers and destination names (see Subsection
4.9.7 and Figures 4.64 to 4.71).If
necessary
supplementary signs should be provided when traffic
volumes are heavy and significant numbers of heavy
vehicles exist that may result in some signs being
obscured for some of the time during which a driver is on
the approach to an exit. The capability of different
destination names to provide adequate orientation
varies according to the relative familiarity of a driver
with the portion of the road network in which he is
reading a sign. Destination names may be graded as
FAMILIAR, CONTROL or SERVICE destinations
broadly on the basis that a stranger will almost
certainly know a FAMILIAR destination, but is only likely
to know the CONTROL or SERVICE destinations if a
map has been consulted or if they represent the specific
destination being sought. The grading process for
destinations i s described in Chapter 8.
11 There are limits to the amount of information which
drivers can read and comprehend when travelling at
high speed. This does not, however, prevent drivers,
collectively, from expecting an almost infinite amount of
information. It is not possible to meet this demand and
display all destinations that all travellers may expect.
The information displayed must, therefore,
represent
a
compromise.
Although
recommendations are given in the individual sign
Subsections regarding standard sign displays and
limitations, full details on the effects of the amount of
information on the readability of signs are given in
Sections 4.3 and 4.4.The limitations in display information
shall be correlated between the signs and maps, and
other sources of navigational information used during
pre-trip planning. In this context the correlation of route
numbers and interchange numbers is particularly
important.
12 Information displayed shall be provided so that there is
sufficient time and distance in which drivers may
execute r e q u i r ed manoeuvres. The detail given in
Subsection 4.4.3 deals with the required, and available
time, to read a sign. The decision process as a
consequence of reading a direction sign on the freeway
is more complex than the reading process. It is
recommended that sign designers employ
decision sight distance parameters to check
whether standard sign spacing and positions in
relation to the exit point are adequate for the
message displayed and manoeuvres required.
Critical locations where decision sight distance
considerations are most appropriate are:
(a) interchanges with unusual layouts such as a right' exit;
(b) complex interchanges;
MAY 2012
(c) cross-sectional changes such as those at lane

drops and toll plazas;
(d) urban areas with visual "noise" intrusion from advertising signs which compete for drivers' attention;
(e) locations requiring
manoeuvres.
unusual
or
unexpected
The distance to the exit point shall be displayed on

all advance exit direction signs and on exit sequence
signs (see Sections 1.7 and 1.8). Designers should also
refer to the "Green" book - A Policy on Geometric
Design of Highways and Streets - 1990, published by
the American Association of State Highway and
Transportation Officials - AASHTO.
13 It is important that drivers are able to orientate
themselves when necessary. At a systems interchange,
because there are commonly two exits which are, in
effect, to the left and right the signs provided in advance of,
and at, each exit shall make it clear to drivers which lane
leads left and which right. These signs shall be
sufficiently far in advance of the exit point that drivers will
make the correct decision and be able to act on it. At an
access interchange, however, orientation is not necessary
until after the exit point. The signface displays preceding
the exit point need not, therefore, provide orientation per
se. This permits a simplification of display which is
particularly relevant in urban areas where the driver
information work-load approaches limiting levels. For this
reason, amongst others, the use of the name of the
intersecting cross street is recommended in urban
environs. Orientation in such situations is given on the
off-ramp and/or at the ramp terminal.
14 FR EEWAY DIRECTION signs may be GROUNDMOUNTED or OVERHEAD. The information displays are
similar for each location and are dealt with in the
individual sign Subsections. Warrants for the use of
OVERHEAD guidance signs are covered in Subsection
4.1.8 and these include reference to reading time and
decision making time.
15 All GROUND MOUNTED freeway advance exit
signs shall be MAP-TYPE signs, whilst exit
signs and off-ramp terminal signs shall be
TYPE signs. (The GORE EXIT sign GA4
exclusive design.)
direction
direction
STACKhas an
16 OVERHEAD freeway direction signs may conform to one

or other of two basic signing principles as follows:
(f)
the signs may, by means of downward pointing

arrows, utilising one arrow over each appropriate
lane, indicate the lane by which drivers may
proceed towards their intended destination; OR
(g) the signs may, by means of upward pointing

arrows, either in relation to an exit, or collectively in
a CLUSTER in relation to the whole roadway,
indicate the lane configuration of the roadway and
which (and how many) lanes specifically may be
used to exit the freeway at the access or systems
interchange concerned.
Individual signs designed according to each
system shall not be mixed in one approach
sequence to an interchange. For further detail on
the use of downward- and upward-pointing arrows see
Subsections 4.2.4 and 4.2.5. The signface display and
sign
SADC - RTSM - VOL 1
GUIDANCE
(d) the display of "indirect" routes within brackets

("indirect" routes are routes which are indicated on
direction signs on the freeway, but which do not
themselves directly intersect with the freeway - they are
reached by travelling on the intersecting route for
some distance first);
sequence characteristics differ significantly for the two

systems (see Subsection 4.9.7 and Volume 4, Chapter 6).
17 In order to preserve the standards and effectiveness of the
freeway direction signing system, the STACK- TYPE
DIRECTION signs used on the intersecting crossroads,
shall be designed incorporating a number of exclusive
features related to their function as DlRECTION signs
serving a freeway. For this reason these FREEWAY
CROSS-ROAD signs are covered in this Section (see
Subsection 4.9.21).
(e) a disciplined approach to the standard positioning of

signface components;
(f) the justification of place names to the left side or
right side of the sign, according to individual sign
rules, to reduce search and reading times;
18 Notwithstanding the comments made in paragraph

4.9.2.16 regarding UPWARD and DOWNWARD arrows
appearing together in an OVERHEAD sign sequence it
is acceptable to combine a DIAGRAMMATIC sign,
which displays upward pointing arrows, in combination
with OVERHEAD direction signs which display
downward pointing arrows.
(g) the inclusion of local authority names to indicate

where an urban interchange is located;
(h) the
use
of
cross-street
names
as
exit
"destinations" at urban interchanges to reduce the
amount of information displayed on signfaces on
sections of road where drivers are commonly under
extreme pressure from visual "clutter(and on which
there is great competition for the display of suburb
names as destinations, many of which have little or
no navigational value on the freeway);
19 As the freeway system develops, a number of facilities

may be given direct access to the freeway at places
other than interchanges. Such facilities include REST and
SERVICE AREAS, TOLL PLAZAS and VEHICLE
CONTROL NETWORK PLAZAS. These types of
"interchange" with the freeway shall generally be signed
using a similar sequence of signs to a conventional
access interchange.
20 From time to time it is deemed necessary to
change fundamental aspects of guidance
signing
systems
and
policy
at
local,
metropolitan, regional, provincial or national
levels. Some changes, when translated to a
signface display, are obvious to drivers and
need no promoting. However, many principles
need to be brought to the attention of the
motoring public to make drivers aware of their
function. It is essential that authorities
responsible for changes to their guidance
signing
systems
initiate
awareness
campaigns of relevant scope. At a national level it is
likely that an educational effort aimed specifically at the
public, designers, manufacturers and enforcement officials
will be necessary.
4.9.3
1

design and layout, with specific reference to arrows,
text,
symbols and punctuation,
together with
conspicuity, legibility, comprehension or reading time, are
appropriate to the design of FREEWAY DIRECTION
signs and are covered in detail in Sections 4.1 to 4.4.
A number of techniques may be used in the design of
FREEWAY DIRECTION sign faces to improve the ability
of drivers to assimilate the necessary minimum primary
information more quickly. Use of these techniques
should reduce sign reading times or allow a greater
amount of information to be displayed, subject to the
reading time available in any particular signing situation.
It is recommended that there should be a high degree of
correlation between the information display techniques
used on signs and those used on maps. Such
techniques are:
(a) the accurate use of sign background colour coding;
(b) the display of route numbers in yellow;
(i) the use of a separate supplementary system of

symbol based TOURISM signs;
(j) the use of direction sign symbols, mainly related to
transport termini, to reduce the need for the display of
names such as "station" or "airport";
(k) the use of diagrammatic arrow displays to represent
road layout and lane arrangements, both for special
applications and for overhead signs.
3
The following sign face design principles are particularly

relevant to the design and layout of FREEWAY
DIRECTION signs:
(a) any STACK-TYPE signs used shall conform t0 the
provisions of Subsections 4.8.2, and 4.8.5 to 4.8.7;
(b) on MAP-TYPE and OVERHEAD signs if a route
number is to be displayed it shall normally be
displayed above the destinations or street name to
which it applies, except for numbers applicable to
"indirect" routes when the route number should
appear within brackets in front of the relevant
destination (see Subsection 4.3.3 and Figures 4.21 and
4.22);
(h) when destinations to right and left of the route are
displayed one above the other on a sign, the right
destination(s) shall always be placed above the left
destination(s) (this will ensure the same order of
display as given on ramp terminal direction signs
and should be adhered to for partial cloverleaf interchanges - in other words the right/left
orientation is dictated by the movements at the
ramp terminal but this should be carried through
to the signface displays on the freeway when both
destinations are indicated
i.e. at systems
interchange or rural applications);
(d) once a destination has appeared on an advance
exit direction sign it shall continue to appear on
subsequent exit direction signs and on all other
direction signs on the appropriate route until that
destination has been reached;
(e)
the standard lettering for use on all FREEWAY
(c) the use of interchange (EXIT) numbers;
GUIDANCE
SADC - RTSM - VOL 1
MAY 2012
(a) Interchange (EXIT) number (exit information);
DIRECTION signs shall be DIN 1451 Style "8",

however, for particularly long destination names of
over 10 characters, the use of DIN 1451 Style "A"
(compressed) lettering may be considered (a
thicker stroke "B MOD" letter is recommended
when dark letters are used on retroreflective white
backgrounds- see Sections 4.3 and 4.4).
4
(c) cross route identification by route number (exit

information);
(d) cross street name
in urban areas (exit
information);
(e) names of destinations which can be reached from
the exits (orientationalinformation);
(f) local authority name in urban areas in which the
exit is located (reassurance);
(g) distance to exits (exit information);
The increased use of colour coding and numbers to

highlight specific aspects of information is symptomatic
of the need to transfer the minimum primary
information to drivers as quickly and as clearly as
possible. These aspects are combined for the display
of the three types of number specified for use on
FREEWAY DIRECTION signs (see Subsections 4.1.4
to 4.1.7 and Figures 4.1 and 4.2).
Abbreviations shall not normally be used for destination
names on FREEWAY DIRECTION signs. However,
street name adjuncts shall be abbreviated if these are
likely, in combination with a street name, to dictate the
overall length of the sign.
(h) control destinations on the freeway route beyond

the interchange (reassurance);
(i) tourist or service facilities served by the exits which
conform to the policy for such signing (see Section
4.10).
4.9.5
At
SYSTEMS
(or
freeway-to-freeway)
INTERCHANGES
the
minimum
primary
information to be displayed shall relate to route
identification in the form of route numbers. Secondary
information, or destination names, should be limited
to CONTROL and/or FAMILIAR destinations. Details of
the selection of these types of destinations are given in
Chapter 8, but unlike at access interchanges,
their principle function must be to orientate
drivers. In the event of a systems interchange
resulting in a split in a route, to two
significantly different directions, the use of
cardinal directions is recommended to improve
the ability of the signs to give the necessary
orientation.
In addition the use of a major transport terminal such

as an airport or harbour may provide valuable
orientation information for visitors to an area.
The following items of information may be displayed on

the sequence of signs provided at SYSTEMS
INTERCHANGES:
Information Display - Access

Interchanges
The minimum primary information to be

displayed on FREEWAY DIRECTION signs at
ACCESS INTERCHANGES should enable rapid
identification of the exit and of the intersecting cross
route, and the distance to the exit(s) serving the
interchange. This information shall conform to what
drivers may expect to see on the signs, having
studied a map of the area, and consists of the
interchange (EXIT) number and the number of the
intersecting route.
Secondary information relates to the place
names associated with the exit(s). This information is
secondary in the sense that many intersecting cross
routes provide access to many towns, cities or
suburbs. The process described in Chapter 8 will
produce the best possible selection of destination
names for rural access interchanges. In urban areas
this task is more complex. In order to correlate most
effectively with maps the display of a non-orientating
street name, normally associated with a route number,
is recommended on the freeway signs. Orientation is
given by the OFF-RAMP TERMINAL DIRECTION sign
GA6 once exit from the freeway has been
accomplished. It is considered that a driver can
effectively make a decision to correctly exit the
freeway on the basis of knowledge of the
interchange
(EXIT)
number
and/or
the
crossing route number.
The following items of information may be displayed on
the sequence of signs provided at ACCESS
INTERCHANGES:
MAY 2012
Information Display - Systems

Interchanges
All sign examples given in this Section conform to the

principles of text justification mentioned in paragraph
4.9.3.2(f) and detailed in Section 4.3. Whilst these
recommended principles can improve readability they
can, depending on the actual destinations displayed,
result in a less than absolute minimum signface area.
This is particularly the case with STACK-TYPE signs.
Full dimensional details of both methods of STACKTYPE sign design are therefore given in Volume 4 (see
also Figure 4.19).
4.9.4
1
(b) Freeway route number (straight-on information);
(a) interchange (EXIT) numbers (exit information);

(b) route numbers (exit and straight-on information);
(c) cardinal directions (orientational information);
(d) control or familiar destinations (orientational
information);
(e) major transport terminal names (orientational
information);
(f) upward-type arrows showing exit lane configuration
(safety information);
(h) distances to exits (exit information);
(i) special signing for situations such as lane drops in
the vicinity of the interchange (safety information);
(j) control destinations on the exit routes beyond the
interchange (reassurance).
4.9.6 Temporary Freeway Direction Signs

1
When a freeway is undergoing major maintenance or

rehabilitation traffic may be sufficiently relocated
SADC - RTSM - VOL 1
GUIDANCE
that special measures will have to be taken to provide

adequate TEMPORARY DIRECTION signing in addition
to any TEMPORARY DIAGRAMMATIC guidance signs
which may be required by the temporary road
geometry. These special measures may take one of
three forms:
(a) the repositioning of existing direction signs to
restore adequate visibility of them;
(b) the provision of temporary black on yellow direction
highlight the change in conditions
signs;
(c) a combination of repositioned existing signs and
additional temporary black on yellow direction
signs.
2
Due to the size of MAP-TYPE and OVERHEAD signs

which are commonly used on freeways it will often not be
practical to reposition such signs because of the cost
or l ack of space to accommodate them. (The
repositioning of STACK-TYPE signs GA2/3 and GA3,
and GORE EXIT signs GA4 is entirely possible and
likely to be cost effective.
It is therefore recommended that all specially

manufactured TEMPORARY direction signs used at
freeway roadworks sites be of the STACK-TYPE.
Temporary black on yellow direction signs may be used to
replace map-type or overhead direction signs. It should
normally be possible to adequately sign temporarily
relocated off-ramps by using temporary GA213, GA3 and
GA4 signs, numbered TGA 2/3, TGA3 and TGA4. To
contain temporary sign costs and limit space
requirements the GA2 sign at 1 km should be replaced
by a TGA2/3 sign located between 600 m and 300 m in
advance of the temporary exit point. The most cost
effective method of temporarily signing a
relocated freeway exit is l i k e l y to be a sequence
comprising
a
TGA213
sign followed
by
repositioned GA3 and GA4 signs.
When designing the geometry of temporary freeway

roadway a l i gnments thought shall be given to how
TEMPORARY direction signing can be achieved
effectively. Temporary alignments which cannot be
signed according to simple basic principles should be
avoided. Experience in recent years has shown, for
instance, that drivers become confused if offered a
choice of two roadways leading to the same
destination. If such geometric layouts have to be
considered due to traffic volumes then the
TEMPORARY freeway direction signing shall be very
carefully thought out (see Volume 2 for details of
temporary signing procedures for use at roadworks).
If a detour is provided which requires that new directions
have to be taken in order to reach certain destinations,
then it is recommended that localised alterations be
made to individual existing signfaces. This should be
accomplished by using temporary overlays over the
appropriate area of the sign. Such overlays, displaying
the revised destination information, should conform to
the TEMPORARY sign colour code of black text on a
yellow background. Overlays of this type may be limited to
areas of the sign required to display new directions
resulting from the detour. Areas of the signs which are no
longer relevant, for the duration of the detour, may be
"cancelled",
by
displaying
a
red
retroreflective/fluorescent adjustable cross over the text
concerned. This technique can be used to advantage to
GUIDANCE
highlight the change in conditions(see Subsection 4.8.5).

6
If a need arises to divert traffic urgently from a freeway

standard TEMPORARY DETOUR FINGERBOARD signs
TGD4 and DETOUR DIRECTION signs TGD2 may be
rapidly deployed as an "immediate action", to be followed
up, if necessary, by temporary modifications to the
standard FREEWAY DIRECTION signs _when time
permits.
4.9.7
Typical Freeway Direction Sign

Sequences
There are many possible variations of signing sequence

on the approach to a freeway interchange. In particular
the approaches to SYSTEMS INTERCHANGES vary
significantly in their geometry and the signing sequences
have to adapt to these variations.
Figure 4.64 illustrates the basic sequence of rural and

urban GROUND MOUNTED signs for an approach to an
ACCESS INTERCHANGE. The minimum sign sequence
shall comprise:
(a) ADVANCE EXIT DIRECTION sign GA2;
(b) EXIT DIRECTION sign GA3;
(c) GORE EXIT sign GA4.
Figure 4.65 illustrates the basic sequence of urban

OVERHEAD signs for an approach to an ACCESS
INTERCHANGE using downward-pointing arrows. The
minimum sign sequence shall comprise:
(a) ADVANCE EXIT DIRECTION sign GC2D;
(b) SUPPLEMENTARY EXIT DIRECTION sign GC2D;
(c) THROUGH (or STRAIGHT-ON) DIRECTION sign
GC3D;
(d) EXIT DIRECTION sign GC4D;
(e) GORE EXIT sign GA4.

OVERHEAD signs for an approach to an ACCESS
INTERCHANGE using upward-pointing arrows. The
minimum sign sequence shall comprise:
(a) ADVANCE EXIT DIRECTION sign GC2U;
(b) SUPPLEMENTARY EXIT/THROUGH
DIRECTION sign GC3U;
(c) EXIT DIRECTION sign GC4U;
(d) GORE EXIT sign GA4.
(See also Figures 4.67 and 4.68.
Figure 4.67 illustrates a typical sequence of urban

OVERHEAD signs for an approach to a SYSTEMS
INTERCHANGE using upward-pointing arrows. The
sign sequence for such an approach is very much
affected by the exit/off-ramp configuration which can
vary widely. A typical sign sequence will comprise:
(a) PRE-ADVANCE EXIT DIRECTION sign GC1;
(b) ADVANCE EXIT DIRECTION sign GC2U;
(c) SUPPLEMENTARY EXIT /THROUGH DIRECTION sign
GC3U;
(d) ADVANCE OFF-RAMP DIRECTION sign GC5U;
SADC - RTSM - VOL 1
MAY 2012
(e) GORE EXIT sign GA4;
conventional EXIT DIRECTION sign GC4U is used. The

principle of displaying an advance sign for an on-ramp
junction may also be used, particularly if a collectordistributor road is provided and the crossing freeway is
carried over the C-D road creating poor sight distance
conditions to the junction of the C-D road and the 360 onramp loop.
(f) EXIT DIRECTION sign GC4U displayed with C-D

ROAD THROUGH DIRECTION sign GC6U;
(g) GORE CHEVRON hazard marker sign W414.
(h) C-D EXIT/THROUGH DIRECTION sign GC7U (or
ground-mounted C-D ROAD ADVANCE STACKTYPE DIRECTION sign GA9);
Figure 4.69 illustrates a typical arrangement of off-ramp

STACK-TYPE
direction signs at an ACCESS
INTERCHANGE which are appropriate .irrespective of
the form of the preceding signs in the freeway exit
sequence. The minimum requirement shall comprise an
OFF-RAMP TERMINAL DIRECTION sign GA6. If the offramp develops into two or more lanes an ADVANCE OFFRAMP TERMINAL DIRECTION sign GAS, or even an
OVERHEAD sign may be warranted to ensure that drivers
select the correct lane tor the junction ahead.
Figure 4.70 illustrates the basic sequence of rural and

urban GROUND-MOUNTED signs on the cross road
approaches to an ACCESS INTERCHANGE. The
minimum sign sequence on each approach shall
comprise:
(i) EXIT DIRECTION sign GC4U optionally displayed

with C-D ROAD THROUGH DIRECTION sign GC6U
(or ground mounted STACK-TYPE DIRECTION sign
GC10.)
Alternative signs may be required depending on
whether the subsequent on-ramp is a loop ramp or a
fully directional ramp. (See Volume 2, Chapter 5 for
further
examples
of
OVERHEAD
FREEWAY
DIRECTION sign sequences.)
(See also Figures 4.66 and 4.68.)
6
It is a relatively common feature of interchanges which

warrant the use of OVERHEAD signs that they include one
or more exit lanes which are exclusive or "dedicated" exit
lanes. It Is important that drivers NOT wishing to exit
at this point shall be made aware that the lane does
not continue beyond the exit so that they may move
out of the l ane as early as possible. The upward
pointing arrow system provides for this in the layout of
various CLUSTER-TYPE arrows. (See Figures 4.12 and
4.13 in particular CLUSTERS 81 to 84, and C5 to
C15.) Figure 4.68 illustrates a typical sign sequence
for such a lane configuration. This type of sequence may
be equally appropriate at an ACCESS or a SYSTEMS
INTERCHANGE.
The sign sequence principles for the conditions
described in paragraphs 4.9.7.4 and 4.9.7.5 and
illustrated in Figures 4.66 and 4.67, differ significantly.
Standard
design
procedure
for
ACCESS
INTERCHANGES provides for at-grade junctions between
the off-ramp and the intersecting cross road. The exit
condition from the freeway is thus relatively conventional
although this can be complicated by the provision of two
or more lanes on the off-ramp. This latter situation may
warrant special signing treatment. The exit from a
freeway at a SYSTEMS INTERCHANGE is more
complex because the left and right turn movements are
catered for in a free-flowing manner. This will normally
result in secondary exits on the collector-distibutor (CD) road where the left and right turn movements
separate. Since SYSTEMS INTERCHANGES are
normally subject to heavy traffic flows, particularly on
turning movements, drivers seeking left tum movements
and those seeking right turn movements need a very
clear indication of their correct position on the roadway.
To cater for this an EXIT DIRECTION sign is not
provided at the exit point from the freeway. Instead an
advance direction sign Is provided at this exit which
indicates the left-right destinations for the NEXT exit
split. This sign is called an ADVANCE OFF-RAMP
DIRECTION sign GC5U and it is recommended that the
ARROW CLUSTER be rotated to the left through 15 to
30 to conform with the normal arrow display practice
on advance exit and exit direction signs of sloping the
arrow at approximately 45. At the secondary exit a
MAY 2012
(a) STACK-TYPE
CROSS-ROAD
DIRECTION sign G81;
ADVANCE
(b) STACK-TYPE NEAR-SIDE ON-RAMP DIRECTION

sign G82;
(c) STACK-TYPE FAR-SIDE
DIRECTION sign GB3;
(d)
ON-RAMP
ADVANCE
STACK-TYPE FAR-SIDE ON-RAMP DIRECTION

sign GB4.
On narrow interchanges sign G83 may be omitted. It is

recommended that signs G82 and G83 should be
provided whenever possible. The arrangement of signs
will vary according to the ramp configuration e.g.
diamond or parclo (see Figure 4.71).11a STACK-TYPE FARSIDE ON-RAMP ADVANCE DIRECTION sign GB3
cannot be fitted in to available space consideration
should be given to increasing the letter size of the
subsequent
STACK-TYPE
FAR-SIDE
ON-RAMP
DIRECTION sign GB4 to an size larger than normal to
improve the legibility distance.
10 Various additional signs are indicated in Figures 4.64 to
4.71 as optional. Refer to individual sign pages for an
indication of when the use of such signs is
recommended.
4.9.8
All FREEWAY DIRECTION signs shall be rectangular in

shape and should normally have a horizontal format.
(TOURISM signs used on freeways retain their exclusive
shape).
The size of FREEWAY DIRECTION signs is dictated

either by the arrow in use (particularly when using MAPTYPE or OVERHEAD upward-pointing arrow types) or
by the number of destinations and other information
displayed. Since freeway sign designs and letter sizes
are generally standardised on a system basis there is
only limited scope for reduction in sign area.
The colours to be used for the background on various

types of freeway sign are given in Table 4.9 and the
SADC - RTSM - VOL 1
GUIDANCE
colours of other signface components in Table 4.10.
4.9.9
If TEMPORARY direction signs are used on freeways

they shall conform to the temporary sign colour code,
namely yellow background, black legend, arrows and
border and red "obstruction" representations.
TABLE 4.9
Retroreflectivity
It is recommended that all PERMANENT and TEMPORARY freeway signs, including direction signs, be fully
retroreflective excluding any black areas which should be
semi-matt. The retroreflective material should conform to
the requirements laid down in Chapter 1.
FREEWAY SIGN BACKGROUND COLOURS
TABLE 4.9
Direction
Information
Location
Off-Ramp
Cross-Road
Tourism
Diagrammatic
blue (1)
blue
white
green
green and blue(3)
brown(4)
white
(2)
green
NOTES:
(1)
(2)
(3)
(4)
'
For dual carriageway Class A1 freeways.

For single carriageway Class A2 freeways.
Different stacks may have different colours.
TOURISM "insert" panels may be made into
other sign backgrounds under certain
circumstances.
TABLE 4.10
FREEWAY SIGNFACE COMPONENT COLOURS
Direction and Tourism
Route Numbers
Arrows
Text
Symbol
Border
white
white(1)
white(2)
white
yellow
Diagrammatic
Location
black
TABLE 4.10
Arrows
Border
"Obstruction"
black
red
red(3)
NOTES:
(1)
(2)
(3)
Interchange (EXIT) numbers are classified as

locational information and therefore are black.
Certain tourism sign symbols are multi-coloured
(see Section 4.3).
"Obstructions" refer to roadway narrowing situations
etc. (see Section 4.12).
GUIDANCE
SADC - RTSM - VOL 1
MAY 2012
4.9.9
FREEWAY DIRECTION
NOTES:
(1) See Subsections 4.9.10 onwards for specific details of
individual sign types. See Chapter 5 for details of
COUNTDOWN sign IN1, IN2 and IN3.
(2) Signface displays indicate recommended standard
amounts of information.
(3) Sign GA2/3 may be considered when visibility of
Fig 4.64
MAY 2012
the off-ramp exit point is reduced due to traffic

volumes, topography or alignment.
(4) See Figures 4.69 to 4.71 for details of off-ramp and crossroad sign sequences.
(5) Sign background colour is dictated by freeway class,
e.g. Class A1 - blue and Class A2 - green.
Ground Mounted Exit Direction Sign Sequence Access Interchange

SADC - RTSM - VOL 1
GUIDANCE
NOTES:
(1) See Subsection 4.9.26 for specific details of individual
sign
types. See
Chapter 5 for details
of
COUNTDOWN sign IN1, 1N2 and IN3.
(2) Warrants for the use of overhead signs are covered in
Subsection 4.1.8.The relative merits of upward and
downward pointing arrows, in the context of the
Fig 4.65
GUIDANCE
freeway as a whole and/or the specific location, should

be considered before deciding which system to use. See
Section 4.2, Subsection 4.9.7 and Figures 4.65 to 4.68.
(3) See Figures 4.69 to 4.71 for details of off-ramp and crossroad sign sequences.
Overhead Exit Direction Sign Sequence - Access Interchange

Downward-Pointing Arrows
SADC - RTSM - VOL 1
MAY 2012
4.9.11
FREEWAY DIRECTION
NOTES:
(1) See Subsection 4.9.26 for specific details of individual
sign types. See Chapter 5 for details
of
COUNTDOWN signs IN1, IN2, and IN3.
(2) Warrants for the use of Overhead signs are covered in
Subsection 4.1.8.See also Section 4.2, Subsection 4.9.7
and Figures 4.65 to 4.68.
Fig 4.66
MAY 2012
(3) Details of available upward-pointing arrow types and

clusters are given in Section 4.2.
(4) See Figures 4.69to 4.71 for details of off-ramp and crossroad sign sequences.
Overhead Exit Direction Sign Sequence - Access Interchange

Upward-Pointing Arrows
SADC - RTSM - VOL 1
GUIDANCE
4.9.12
FREEWAY DIRECTION
NOTES:
(1) This example shows typical
of a SYSTEMS
INTERCHANGE signing sequence. There are a great
many possible variations based on the different types
of interchange geometry. Additional examples are given in
(2) Also refer to Subsection 4.1.8, Section 4.2,Subsection
4.9.7 and Figures 4.65 to 4.68.
Fig 4.67
GUIDANCE
Overhead Direction Sign Sequence - Systems Interchange

Upward-Pointing Arrows
SADC - RTSM - VOL 1
MAY 2012
FREEWAY DIRECTION
4.9.13
NOTES:
(1)Upward-pointing arrows on overhead signs are particularly
effective when the interchange exit has more than one
lane, and if one or more lanes is an exclusive or
"dedicated" exit lane.
(2) This Figure is a variation of Figure 4.66.
(3) Also refer to Subsection 4.1.8, Section 4.2, Subsection
4.9.7 and Figures 4.65 to 4.68.
Fig 4.68
MAY 2012
Overhead Direction Sign Sequence - Upward-Pointing Arrows

Exclusive or "Dedicated" Exit Lane(s)
SADC - RTSM - VOL 1
GUIDANCE
4.9.14
FREEWAY DIRECTION
NOTES:
(1) The signing illustrated may follow ground-mounted or
overhead signs used on the freeway.
(2) The positioning of sign GA5 should take into account
the future need to provide a TOURISM ADVANCE
TURN sign GF2. Use position ALT2 if off-ramp widens
into two or more lanes.
Fig 4.69
GUIDANCE
(3) In the event of very high traffic volumes on the offramp, or the provision of more than two lanes, the use of
overhead signs should be considered (see Subsection
4.1.8).
Off-Ramp Direction Signing

SADC - RTSM - VOL 1
MAY 2012
FREEWAY DIRECTION
NOTES:
[c
c:J
4.9.15
(1) Sign GB3 may be omitted when the interchange is too

narrow to accommodate the sign. If the sign is omitted it is
recommended that the letter size used on sign GB4 be
increased by one standard letter size to improve the
legibility distance to the sign.
(2) The straight-on STACK indicated on sign GB4 - ALT2 is
optional.
Fig 4.70
MAY 2012
603
(3) The rural example of sign GB1 indicated is appropriate to

a Class A2 freeway and would have a fully green
background colour. The advance indication of the
freeway destination for the far side on-ramp does not,
therefore, appear in an "insert" panel as in the urban
example.
(4) See Figure 4.71 for a typical Parclo Interchange detail.
Ground Mounted Cross Road Direction Sign Sequence Diamond Interchange

SADC - RTSM - VOL 1
GUIDANCE
NOTES:
(1) The sign STACKS and the arrow displays will vary
according to PARCLO ramp configurations. Signs GB2
and GB4 should be sited extremely carefully.
(2) See Figure 4.70 for a typical Diamond Interchange detail.
Additional details are given in Volume 2, Chapter 5.
Fig 4.71
GUIDANCE
Ground Mounted Cross Road Direction Sign Sequence Parclo Interchange

SADC - RTSM - VOL 1
MAY 2012
PRE-ADVANCE EXIT DIRECTION

GA1 or GC1
COLOURS :
PERMANENT
Border & arrow:
Legend:
Route number:
Background:
For dimensions
ref. Vol. 4
Pages
6.2.1
and
6.4.1 .
6.4.2
Interchange (EXIT}
number:
Black semi-matt on
background
GA1.1
GC1.3
(Overhead)
4.9.10
1
Pre-Advance Exit Direction
PRE-ADVANCE EXIT DIRECTION signs of the type

GA1 are ground-mounted MAP-TYPE signs which may be
used as the first sign in a freeway exit direction sign
sequence to give early guidance of a high speed exit
at an access interchange or at an interchange
between two freeway systems ahead. A GA1 sign
is recommended in advance of a systems interchange
but is optional in advance of an access interchange.
The use of sign GA1 may be advisable when traffic
volumes are high, if weaving movements are called for, or
road geometry is complex, or in a combination of these
situations.
GA1 signs should be located on the left side of the
roadway at a distance of 1,8 km to 2,4 km from the offramp exit point. When located within this range the
distance indicated on the sign may be 2 km. In
exceptional circumstances it may be necessary to locate
the sign as far as 3km or as close as 1.6 km from the
exit point. In such cases the actual distance, to the
nearest 0,1 km, should be indicated.
The MAP-TYPE arrow used on the sign should conform
closely to the actual off-ramp layout of the roadway
ahead. The sign should be specified by including the
MAP-TYPE arrow number after the sign number, e.g.
GA1.3 signifies a sign using a MAP-TYPE 3 arrow.
Details of standard MAP-TYPE arrow shapes are given in
Figure 4.6. A number of these arrow types are not
MAY 2012
appropriate to freeway use and MAP-TYPE 1 and 10

arrows are reserved for use on GA2 signs. Certain
arrow types depict overbridge and underpass situations.
Care shall be taken to ensure use of the correct arrow.
4
No destination names shall be displayed onaGA1 type

sign. The signface display shall comprise:
(a) the interchange (EXIT) number (when allocated); (b)
the through route number;
(c) exit route number(s) (an additional "indirect" route
number may commonly be required at closely
spaced systems interchanges);
(d) the distance to the exit point (subject to paragraph
4.9.10.2).
When a route changes direction at a systems

interchange the relevant CARDINAL DIRECTIONS
should be displayed with the appropriate route number.
This additional orientational information need only be given
if one route number appears twice on the sign face. A
cardinal direction should be displayed in yellow letters of
a height equal to 2/3 or 3/4 of the main letter size used
on the sign, either to the right of, or below, the route
number.
PRE-ADVANCE EXIT DIRECTION sign may be erected

in an overhead position as part of an overhead sign
sequence. Such a sign should be numbered GC1.
SADC - RTSM - VOL 1
GUIDANCE
FREEWAY DIRECTION
4.9.18
ADVANCE EXIT DIRECTION
For dimensions
ref. Vol. 4
Pages
COLOURS:
GA2
PERMANENT
Border & arrow:
Legend:
Route number:
- Background:
6.2.2
to
6.2.6
Blue or green retroreflective
Interchange (EXIT))
Number, &
Black semi-matt on
local authority: white retroreflective
background
Rural
Urban
4.9.11 Advance Exit Direction

1
ADVANCE EXIT DIRECTION signs of the type GA2 are

ground mounted MAP-TYPE signs and are used to give
advance guidance of a high speed exit at a Class
A1 or Class A2 freeway access interchange
together with sufficient information to enable
drivers to make decisions regarding whether they
wish to use the exit or not. A GA2 sign is the first sign
in a standard freeway exit direction sign sequence.

roadway at a distance of 0,9 km to 1,3 km from the offramp exit point. Within this range of distances the
distance indicated on the sign should be 1 km. In some
cases it may be necessary to locate the sign as close as
500 m from the exit point. Then the actual distance, to the
nearest 100 m, should be indicated.
GA2 signs should display a MAP-TYPE 2 arrow, of a

height suitable for the number of lines of exit information
displayed (see paragraph 4.9.11.5 and Volume 4,
Chapter 6 - Freeway Signing).
The information given on an ADVANCE EXIT

DIRECTION sign varies for rural and urban
interchanges. A standard signface display may comprise
three lines of exit information, and other information
as follows:
with warrants given in Chapter 8. The preferred

display for urban access interchanges is a route number
and cross street name. This two line type of display, in
addition to other t w o - l i n e d i s p l a y s created when the
cross route is not numbered or when there is only one
destination on the cross route, should be provided on
the minimum height GA2 sign using a MAP-TYPE 10
arrow (see Figure 4.72).
6
No GA2 sign shall be sized to display less than two

lines of exit information even if there is only one line
used e.g. an intersecting urban street which is not a
numbered route, or, an intersecting rural road which is not
a numbered route and which has no destination in one
direction. The single line of exit information should be
positioned logically to allow for a route number or
another destination to be added.
The maximum display of exit information shall be four

lines. In rural areas this may comprise the route number
(line 1), the right destination (line 2), the left destination (line
3 or 4) and some other important destination to the right
(line 3) or left (line 4). In urban areas, due to the
additional information processing load on drivers, it is
recommended that the maximum GA2 sign display be
limited to the standard three lines of text. An important
transport terminal or industrial area may be displayed in a
third line of exit information. It is relatively common that
cross street names are changed at freeway interchanges.
When necessary both street names should be displayed,
observing the correct "right-over-left" orientation rule.
Orientation is not essential on the freeway at an access
interchange. This can be adequately given at the offramp junction with the cross street.
If an additional line is used to display a destination on an

"indirect" route, the "indirect" route number shall be
displayed in brackets in the same line as the relevant
destination name and immediately in front of the
destination name (see Section 4.3).
DIRECTION SIGNSYMBOLS are available. They shall

always be located in front of the destination name or
after a route number (TOLL ROUTE).
(a) the interchange (EXIT) number (when allocated);

(b) the local authority name (in urban areas only);
(c) the through route number;
(d) the exit route number(s) (exit information-line 1);
(e) destinations information :
(i)
rural
- destination to the right(exit
information line 2); over
- destination to the left (exit
information line 3;
(ii) urban
- the cross street name (exit
information line 2; over
- an outer destination (exit
information line 3)
(f) the distance to the exit point (subject to paragraph
4.9.11.2).
5
An "outer" destination is relevant at interchanges on

urban freeways that by-pass the main area of urban
development. The term "outer" refers to a destination
which is located in the opposite direction to the town or city
centre being by-passed. Such a destination should comply
GUIDANCE
10 The lines of exit information shall be justified to the left

with one or two exceptions (see Subsection 4.3.3). A
range of typical GA2 signs illustrating the various signface
layouts are given in Figure 4.72.
SADC - RTSM - VOL 1
MAY 2012
NOTES:
(1) Details 4.72.1, 4.72.2 and 4.72.3 illustrate different
versions of minimum sized rural and urban GA2 signs
using MAP-TYPE 10 arrows.
interchange has two half-diamond segments intersecting

the two streets and inter-connected by collectordistributor roads.
(2) Details 4.72.4 and 4.72.5 show that GA2 signs should not
be manufactured with a lesser height than signs in
Details 4.72.1, 4.72.2 and 4.72.3.
(4) Detail4.72.7 illustrates a Class A1 freeway sign with a

blue background, located adjacent to a change to a
Class A2 freeway (see Subsection 4.9.22).
(3) Detail 4.72.6 shows two street names. This type of

display could apply when the street name changes at the
interchange, or where the named streets are parallel to
the freeway, or, as in this case, where the
(5) Detail4.72.8 shows the maximum recommended display.

It also illustrates symbols and the justification of an
indirect route number.
Fig 4.72 Examples of Freeway Advance Exit Direction Signs- GA2

MAY 2012
SADC - RTSM - VOL 1
GUIDANCE
FREEWAY DIRECTION
4.9.20
SUPPLEMENTARY EXIT DIRECTION
COLOURS:
GA2/3
For dimensions
ref. Vol. 4
Pages
PERMANENT
Border & arrow:
Legend:
Route number:
Background:
Blue or green
retroreflective
nterchange(EXIT)
- number &
. Black semi-matt on
local authority:
background
6.2.7
6.2.8
Rural
Urban
4.9.12
1
Supplementary Exit Direction
A SUPPLEMENTARY EXIT DIRECTION sign GA2/3 is a

ground mounted single STACK-TYPE sign which may be
used to offer additional advance guidance of a
high speed exit at a Class A1 or Class A2 freeway
access interchange to that given by the standard
ADVANCE EXIT DIRECTION sign GA2.
Use of this sign is optional. It may be used when traffic
volumes are so high that driver attention may
commonly be diverted on the approach to the GA2 sign, or
when sight distance to the off-ramp exit point is
limited. GA2l3 signs should be located on the left side of
the roadway 400 m to 700 m from the exit point. This
distance should be given to the nearest 100 m.
GA2l3 sign shall only display a STACK-TYPE 7 arrow.
The information displayed on a SUPPLEMENTARY EXIT

DIRECTION sign should be exactly the same as the exit
information given on the preceding GA2 sign.
The information display s h a l l conform to the principles
GUIDANCE
given in paragraphs 4.9.11.4 to 4.9.11.10.

6
When interchanges are p r o v i d e d o n r u r a l

f r e e w a y s before development of the surrounding area
consideration may be given to using a GA2l3 sign, a
set of COUNTDOWN signs IN1 to IN3 and a GORE
EXIT DIRECTION sign GA4, as the exit direction sign
sequence. The omission of the GA2 and GA3 signs could
represent a worthwhile cost saving.
If existing PERMANENT freeway direction signs cannot

be conveniently or economically relocated to service a
freeway roadworks scheme the use of TEMPORARY
signs TGA2/3, in combination with TEMPORARY
COUNTDOWN signs TIN1 to TIN3 and/or a
TEMPORARY EXIT DIRECTION sign TGA3, should be
considered. Temporary direction and information signs
of this type should be provided in the standard black
on yellow TEMPORARY sign colour code.
SADC - RTSM - VOL 1
MAY 2012
EXIT DIRECTION
COLOURS:
PERMANENT
Border & arrow:
Legend:
Route number:
Background:
GA3
For dimensions ref.

Vol. 4
pages
Blue or green
retroreflective
6.2.9
to
6.2.12
Interchange(EXIT)
number &
Black semi-matt on
local authority
background
Rural
Urban
4.9.13
1
Exit Direction
EXIT DIRECTION signs of the type GA3 are ground

mounted single STACK-TYPE signs and are used to
indicate the point of commencement of the offramp exit taper at a Class A1 or Class A2 freeway
access interchange to guide drivers who wish to
exit the freeway onto the off-ramp. A GA3 sign is the
second sign in a standard freeway exit direction sign
sequence, unless a GA1 sign has been used.
roadway as close as possible to the exit point. It may be
difficult to locate the sign at the exit point due to steep
fill slopes, however, every effort should be made to locate
signs not more than 50 m in advance of the exit point. It
is very likely that GA3 signs will have to be located in
advance of the exit point at parclo interchanges (see
Chapter 10).
Sign GA3 shall only display a STACK-TYPE 2 arrow at
MAY 2012
approximately 45 from the horizontal.

4
The i nformation displayed on an EXIT DIRECTION sign

should be exactly the same as the exit information given
on the preceding GA2 sign (and/or GA2/3 sign when
used).
The information display shall conform to the principles

given in paragraphs 4.9.11.4 to 4.9.11.10.
Sign GA3 may be omitted if the reduced sign sequence

referred to in paragraph 4.9.12.6 is being utilised.
If existing PERMANENT freeway direction signs cannot

be conveniently or economically relocated to service a
freeway roadworks scheme the use of TEMPORARY
EXIT DIRECTION signs TGA3, should be considered. A
TGA3 sign should be provided in the standard black on
yellow TEMPORARY sign colour code (see Figure
4.73).
SADC - RTSM - VOL 1
GUIDANCE
FREEWAY DIRECTION
4.9.22
NOTES:
(1) Details 4.73.1 to 4.73.5 are equivalent to similar examples
in Figure 4.54.Refer to Notes 1 to 3 in that Figure. Note the
rural sign difference between Details 4.72.1 and 4.73.1
where, on the GA3 sign, the route number may be
located adjacent to the interchange number due to the
position of the STACK-TYPE 2 arrow.
(2) Detail 4.73.6 shows an example of an urban cross
street without a route number whilst Detail 4.73.7
includes a metropolitan maximum display for a GA3 sign.
"Tyolorha" and "Oiifantsfontein'"' represent "outer" des-
tinations. Note the disposition of AIRPORT symbol

GDS-3 to match the angle of the STACK-TYPE 2 arrow.
(3) The display of two route numbers and a cardinal "area" is
illustrated in Detail4.73.8.
(4) Detail 4.73.9 is a typical TEMPORARY GA2/3 sign
which may be used to replace GA2 and GA3 signs
during roadworks operations. The sign may include an
interchange number if necessary, using a yellow number
on a black background.
Fig 4.73
Examples of Exit Direction Signs - GA3
GUIDANCE
SADC - RTSM - VOL 1
MAY 2012
GORE EXIT
COLOURS :
PERMANENT
Border & arrow:
Legend:
Background:
Chevron:
TEMPORARY
Border & arrow:
Legend:
Background:
Chevron:
For dimensions
ref. Vol 4
pages
Black semi-matt
Blue or green
retroreflective
6.2.13
6.2.14
Black semi-matt
Black semi-matt on
yellow retroreflective
4.9.14
Gore Exit
A GORE EXIT sign GA4, shall be used to indicate to

drivers the gore, or area of separation of the offramp from the main Class A1 or Class A2 freeway
carriageway and
to
provide limited
exit
information in the form of the interchange (EXIT)
number, when allocated, or alternatively the word
EXIT (GA4(E)).
GA4 signs, in combination with SHARP CURVE

CHEVRON signs W405 and W406 of the same width
shall be located within the nose area of the gore, as
close to the end of the paved area as possible, consistent
with adequate side clearances to the travelled way (see
Chapter 1).
GA4 signs shall use a STACK-TYPE 3 arrow displayed in

a horizontal position pointing to the left.
The size of GORE EXIT signs is fixed. The SHARP

CURVE CHEVRON sign should be 600 mm to 800 mm in
height. "B MOD" Style letters and numerals shall be used
for the interchange number or the word EXIT.
GA4 signs should be provided at the first gores at all
MAY 2012
ACCESS and SYSTEMS INTERCHANGES whether the

signing is by ground mounted or overhead signs. When
there is a second exit from the main carriageway a second
GA4 sign should be used. If two GA4 signs are required the
signs shall display interchange numbers followed by the
letters A and B, e.g. 112A and 112B. Additional gores at
SYSTEMS INTERCHANGES should be signed using only
GORE CHEVRON sign W414.
6
TEMPORARY GORE EXIT signs TGA4 or TGA4(E)

may be specified when temporary off-ramp alignments are
created at freeway roadworks sites and it is not
practical to relocate PERMANENT GA4 signs.
TEMPORARY SHARP CURVE CHEVRON signs
TW405 and TW406 should be used with signs TGA4
and TGA4(E). As a special variation TGA4(V) may be used
when space within the work area is limited. If there are
secondary splits in ramp roadways beyond the initial exit
TEMPORARY GORE CHEVRON sign TW414 should be
used.
SADC - RTSM - VOL 1
GUIDANCE
ADVANCE OFF-RAMP TERMINAL DIRECTION

For dimensions
ref. Vol. 4
pages
COLOURS:
GA5
PERMANENT
6.2.15
Legend:
Route numbers:
Background:
Street name:
6.2.16
Rural
White retroref/ective
Black semi-matt on
white retroref/ective
background
(GA5.11)
Urban
4.9.15
Advance Off-Ramp Terminal

Direction
ADVANCE OFF-RAMP TERMINAL DIRECTION signs of

the type GA5 are ground mounted STACK-TYPE signs
which may be used to give advance orientational
guidance to drivers on Class A1 and Class A2
freeway access interchange off-ramps related to
their lane selection in order to turn towards
destinations displayed at the ramp terminal.
The use of t h i s sign is optional. It may be used on

off-ramps which have more than one lane at the offramp terminal AND on which visibility distance to the
OFF-RAMP TERMINAL DIRECTION sign GA6, is
restricted due to the vertical and/or horizontal ramp
alignment, or due to heavy traffic volumes on the offramp.
GA5 signs should normally be located on the left side of

the off-ramp and preferably at a distance from the offramp terminal as indicated in Figure 4.58.When an offramp is subject to significant changes in horizontal
alignment it may be advantageous to locate signs GA5 on
the right of the off-ramp. If a GA5 sign is used in
addition to TOURISM ADVANCE TURN sign GF2 care
should be taken when locating both signs (see Figure
4.69).
ADVANCE OFF-RAMP TERMINAL DlRECTION signs

should conform to the design requirements for STACKTYPE ADVANCE DIRECTION signs GD1 as given in
Subsection 4.8.5. GA5 signs may be numbered in a
similar manner to GD1 signs, e.g. GA5.12 represents
one destination to the right and two to the left.
GUIDANCE
The information given on GA5 signs varies for urban

and rural interchanges, although rural applications are
likely to be rare. The standard rural GA5 signface
display should include two stacks with the destination to
the right in the upper stack and the destination to the left in
the lower stack. Additional destinations to those given on
the freeway exit direction sign sequence may be added
consistent with the rules related to the maximum display
for STACK-TYPE signs. Urban GA5 signs should
incorporate an additional LOCATION panel on top of the
sign in which the street name given on the freeway exit
direction sign sequence should be displayed. The letter
size used for the street name may be reduced 2/3 to 3/4 of
the letter size used on the rest of the sign and the street
name shall be displayed in uppercase "B MOD" letters.
The remainder of the sign should have a similar layout to
the rural version with orientational destinations,
commonly suburb names, being displayed to the right in
the top stack and to the left in the lower stack. The use of
a straight on panel is not recommended with a GA5 sign
At urban interchanges the street name may change at the

interchange. When this occurs the relevant right and left
street names should be incorporated into the right and
left turn stacks (see Figure 4.74).
TEMPORARY ADVANCE OFF-RAMP TERMINAL

DIRECTION signs are unlikely to be required.
However, if such a sign is to be ordered the number
TGA5 should be used.
SADC - RTSM - VOL 1
MAY 2012
FREEWAY DIRECTION
4.9.25
OFF-RAMP TERMINAL DIRECTION
COLOURS:
PERMANENT
Border & arrows:

Legends:
Route numbers:
Background:
Street name:
GA6
Black semi-matt on
background
For
dimensions
ref. Vol. 4
pages
6.2.17
to
6.2.20
Rural
(GA6.11)
Urban
4.9.16 Off-Ramp Terminal Direction

1
OFF-RAMP TERMINAL DIRECTION signs of the type

GA6 are ground mounted STACK-TYPE signs which are
used to give orientational guidance to drivers at
ramp terminals of Class A1 and Class A2 freeway
access interchanges and in combination with TJUNCTION CHEVRON sign W409, Indicate the
effective T-junction which normally occurs at a
freeway off-ramp terminal.
GA6 signs should be located on the far side of the

intersecting cross road, on or as close as possible to, the
extension of the off-ramp centre line. When the sign
cannot be located on the centre line it should normally be
offset to the left (see Figure 4.69). If the intersecting cross
road is a dual roadway it may be advantageous to locate
the sign on the median island. If the geometric layout of
the off-ramp terminal junction is such that a turning
sliproad is provided it may be an advantage to erect two
single stack GA6 signs.
OFF-RAMP TERMINAL DIRECTION signs should

conform to the design requirements for STACK-TYPE
DIRECTION signs GD2 as given in Subsection 4.8.6.
GA6 signs may be numbered in a similar manner to
GD2 signs, e.g. GA6.22 represents two destinations to the
right and two destinations to the left.
The information given on GA6 signs varies for urban

and rural interchanges. The standard rural GA6 sign
face display should include two stacks with the
destination to the right in the upper stack and the
destination to the left in the lower stack. Additional
destinations to those given on the freeway exit direction
sign sequence may be added consistent with the rules
related to the maximum display for STACK-TYPE signs.
Urban GA6 signs should incorporate an additional
LOCATION panel on top of the sign in which the street
name given on the freeway exit direction sign sequence
should be displayed. The letter size used for the street
name may be reduced to 2/3 to 3/4 of the letter size used
on the rest of the sign and the street name shall be
displayed in uppercase "B MOD" letters. The remainder
of the sign should have a similar layout to the rural
MAY 2012
version with orientation destinations, commonly

suburb names, being displayed to the right in the upper
stack and to the left in the lower stack.
5
At urban interchanges the street name may change at the

interchange. When this occurs the relevant right and left
street names should be incorporated into the right and
left turn stacks (see Figure 4.74.)
Freeway off-ramp junctions with the cross road are

occasionally designed in such a way that the off-ramp
Intersects with a contiguous or almost contiguous roadway.
This roadway may have a collector-distributor function
between adjacent part-interchanges on the freeway, or
may be a local suburban distributor road. In such
instances it may be necessary to give straight-on
destination information in an additional stack. Attention
should be paid to the total number of destination names or
"bits" of information displayed and the effect this may
have on letter sizes used (see Section 4.4). A typical sign
with one destination in each stack would be numbered
GA6.111 and may not require a T-JUNCTION
CHEVRON sign W409, since this may not be
appropriate to likely locations of this type. Such a sign is
effectively a combination GD1/GD2 sign (see Subsection
4.8.7).and shall only be used in the special circumstances
described. When the contiguous road is not lined up
exactly with the off-ramp a STACK-TYPE 8 arrow should
be considered for the straight-on stack.
A GA6 sign may be preceded by an ADVANCE OFFRAMP TERMINAL DIRECTION sign GA5, as described
in Subsection 4.9.15.
TEMPORARY OFF-RAMP TERMINAL DIRECTION

signs, numbered TGA6, may occasionally be required if
temporary off-ramp alignments are in operation. The sign
should be manufactured to the standard black on yellow
temporary sign colour code. A TEMPORARY TJUNCTION CHEVRON sign TW409 should be used with a
TGA6 sign.
SADC - RTSM - VOL 1
GUIDANCE
4.9.26
FREEWAY DIRECTION
NOTES:
(1) Details 4.74.1 and 4.74.2 show examples of urban
ADVANCE OFF-RAMP TERMINAL DIRECTION sign
GAS. Detail 4.74.1 illustrates the use of a cardinal
"area" which has been right justified in a second line to
reduce sign length. Detail 4.74.2 shows the treatment to
be used if the street name changes at the
interchange.
(2) Details 4.74.3 to 4.74.6 are examples of OFF-RAMP
TERMINAL DIRECTION sign GA6. Detail 4.74.4 is a
Fig 4.74
GUIDANCE
rural example on an un-numbered cross-road

showing an "indirect" route number in brackets.
(3) Several examples show how a route number should

be centred vertically in front of two destinations on
the route.Detail4.74.5 illustrates a typicalGA6 sign for
use if the "cross" street does not continue beyond
the
interchange
in
one
direction.Detail4.74.4shows,inthe top stack, a route
with two numbers and in the lower stack an "indirect"
route number as a destination.
Examples of Advance Off-Ramp Terminal Direction Signs-GA5

and Off- Ramp Terminal Direction Signs GA6
SADC - RTSM - VOL 1
MAY 2012
FREEWAY DIRECTION
4.9.27
CONFIRMATION
COLOURS:
PERMANENT
Border: Legend:
Route number:
Background:
Blue or green
retroreflective
4.9.17
1
6.2.21
Confirmation
may be added to the display as follows:
CONFIRMATION signs of the type GA7 are used to

give reassurance or confirmational guidance to
drivers that they are travelling on the numbered
Class A1 or Class A2 freeway towards the
destinations
indicated,
and
that
these
destinations are located at the distances
indicated.
Sign GA7 should be located on the left side of the

roadway approximately 750 m beyond the end of the onramp taper at SYSTEMS INTERCHANGES and
selected ACCESS INTERCHANGES.
CONFIRMATION signs should be provided throughout a

freeway system on a regular basis. It i s
recommended that GA7 signs should be provided
according to the following guidelines:
(a) after all SYSTEMS INTERCHANGES on each exit
roadway (it therefore follows that the GA7 sign
spacing for a freeway system should be based on
the SYSTEMS INTERCHANGES);
(b) after other interchanges on a systematic basis at a
spacing of 5 km to 10 km;
(c) when interchanges are more than 1Okm apart
additionalGA7 signs should be provided so that the
indicated distance to CONTROL and/or FAMILIAR
destinations is a multiple of 5 km, subject to a
minimum 5 km spacing.
For dimensions
ref. Vol. 4
pages
GA7
In addition to the route number, GA7 signs may display

from one to three destinations. The route number
should be located centrally at the top of the sign. The
destinations should be displayed so that the nearest is at
the top and the furthest at the bottom of the sign. The
distance in kilometres shall be displayed after each
destination without the letters "km". The destination
names shall be justified on the left and the distances on
the right on the units numeral (see Figure 4.21).
Distances given shall be the distance from the

CONFIRMATION sign to the "accepted centre" of the
destination town or city to the nearest kilometre.
The standard display should include two destinations.

The upper destination should be the nearest SERVICE
destination and the lower one the nearest CONTROL
destination. In certain circumstances two destinations of
one type may be displayed. FAMILIAR destinations
MAY 2012
(a) after leaving a FAMILIAR destination;

(b) after the merging of ClassA1,or Class A2,and rural
Class B routes which carry significant volumes of
entering traffic, whether daily or seasonally;
(c) otherwise at approximately 100 km intervals.
The occasional display of a FAMILIAR destination is not
considered to be in conflict with the principle of
continuity of destination display. Destination continuity
shall, however, be maintained on CONFIRMATION
signs within the overall sign system along a specific
route. See Chapters 8 and 10 for further information on the
selection of destinations and the meaning of various
terms used in this Subsection.
7
If it is considered necessary to include an important

destination which lies on an adjacent or parallel route, or
which is some distance from the route being signed but
on an intersecting cross-route, the number of the
intersecting or "indirect" route shall be displayed within
brackets in front of the relevant destination (see Section
4.3).
If a CONFIRMATION sign indicates destinations which fall

beyond a SYSTEMS INTERCHANGE and the route
number alters at this interchange the relevant destination
name may be preceded by the appropriate route
number. If it is considered necessary to display more
than three destinations in a specific position, two GA7
signs should be used, at 250 m spacings.
DIRECTION SIGN SYMBOLS may be used on GA7

type signs if transport terminals, or city or town centres are
included.
10 Letter sizing for GA7 signs should conform to the

provisions of Section 4.4.
11 TEMPORARY versions of GA7 signs numbered TGA7
may occasionally be required for major roadwork
detours. These signs should be manufactured using the
TEMPORARY sign black on yellow colour code. If a
detour is likely to be in operation for some time the
distances on PERMANENT confirmation signs along the
route should be modified using temporary black on yellow
plates giving the correct distance to the destination via the
detour.
SADC - RTSM - VOL 1
GUIDANCE
4.9.28
EXIT SEQUENCE
For dimensions
ref. Vol. 4
pages
FREEWAY DIRECTION
GA8
COLOURS:
PERMANENT
Border & arrow:
Legend:
Route number:
Background:
Blue or green
retroreflective
_Interchange (EXIT)
number &
Black semi-matt on
local authority:
background
6.2.22
6.2.23
4.9.18
Exit Sequence
An EXIT SEQUENCE sign GA8 may be used to provide

guidance to drivers well in advance of an exit
point, as to which of several closely spaced Class
A1 or Class A2 freeway access interchanges they
may choose to use to exit the freeway. If the road
class changes, say from Class A2 to Class A1, within the
section covered by a GAB sign the sign background colour
should be changed from green to blue in an
appropriate place.
The use of this sign is optional. It may be considered for

use in advance of a number of closely spaced
ACCESS INTERCHANGES the presence of which may
confuse drivers who wish to use a specific one. The
most common requirements drivers may have are to
identify which exit to use to reach a town or city
centre, or a major transport terminal such as an airport,
harbour or railway station. Such a need will arise on an
urban by-pass route where from two to ten, or more,
exits may serve one town or city.

roadway at least 2 km and up to 3 km in advance of the
first interchange in a group. If a PRE-ADVANCE EXIT
DIRECTION sign GA1 or GC1 is used the GA8 sign
should be located approximately 1 km earlier. EXIT
SEQUENCE signs may be erected at regular intervals
throughout a sequence of interchanges at intervals of
two or three interchanges subject to the provisions of
paragraph 4.9.1B.4.
(b) the interchange (EXIT) numbers for the next two or

three interchanges in sequential order from top to
bottom of the sign on the left side;
(c) the street names which appear on the relevant
freeway exit direction sign sequences for each
interchange;
(d) the distances from the sign to each interchange exit
point in kilometres without the letters "km".
5
It is possible that interchanges may be less than one

kilometre apart. In such a situation the distances should be
given to the nearest 0,1 km. Otherwise distances should
be rounded to the nearest kilometre.
In some cases it may be necessary to display two street

names, or a street name and a transport terminal name in
line with one interchange number. The maximum
information display should therefore be three interchange numbers OR four lines of destination text. When
a freeway by-passes a medium-sized regional town
which is served by two or three interchanges these
interchanges may be located well away from named
streets. It may be advantageous to use a cardinal area
designation such as "north" and "south" or "east" and
"west", as appropriate.
If a SYSTEMS INTERCHANGE occurs in a sequence of

junctions, reference to its number should be included
followed by the route number of the intersecting freeway and one of the FREEWAY DIRECTION SIGN
SYMBOLS GDS-4 or GDS-5.
TEMPORARY versions of GAB signs are unlikely to

ever to be warranted.
The information given on GA8 signs should comprise:

(a) the town or city name in the top panel (LOCATION
information);
GUIDANCE
SADC - RTSM - VOL 1
MAY 2012
4.9.29
FREEWAY DIRECTION
C-D ROAD ADVANCE EXIT DIRECTION

COLOURS :
GA9
PERMANENT

Legend:
Route number:
Background:
page
4.9.19
For dimensions
ref. Vol. 4
6.2.24
C-D Road Advance Exit

Direction
A C-D ROAD ADVANCE EXIT DIRECTION sign GA9 is a

ground-mounted STACK-TYPE sign which may be used
to give advance guidance to drivers on a
co/lector-distributor
road
at
a
freeway
interchange that an exit to a 360 0 loop ramp is a
short distance ahead.
Sign GA9 is a special derivation of STACK-TYPE

ADVANCE DIRECTION sign GD1.
Sign GA9 may be used on the collector-distributor road of

a SYSTEMS INTERCHANGE when an overhead sign
cannot be used due to space or structural considerations.
The situation in which this is most likely t o o c c u r i s
when the C-D road is carried on the
o v e r b r i d g e a t t h e i n t e r c h a n g e . The sign should
be located on the left side of the C-D road between the onand off-ramps at a distance from the off-ramp gore in
accordance with Figure 4.58 if possible.
Sign GA9 shall comprise two stacks. The upper stack

shall contain a straight-on STACK-TYPE 1 or STACKTYPE 4 arrow, and the route number and CONTROL
destination name of the freeway parallel to the collectordistributor road. The lower stack shall display a
STACK-TYPE 91oop arrow on the left side followed by the
route number and the relevant CONTROL destination
name for a RIGHT TURN movement to the intersecting
freeway. The indication of straight-on destination
information is particularly relevant to signs following a
360 loop on-ramp from the intersecting freeway.
The signface layout and letter sizes used shall conform to

the requirements of Sections 4.8 and 4.4 respectively.
TEMPORARY versions of GA9 signs are unlikely to

ever be warranted.
C-D ROAD EXIT DIRECTION

GA10
For dimensions
ref. Vol. 4
page
COLOURS:
6.2.25
PERMANENT
Legend:
Route number.
Background:
Chevron:
Red on white
retroreflective
4.9.20
1
2
3
C-D Road Exit Direction
A C-D ROAD EXIT DIRECTION sign GA10 is a groundmounted STACK-TYPE sign which may be used to
indicate to drivers the position of the right turn exit
from a collector distributor road at a freeway
interchange when the exit leads to a 3 6 0 0 loop
ramp, and to give guidance as to the number of the
intersecting route and the destination which may be
reached on that route by turning right.
Sign GA10 is a special derivation of STACK-TYPE
DIRECTION sign GD2.
Sign GA10 may be used on the collector-distributor
road of a SYSTEMS INTERCHANGE when an overhead sign is not warranted. The sign should be located in
the gore area of the exit to the 360 loop ramp. Side
MAY 2012
clearance to the sign should be maintained from the

passing roadways in accordance with Chapter 1.
4
Sign GA10 shall comprise a single stack mounted above

a hazard marker T-JUNCTION CHEVRON sign W409.
The stack shall display a STACK-TYPE 9 1oop arrow
rotated through 15 to 30 on the left side followed by
the route number and the relevant CONTROL destination
name for a RIGHT TURN movement to the intersecting
freeway.
The signface layout and letter sizes used shall conform to

the requirements of Sections 4.8 and 4.4 respectively.
TEMPORARY versions of GA10 signs are unlikely to

ever be warranted.
SADC - RTSM - VOL 1
GUIDANCE
FREEWAY DIRECTION
4.9.30
4.9.21
Freeway Cross-road Signing
The signs described in Subsection 4.9.22 to 4.9.25 are

special derivations of various STACK-TYPE direction
signs as described in Section 4.8.
They have been grouped in this Section because of

their particular application in association with
FREEWAY DIRECTION signs. In general, it is
considered that drivers will use a freeway in preference
to other alternative routes with normal at-grade junctions
and conventional forms of traffic control. These
specialised STACK-TYPE signs have been designed to
ensure that drivers correctly identify their intended entry
point to the freeway system at an ACCESSINTERCHANGE.
FREEWAY
CROSS-ROAD
signing
is
not
appropriate at a SYSTEM INTERCHANGE.
The device used to indicate the directions to the freeway

is the freeway sign background colour on the relevant
stacks of the signs or in "insert" panels where appropriate.
This technique should not be confused with freeway
trailblazer "insert" panels included in STACK-TYPE
direction signs. These latter "insert" panels should
only be used on roads commonly parallel to the
freeway, which lead to the actual cross-road which
intersects with the freeway (see Subsections 4.8.5
and 4. 8. 6). The introduction of two classes of freeway
has reduced the effectiveness of this colour code
difference to some extent because the green background
colour adopted for Class A2 freeway signs is the same as
that used on STACK-TYPE direction signs (see Section
4.8).
The arrangement of on-ramps for "left" and" right" entry to
the freeway requires careful attention when positioning
FREEWAY CROSS-ROAD signs. The relative position
GUIDANCE
of these on-ramps varies with the type of interchange

e.g. diamond or partial clover-leaf (parclo). In order to
differentiate between the two on-ramps the terms near
side and far side are used. Near side on-ramps do not
always involve a left turn, nor do _ far-side on-ramps
always involve a right turn, at the cross-road. (If a
free-flow semi-direct ramp is provided at an ACCESS
INTERCHANGE, this will require special signing
treatment.)
5
A typical sequence of FREEWAY CROSS-ROAD signs

should comprise (see Figures 4.70 and 4.71):
(a) CROSS-ROAD ADVANCE DIRECTION sign GB1;
(b) NEAR-SIDE ON-RAMP DIRECTION sign GB2;
(c) FAR-SIDE ON-RAMP ADVANCE DIRECTION sign
GB3;
(d) FAR-SIDE ON-RAMP DIRECTION sign GB4.
A CONFIRMATION sign GD3 may be positioned 60 m to

100 m beyond the far-side on-ramp. GD3 signs will
reassure drivers on the cross-road, and those who have
left the freeway at the interchange.
In urban areas it is often difficult to find the space to

provide signs GB1, GB2, GB3 or GB4due to limitations on
available side space. It may be appropriate to use a
more vertical format sign, particularly for the signs
located in the GB1 and GB3 positions. The GB1 sign
may be replaced by a MAP-TYPE sign GD7.A special
vertical format version of sign GB3, using the freeway
symbol in place of the destination name may be
considered. This sign is similar to a trailblazer sign in layout
(see Subsection 4.9.24). This later sign type can be
small enough to attach to existing street furniture.
SADC - RTSM - VOL 1
MAY 2012
4.9.31
FREEWAY DIRECTION
CROSS-ROAD ADVANCE DIRECTION

GB1
COLOURS:
PERMANENT
Border & arrow:
Legend:
Route number.
Background:
Interchange
number&
local authority:
Blue or green
retroreflective
Black semi-matt on
background
For dimensions
rei. Vol. 4
pages
6.3.1
6.3.2.
Rural
(Class A2)
Urban
(Class A1)
4.9.22 Cross-road Advance Direction

1
A CROSS-ROAD ADVANCE DIRECTION sign GB1 is a

ground-mounted STACK-TYPE sign which may be used
on a cross-road approach to a freeway, to give
advance guidance to drivers that an intersecting
freeway lies ahead and to indicate the freeway
route number and the CONTROL destinations in
each direction on the freeway. In addition if the
interchange has been allocated a number this shall be
displayed on GB1 signs and it is normal practice to
indicate the next SERVICE or CONTROL destination
which may be reached by continuing on the cross-road
beyond the freeway.
GB1 signs should be located on the left side of the

cross-road. The signs should be located in advance of the
near-side on-ramp at a distance in accordance with Figure
4.58.
The general principles applicable to STACK-TYPE

ADVANCE DIRECTION sign GD1, given in Subsection
4.8.5 apply to the signface layout of GB1 signs. The
signs shall normally comprise only two stacks,
however. The far-side on-ramp route number and
destination name is displayed, at this point, as straight- on
information to reduce the risk of drivers turning onto the
near-side off-ramp in error.
When the freeway is a Class A1 freeway the information

relevant to access to the freeway shall be indicated on a
blue background in the lower stack and on a blue "insert"
panel in the upper stack as indicated in the urban
example above. If the freeway were to change from
Class A1 to Class A2 a sign similar to the rural
MAY 2012
example above would be required. In this instance the

freeway section towards Pietersburg is Class A2 and the
destination information given on the crossroad for this
direction is therefore displayed on a green background.
5
In urban areas the display of the local authority name in

a black "B MOD" uppercase letters on white location
panel at the top of the sign next to the interchange
number is optional.
It is recommended that the destination information

displayed for the freeway be limited to one destination in
each direction. The destinations displayed should be the
next CONTROL or FAMILIAR destinations on the freeway
subject to the length of the freeway section and the policy of
the authority responsible for the operation of the freeway,
i.e. it may be advantageous to limit on-ramp
destination displays to FAMILIAR destinations on long
freeway sections in order to provide the most effective
possible orientation for strangers.
In urban environs space may be limited to the extent

that it is not possible to accommodate a GB1 sign.
Consideration should be given to the use of a more
vertically
formatted
MAP-TYPE
ADVANCE
DIRECTION sign GD7 as illustrated in Subsection 4.8.10.
In the event of roadworks it may be necessary to amend

GB1 signs to indicate TEMPORARY information in a
manner similar to that indicated on Figure 4.60. The
display of a full TEMPORARY version of sign GB1 is
unlikely to be required.
SADC - RTSM - VOL 1
GUIDANCE
NEAR-SIDE ON-RAMP DIRECTION

For dimensions
ref. Vol. 4
page
6.3.3
COLOURS:
GB2
PERMANENT
Border & arrows:
Legend:
Route numbers:
Background:
Blue or green
retroreflective
4.9.23 Near-side On-ramp Direction

1
NEAR-SIDE ON-RAMP DIRECTION sign GB2 is a

ground-mounted single STACK-TYPE sign which should
be used to indicate to drivers the position of the
near-side on-ramp at a freeway ACCESS INTERCHANGE and to give guidance as to the route
number of the freeway and the destination which
may be reached on the freeway by turning onto the
near-side on-ramp.
GB2 signs shall be located on the far side of the onramp junction on the left side of the cross-road. At
signalised urban on/off-ramp junctions space to
accommodate the sign may be affected by other traffic
control devices. In such circumstances, and particularly
in the case of some configurations of parclo
interchange, it may be acceptable to locate the signs on
the right side of the cross-road opposite the point of turn.
If a turning roadway or slip road is provided the sign

should be located on the island if this is l arge enough
and may use a STACK-TYPE 1 arrow inclined upwards at
approximately 45 to the horizontal.
3
The sign shall comprise one stack. It is recommended

that the information displayed be limited to a route
number and the CONTROL or FAMILIAR destination
name appropriate for the direction of travel on the
freeway (see paragraph 4.9.22.6).
GB2 signs shall have a blue background for Class A1

freeways and a green background for Class A2
freeways.
The display of a TEMPORARY version of sign GB2,

numbered TGB2, may be required if roadworks have
made access via the freeway to the normally displayed
destination temporarily unavailable.
FAR-SIDE ON-RAMP ADVANCE DIRECTION
GB3S
GB3
For dimensions
ref. Vol. 4
page
PERMANENT
Border & arrows:
Legend:
Route numbers:
Background:
6.3.4
4.9.24
1
COLOURS:
Far-side On-ramp Advance

Direction
FAR-SIDE ON-RAMP ADVANCE DIRECTION sign

GB3 is a ground-mounted single STACK-TYPE sign
which should be used to give advance guidance to
drivers that the far-side on-ramp at a freeway
ACCESS INTERCHANGE is some distance ahead
and to indicate the freeway route number and the
destination which may be reached on the freeway
by turning onto the far-side on-ramp.
GB3 signs shall be located on the left side of the
roadway BEYOND any GB2 sign provided for the nearside on-ramp. The two signs shall be carefully sited so
that the GB3 sign is not obscured by the GB2 sign. It
may be necessary to mount the GB3 sign somewhat
higher than normal to achieve this objective.
If an interchange is very narrow there may be insufficient
distance to locate the sign between the two on-ramps.
In such situations the sign may be omitted from the
GUIDANCE
Blue or green
retroreflective
sequence and i t shall NOT be combined with a GB2

sign. It may be possible to accommodate a vertical
format sign of the type GB3S on existing street furniture
4
The sign shall comprise one stack. It is recommended that

the information displayed be limited to a route number
and the CONTROL or FAMILIAR destination appropriate
for the direction of travel on the freeway (see paragraph
4.9.22.6).
The signs shall have a blue background for Class A1

freeways and a green background for Class A2
freeways.

SADC - RTSM - VOL 1
MAY 2012
4.9.33
FREEWAY DIRECTION
FAR-SIDE ON-RAMP DIRECTION

GB4
COLOURS:
PERMANENT
Legend:
Background:
Blue and/or green
retroreflective
4.9.25
6.3.5
Far-side On-ramp Direction
1 FAR-SIDE ON-RAMP DIRECTION sign GB4 is a

ground-mounted single STACK-TYPE sign which should
be used to indicate to drivers the position of the
far-side
on-ramp
at
a
freeway
ACCESS
INTERCHANGE and to give guidance as to the
route number of the freeway and the destination
which may be reached on the freeway by turning
onto the far-side on-ramp.
2
GB4 signs shall be located on the far side of the

on-ramp junction on the left side of the roadway. Space to
locate the sign may be limited particularly in urban
areas. Under such circumstances it may be acceptable to
position the sign on the right side of the cross-road.
A GB4 sign may include a second stack giving
guidance information for the straight-on direction on the
cross-road. This stack should normally repeat the
MAY 2012
For dimensions
ref. Vol. 4
page
straight-on information given on t h e p r e c e d i n g

GB1 sign. This combination of straight-on and turn
stacks is not recommended for general use and
should not be necessary if CONFIRMATION sign
GD3 is specified (see Subsection 4.8.2). The amount of
information displayed for the on-ramp direction shall be
limited as for signs GB2 and GB3.
4
The upper stack shall have a green background. The onramp stack shall have a blue background for Class
A1freeways and green background for Class A2
freeways.

SADC - RTSM - VOL 1
GUIDANCE
4.9.26 Overhead Freeway Direction

1
OVERHEAD FREEWAY DIRECTION signs in the GC

series may be used when warranted to give preadvance
direction,
advance
direction,
through direction and exit guidance closely
related to the lane configuration of the freeway
roadway. The use of OVERHEAD FREEWAY
DIRECTION signs on a rural freeway is rarely likely to
be warranted. The signs described in this subsection
are therefore mainly urban and metropolitan
examples. Warrants for the provision of OVERHEAD
direction signs are given in Section 4.1.
The design of OVERHEAD FREEWAY DIRECTION

signs is fundamentally different for DOWNWARDPOINTING arrow layouts and UPWARD-POINTING
arrow layouts. In addition the sequence of signs used in
each basic sign type is often quite different. (see
Subsection 4.9.7 and Figures 4.65 to 4.68).
The range of UPWARD-POINTING arrow combinations

is considerable. This Subsection details sign types by
function and illustrates a number of examples. Many more
types of signface design are possible for each
sign type.
OVERHEAD FREEWAY
DIRECTION signs
are
numbered in the GC series and carry a suffix "D" for
DOWNWARD-POINTING arrow examples and a suffix
"U" for UPWARD-POINTING arrow examples.
The first sign in either type of sequence is often the

PRE-ADVANCE EXIT DIRECTION sign GC1. This sign
is a variation of ground-mounted sign GA1. The design
criteria differ only in that, being mounted overhead, the
letter size used on the GC1 signs may warrant
increasing over a similar GA1 sign (see Section
4.4 and Subsection 4.9.10).

OVERHEAD FREEWAY DIRECTION signs for a typical
approach to an ACCESS INTERCHANGE using
DOWNWARD POINTING arrows. The signs in this
sequence are classified by function and
numbered as follows (see adjacent pages for
examples) :
(a) GC2D - ADVANCE EXIT DIRECTION sign:
using a downward arrow inclined at
approximately 45 to the vertical;
a distance shall be included;
the minimum signface display should include
the route number and name of the intersecting
cross-street, the interchange (EXIT) number
and the local authority name (the local authority
name shall be omitted on the approach to a
SYSTEMS INTERCHANGE);
up to two additional destinations may be added
to the minimum display;
the sign may be displayed on its own at 1,0 km
to 1,5 km, from the exit point, or i t may be
displayed as a SUPPLEMENTARY EXIT
DIRECTION sign GC2D in combination with a
THROUGH (or STRAIGHT-ON) DIRECTION
sign GC3D at 300m to 700 m from the exit point;
(b) GC3D - THROUGH (or STRAIGHT-ON) DIRECTION
sign:
using one downward-pointing arrow over each
lane, centred approximately over each lane;
no distance shall be displayed;
the minimum signface display shall be the route
GUIDANCE
number and one CONTROL or FAMILIAR

destination and an interchange (EXIT) number on
an approach to a fully directional SYSTEMS
INTERCHANGE);
up to two additional CONTROL or
FAMILIAR destinations may be included;
the sign may be displayed at a distance of 300 m to
700 m from "the exit point, preferably in
combination with a SUPPLEMENTARY EXIT
DIRECTION sign GC2D it is -considered that to
display i t at approximately 500 m w i l l permit
drivers an earlier selection of a correct lane);
(c) GC4D - EXIT DIRECTION sign:
using a downward-pointing arrow centred
approximately over the exit lane (this may mean
that the arrow is well off-centre on the signface);
no distance shall be displayed, unless the sign is a
special example provided in advance of the exit
point but over an exclusive or dedicated exit lane,
after this lane has a fully developed width, and with
the legend "ONLY";
the signface display shall be as used on the
preceding ADVANCE EXIT DIRECTION and
SUPPLEMENTARY EXIT DIRECTION signs;
the sign should preferably be displayed on its
own over the exit point (see 4.9.26.6(b)).
7

OVERHEAD FREEWAY DIRECTION signs for a typical
approach to an ACCESS INTERCHANGE using
UPWARD-POINTING arrows. Figure 4.67 shows a
similar sequence of such signs on the approach to a
cloverleaf SYSTEMS INTERCHANGE, whilst Figure
4.68 shows a simple example of OVERHEAD signing for
an exclusive or dedicated exit l a n e . This latter
example,
although
illustrating
an
ACCESS
INTERCHANGE, is equally appropriate to a SYSTEMS
INTERCHANGE (subject to the omission of the local
authority name panel). The signs in these sequences are
classified by function and numbered as follows (see
adjacent pages for examples):
(a) GC2U - ADVANCE EXIT DIRECTION sign
using one or more upward-pointing arrows
(UPWARD-TYPE 1-see Figure4.10);
the upward-pointing arrows on this sign type
shall be positioned on the left of the sign to
indicate the number of exit lanes ahead BUT
NOT whether they are exclusive exit lanes or
shared exit lanes;
a distance shall be included;
the minimum signface display should include the
route number and name of the intersecting crossstreet, the interchange (EXIT)number and the
local authority name (the local authority name shall
be omitted on the approach to a SYSTEMS
INTERCHANGE);
up to two additional destinations may be added to
the minimum display;
the sign should normally be mounted on its own at
1,0 km to 1,5 km from the exit point;
(b) GC3U - SUPPLEMENTARY EXIT/THROUGH
DIRECTION sign:
using a CLUSTER of upward-pointing arrows

(see Figures 4.11 to 4.13);
the arrow cluster shall be positioned between the
exit information and the through information to
accurately represent the lanes on the roadway
at the exit point including an indication of
SADC - RTSM - VOL 1
MAY 2012
4.9.35
FREEWAY DIRECTION
OVERHEAD FREEWAY DIRECTION

COLOURS:
For dimensions
ref. Vol. 4
pages
6.4.3
to
6.4.7
PERMANENT
Legend:
Background:
Downward-Pointing Arrows
NOTES:
(1) The overhead sign Details given in Subsection 4.9.26
have been numbered in a continuous series from
4.9.26.1 for ease of reference, whether they indicate
downward or upward pointing arrow examples.
(2) Detail
4.9.26.1
illustrates
the
preferred
urban/metropolitan display for an ADVANCE EXIT
DIRECTION sign GC2D at an access interchange,
including:
(a)
(b)
(c)
(d)
(e)
(f)
interchange (EXIT) number;

town or city name;
cross-route number;
cross street name;
distance to the exit;
downward type arrow inclined at 45.
(6) Detail 4.9.26.6 shows a typical urban/metropolitan EXIT

DIRECTION sign GC4D. The display should be the same
as the previous ADVANCE EXIT DIRECTION sign
GC2D but with a downward pointing arrow centred over
the exit lane. This example includes an "outside"
destination which may be reached after turning onto the
"indirect" route indicated (R50).
(3) Detail 4.9.26.2 shows the addition of an "outside"

destination to sign GC2D and detail 4.9.26.3 illustrates a
typical THROUGH DESTINATION sign GC3D. The
example relates to a metropolitan freeway.
(4) Detail 4.9.26.4 shows a 3-line display. Such a display will
commonly include a route number and destination for a
MAY 2012
second exit at a systems interchange when the first and

second exits occur directly from the freeway in this case
"M1 Johannesburg"). For the through movement
"Germiston is a control destination whereas "Durban is
a FAMILIAR destination.
(5) Detail 4.9.26.5 is similar but refers to a systems
interchange (EXIT No. 103) straight-on movement.
The display includes a cardinal area indication with
2/3letter size in upper case and placed within brackets.
(7) Detail 4.9.26.7 is a variation on the standard GC4D

display intended for use over an exclusive or
"dedicated" exit lane. This example is intended for
advance indication of the exclusive exit lane. This sign
type may be mounted in combination with sign GC3D.
SADC - RTSM - VOL 1
GUIDANCE
exclusive exit lanes, shared exit and

through lanes, and exclusive through
lanes (if there is a change in alignment
associated with the exit roadways this should
also be indicated by the arrow cluster - see
CLUSTERS C3, C7, C12, C14 and C15 in
Figure 4.13);
the exit information shall be arranged on the
appropriate side of the arrow CLUSTER
(normally on the left side),and shall be the same
as on the preceding GC2U sign;
the through destination information shall be
arranged on the opposite side of the arrow
CLUSTER to the exit information (normally on
the right side);
a distance shall be included with the exit
information;
the sign should be located between 300 m and
700 m from the exit point;
(c) GC4U - EXIT DIRECTION sign:
using one or more upward - pointing arrows

(UPWARD-TYPE 2 - see Figures 4.10 and
4.11);
the upward-pointing arrows shall be positioned

on the left of the sign and shall indicate the
number of exit lanes BUT NOT whether they are
exclusive exit lanes or shared lanes;
no distance shall be given;
the signface display shall be the same as the

exit information displayed on preceding GC2U
and GC3U signs;
the sign may be mounted over the exit point or

slightly beyond it at an ACCESS
INTERCHANGE,OR over the junction of the left
turn exit point and the collector-distributor road
at a SYSTEMS INTERCHANGE (in the latter
case the interchange (EXIT) number shall be
omitted);
(d) GC5U - ADVANCE OFF-RAMP DIRECTION sign:
using a CLUSTER of upward-pointing arrows (see
Figures 4.11 to 4.13), this sign replaces a GC4U at a
SYSTEMS INTERCHANGE;
the arrow cluster shall be positioned between
the exit information and the C-D road through
information to accurately represent the lanes on
the collector-distributor roadway at the exit point
of the l eft turn ramp at a SYSTEMS
INTERCHANGE,
including
an
indication of exclusive use lanes,
shared exit and through lanes,
a n d e x c l u s i v e t h r o u g h l a n e s (it is
recommended that the arrows be rotated to the
left by 15 to 30 to indicate that they
represent an exit condition - see CLUSTERS
C4, C8 and C10 in Figure 7.13);
the information displayed shall be only the exit
information indicated on preceding GC2U and
GC3U signs BUT the information shall now be
split between the left and right turn movements
with the exit left information to the left of the
arrow CLUSTER and the through (to
subsequently exit right from the C-D road)
information to the right of the arrow CLUSTER;
this is the last sign in the sequence at a single
exit SYSTEMS INTERCHANGE to display an
interchange (EXIT)number;
a distance to the left exit point shall be included
GUIDANCE
with the left exit information;

the sign should be located at the off-ramp/C-D
road exit point from the main freeway;
(e) GC6U - C-D ROAD THROUGH DIRECTION sign:
using one or more upward-pointing arrows
(UPWARD-TYPE 3- See Figures4.10and4.14); the
upward-pointing arrows on this sign shall be positioned
on the right side of the sign and shall indicate the
number of straight-on lanes on the C-D road, BUT
NOT whether those are exclusive through lanes
or not;
no distance shall be included;
the information displayed shall relate only to the
right exit movement and be part of that which
has appeared previously in the sequence on
signs GC2U and GC3U;
the sign should be displayed with an EXIT
DIRECTION sign GC4U giving information
relating to the left exit movement and shall not
include an interchange(EXIT) number;
these signs should be located over the junction of
the left turn exit point and the C-D road;
(f) GC7U - C-D EXIT/THROUGH DIRECTION sign:
using upward-pointing arrows (UPWARDTYPES 3, 4 and 8 - see Figures 4.11 to 4.13);
the arrow cluster shall be positioned between the
exit information and the C-D road through
information and shall accurately represent the
lanes on the collector-distributor roadway at the
exit point of the right turn (360) ramp to the
intersecting freeway at a SYSTEMS
INTERCHANGE including an indication of
exclusive exit lanes, shared exit and
through lanes and exclusive through lanes;
the information displayed on the left side of the
sign shall be the same as on the preceding
GC6U sign; the information on the right side of the
sign shall relate to the straight-on movement from
the C-D road back onto the freeway (this
information should be the same as that
appearing on the right side of sign GC3U);
a distance to the right turn exit point shall be
included with the right turn exit information;
the sign is commonly located on. or close to, the
main interchange overbridge normally some 150m
to 250 m in advance of the exit point.
EXIT DIRECTION sign GC4U and C-D THROUGH

DIRECTION sign GC6U may be sited over the 360
ramp gore if warranted in this position The GC4U sign should
display an UPWARD-TYPE 4 arrow rotated to the left
through 15 to 30 to indicate the exit.
C-D ROAD THROUGH DIRECTION sign GC6U may be

displayed over the main freeway in combination with an
ADVANCE OFF-RAMP DIRECTION sign GC5U to
emphasise the split between through movements and exit
movements, particularly if a full span gantry structure
already exists.
10
A lane drop occasionally occurs within an interchange.

An appropriate overhead DIAGRAMMATIC sign such as
GS6105 may be displayed in combination with sign
GC3U, or with signs GC5U and GC6U.
11 A wider range of OVERHEAD signs for different types of

interchange geometry and sign sequences are given in
Volume 2, Chapter 5 - Freeway Signing.
SADC - RTSM - VOL 1
MAY 2012

For dimensions
ref. Vol. 4
pages
6.4.8
to
6.4.11
COLOURS:
PERMANENT
Legend:
Background:
Detail .4.9.26.8
Detail .4.9.26.11
Detail 4.9.26.10
Upward-Pointing Arrows - Advance Exit Direction GC2U
NOTES:
(1) The overhead sign Details given in Subsection 4.9.26
have been numbered in a continuous series from
4.9.26.1 for ease of reference, whether they indicate
downward or upward pointing arrow examples.
distributor
road).
SUPPLEMENTARY
EXIT/
THROUGH DIRECTION sign GC3U should include an
indication of the destination information for the second
exit.
(2) Detail
4.9.26.8
illustrates
the
preferred
urban/metropolitan display for an ADVANCE EXIT
DIRECTION sign GC2U at an access interchange.
(4) Details 4.9.26.10 and 4.9.26.11 show examples of the

recommended maximum level of display for access
and system interchanges respectively.Detail4.9.26.11
shows the level of destination information required for a
systems interchange exit leading to a collectordistributor road which in turn serves the left and right
turns to the intersecting freeway. Note the angled display
of AIRPORT symbol GDS-3 to match the exit arrow.
(3) Detail4.9.26.9 shows a similar indication for an exit at a

systems interchange. The interchange (EXIT) number,
108A, indicates that the left and right exits are both directly
from the freeway (without the use of a collector-
MAY 2012
SADC - RTSM - VOL 1
GUIDANCE

COLOURS:
For dimensions
ref. Vol. 4
pages
6.4.12
to
6.4.15
PERMANENT
Legend:
Background:
Upward-Pointing Arrows - Supplementary Exit/Through Direction GC3U
GUIDANCE
SADC - RTSM - VOL 1
MAY 2012
Detail .9.26.17
Upward-Pointing Arrows - Supplementary Exit/Through Direction GC3U
NOTES:
(1) Details 4.9.26.12 to 4.9.26.17 illustrate a few of the
many CLUSTERS of arrows which may be displayed on
SUPPLEMENTARY EXIT/THROUGH DIRECTION signs
GC3U. Note the regular use of CBD symbol GDS-8
and brackets referring to "indirect" routes. Exit route
numbers should be left justified whenever possible. The
through route number may be centred or left justified.
(2) Detail 4.9.26.12 is an urban example showing exit
information for the first of two direct exits (394A). The
exit information for the second exit is included in the
display to the right of the arrow cluster.
(3) Detail 4.9.26.13 (3948) follows Detail 4.9.26.12 and
shows the transfer of exit information to the left side of the
sign. The arrows on these two details illustrate
exclusive or "dedicated" exit lanes at each exit, the
MAY 2012
second arrow referring to a 360 loop off-ramp. Note

that this Section of the N1 route also carries the route
number R34 for a short distance.
(4) Detail 4.9.26.14 illustrates an exit condition at a systems
interchange with two exclusive or "dedicated" exit lanes.
This example also illustrates the recommended maximum
display of exit information. Exit information is included for
left and right exits, which are semi-direct in this case.
(5) Detail 4.9.26.15 is similar but relates to the first of two
direct exits and therefore includes exit information for the
second exit on the right ("through") side of the sign.
(6) Detail 4.9.26.16 refers to a Y-shaped systems
interchange.
(7) Detail 4.9.26.17 illustrates a rare right-exit condition.
SADC - RTSM - VOL 1
GUIDANCE
4.9.40
FREEWAY DIRECTION

For dimensions
ref. Vol. 4
pages
6.4.16
to
6.4.19
COLOURS:
PERMANENT
Border & arrows:
Legend:
Route numbers:
Background:
Detail 4.9.26.18
Detai l 4.9.26.19
Detail 4.9.26.20
Detail 4.9.26.21
Upward-Pointing Arrows - Exit Direction GC4U
NOTES:
(1) Detail 4.9.26.18 shows the EXIT DIRECTION sign
GC4U following Detail 4.9.26.8 and represents the
preferred display at an access interchange.
(4) All arrows for GC4U signs should be displayed at an

angle of from 15 to 45 from the vertical to designate an
exit condition.
(2) Detail 4.9.26.19 illustrates the upward-pointing arrow

equivalent to downward-pointing arrow Detail4.9.26.6.
(5) Detail 4.9.26.20 should follow an ADVANCE OFFRAMP DIRECTION sign GC5U, and Detail 4.9.26.21
should follow a C-D EXIT!THROUGH DIRECTION sign
GC7U.
(3) Detail4.9.26.20 shows the variant to be used at the first

exit from a collector-distributor road (a left turn) whilst
Detail 4.9.26.21 shows that for the second exit from a
C-D road (a right turn). Both are appropriate at a
systems interchange. Note that an interchange (EXIT)
number is not displayed on these C-D variants.
GUIDANCE
(6) Both Details 4.9.26.20 and 4.9.26.21 will normally be

displayed to the left of C-D THROUGH DIRECTION
sign GC6U.
SADC - RTSM - VOL 1
MAY 2012

For dimensions
ref. Vol. 4
pages
6.4.20
6.4.21
COLOURS:
PERMANENT
Legend:
Background:
Upward-Pointing Arrows - Advance Off-Ramp Direction GCSU
NOTES:
(1) These Details are all similar in function and layout to
the systems interchange variants of signs GC3U in that
they refer to a split in traffic flow ahead. In this case the
split refers to the junction of the first exit from a collectordistributor road and the C-D road itself.
(2) Sign GC5U should indicate by arrow CLUSTER
whether there are exclusive or shared lanes at the exit
ahead. The arrow CLUSTER should be rotated through
MAY 2012
15 to 30 to the left of vertical, to designate an exit

condition. Otherwise layout principles are as for sign
GC3U. Detail 4.9.26.24 shows how an arrow CLUSTER
should accurately reflect road curvature.
(3) The "through" indication on the right side of the sign
refers only to the second exit and shall not include
through destinations for the main freeway at this position.
SADC - RTSM - VOL 1
GUIDANCE

For dimensions
ref. Vol. 4
pages
6.4.22
6.4.23
COLOURS:
PERMANENT
Border & arrows:
Legend:
Route numbers:
Background:
Detail .4.9.26.25
Detail .4.9.26.26
Detail .4.9.26.27
Upward-Pointing Arrows - C-D Road Through Direction GCGU
NOTES:
(1) Details
4.9.26.25 and
4.9.26.26 show
typical
arrangements of C-D THROUGH ROAD DIRECTION
signs to be used in conjunction with EXIT DIRECTION
sign GC4U at the first exit from the C-D road. Detail
4.9.26.25 shows a sign height dictated by an adjacent
EXIT DIRECTION sign GC4U.Similar signs displaying the
main freeway "through" destinations may be used in
combination with an EXIT DIRECTION sign at the
second off-ramp position.
(2) The signface layout principles are very basic. The route
number may be left justified or centred. The arrow
GUIDANCE
should accurately indicate the alignment of the C-D

road.
(3) Detail 4.9.26.27 illustrates a variant which may be used on
the main freeway carriageway at the exit to the C-D road
in combination with sign GC4U. This application is
common when existing sign structures are available to
carry the sign and the information repeats that given on
sign GC3U. Use of this sign will not normally be
warranted if new structures are being provided for the
signs unless there is a change in alignment within the
interchange in which case they may be justified.
SADC - RTSM - VOL 1
MAY 2012

For dimensions
ref. Vol. 4
page
6.4.24
COLOURS:
PERMANENT
Legend:
Background:
Detail 4.9.26.28
Upward-Pointing Arrows - C-D First Exit/Through Direction GC7U
NOTES:
(1) Detail 4.9.26.28 is an alternative sign to the use of an
EXIT DIRECTION sign GC4U and a C-D ROAD
THROUGH DIRECTION sign GC6U. It combines the
messages of these two separate signs with a central
arrow cluster.
(2) The sign may be located on a C-D road at the left turn or
first exit (this is why it does not display a distance).
(3) Sign GC7U may be followed by a C-D SECOND EXIT
-ADVANCE I THROUGH DIRECTION sign GC8U on

which the through information from sign GC7U is displayed as exit information.
(4) Since the sign is located at the point of exit the arrow
cluster not normally be inclined to the left.
(5) Sign GC7U may be used in a similar manner at splits in
fully directional ramps.
Detail 4.9.26.30
Upward-Pointing Arrows - C- D Second Exit Advance/Through Direction GC8U
NOTES:
(1) Details 4.9.26.28 and 4.9.26.29 are typical of signs
which may be used in advance of the second exit from the
C-D road.
(2) The exit display should carry forward the information
previously displayed at the left turn exit for the right-turn exit
ahead.
(3) The hooked arrow indicates an exclusive or "dedicated"
360 off-ramp to the intersecting freeway.
MAY 2012
(4) The "through" information shall relate to the "through"

destinations for the main freeway carriageway. These
signs are displayed in front of traffic which has left the
intersecting freeway via a 360 loop ramp to the C-D
road.
(5) Note the upward display of the AIRPORT symbolGDS-3 in

line with the straight-on movement at this point towards the
indicated airport.
SADC - RTSM - VOL 1
GUIDANCE
SOUTHERN
AFRICAN
DEVELOPMENT
COMMUNITY
INFORMATION SIGNS
SECTIONS
5.0
Contents
5.1
Introduction
5.2
Signs
5.3
National Variants
MAY 2012
CHAPTER
SADC RTSM - VOL1
CONTENTS
5.0.1
CHAPTER 5:
INFORMATION SIGNS
5.0 CONTENTS
in the information sign class with the sign number and
name. A page number is given within this chapter where
details of the use of each sign can be found and a cross
reference given to Volume 4 where signs and symbols are
detailed.
MAY 2012
The information sign class is a loosely structured group of

signs covering a wide range of applications. The most
dominant feature of information signs is that they do not
display any directional arrow. Information signs may
commonly be used in combination with other classes of
road traffic sign.
SADC RTSM VOL 1
INFORMATION
5.0.2
INFORMATION
CONTENTS
SADC RTSM VOL 1
MAY 2012
5.0.3
CONTENTS
MAY 2012
SADC RTSM VOL 1
INFORMATION
5.0.4
CONTENTS
Supplementary Plate Information Signs IN11

There are six sub-categories of SUPPLEMENTARY PLATE
signs IN11 (and TIN11) as indicated on page 5.0.2. The
details given below shows how each of these may be used
with other regulatory, warning and guidance signs. The
permanent and temporary colour codes remain constant
INFORMATION
irrespective of the class of sign with which the

supplementary plate is used. SUPPLEMENTARY PLATES in
the IN11.500 series provide symbol based messages. The
full range of approved symbols is detailed below.
SADC RTSM VOL 1
MAY 2012
CONTENTS
5.0.5
Symbolic Supplementary Plates IN11.500 Series

(continued from p 5.0.4)
MAY 2012
SADC RTSM VOL 1
INFORMATION
INTRODUCTION
5.1.1
CHAPTER 5 - INFORMATION SIGNS

5.1
INTRODUCTION
5.1.1 General
1
The signs covered by this Chapter impart to road users

information of a very general nature. The information
message should be non-directional i.e. arrows should not
be used. The inclusion of an arrow classifies a sign
as a direction sign. In a similar way the inclusion of a
destination name should normally classify a sign as a
location sign or a direction sign (see Sections 4.5 and 4.7
respectively).
There is considerable scope for the design of information
signs not currently covered by this Chapter. When
designing such a sign every effort should be made to
incorporate a symbolic message rather than a text
message. This will reduce the need for sign repetition to
cater for the many languages used in the region.
This Chapter gives examples of the different types of

supplementary plate together with their numbering system.
Examples in combination with other sign types are given in
Sections 2.0, 2.8, 3.0, 3.6 and 4.10.
Supplementary plates will commonly be specified in

permanent and temporary colours (see Subsection
5.2.5).
Information signs may be PERMANENT or TEMPORARY. When a temporary information sign is required the
sign should be numbered as for a permanent sign, but
with the letter "T" preceding the number.
The majority of these non-directional signs are covered in

Chapter 4, Guidance Signs.
LOCATION signs give geographical information but are

dealt with separately because they have a specific
function in the navigational process.
CONFIRMATION ROUTE MARKER signs do not include

an arrow but are functionally closely associated with other
ROUTE MARKER signs which do include an arrow.
CONFIRMATION ROUTE MARKER signs are therefore
covered in the route marker group for accessibility and
convenience.
In a similar way there is an occasional need for a

non-directional sign to be covered in the DIRECTION or
FREEWAY DIRECTION sign groups. Typical examples
are:
The choice of shape for information signs is reasonably

open. However, they shall not be circular or
triangular in shape. The recommended shape is
rectangular with preferred ratios of width (W) to height (H)
of 4 to 3 for horizontally formatted signs, and of width (W)
to height (H) of 3 to 4 for vertically formatted signs.
With the exception of SUPPLEMENTARY PLATE signs

IN11 the permanent colours used generally for
information signs are green for the background and
white for the border, symbol, or text. All information
signs should have a border. If a temporary version of an
information sign is required the background should be
yellow and the border, symbol, or text black.
There are some other detailed exceptions to this colour
code. These are noted in the individual sign
Subsections. When designing a new information sign the
colours shall be green and white, unless the sign is
a variation of one of the listed signs in which case the
colours of the principle sign should be used.
If an information sign is required to have significance
during the hours of dawn, dusk or night time at least the
white portion of the sign shall be manufactured in
retroreflective material, OR the sign shall be illuminated or
located so as to be visible under street lighting.
5.1.4
1
Supplementary plates shall not be used on their own.

2
5.1.5 Other Information Signs
regulatory;
warning;
guidance;
diagrammatic;
high visibility.
Signs giving regional information or indicating an office,

kiosk or other area where regional information is available are covered by this Chapter. However, if the
information is of a motorist service or tourist nature the
sign design should conform to those of the tourism sign
sub-class of guidance sign and the background colour
should be brown (see Subsection 5.1.5 and Section
4.9).
(a)
(b)
(c)
(d)
(e)
1
Other forms of information or non-directional signs
are provided for within the overall signing system. Such
signs are covered in other Chapters or Sections because there is some factor in their specification which
links them to the particular group or sub-group of sign
covered in the relevant Chapter or Section.
(a)
CONFIRMATION signs GD3 and GA7;
(b)
EXIT SEQUENCE sign GA8.
As toll routes have developed the need for a wide

variety of information signs relating to the operation of the
toll routes has also developed. Although some of these
signs are classified as information signs and are covered
in this Chapter, several others are dealt with under the
LOCATION sign, ROUTE MARKER
sign, and
DIRECTION/FREEWAY DIRECTION sign sections of
Chapter 4.Typicalexamples of such signs are:
(a)
TOLL ROUTE NAME sign GL7.2 (Section 4.5);
(b)
END OF TOLL ROUTE sign GL7.3 (Section 4.5);
(c)
ALTERNATIVE ROUTE MARKER signs GE16

(Section 4.6);
ALTERNATIVE ROUTE CONFIRMATION sign
GA7 (Section 4.8);
(d)
Supplementary Plates
Supplementary plates are classified under the

information sign category but they shall only be
used in combination with another sign type such as:
MAY2012
SADC - RTSM - VOL 1
INFORMATION
INTRODUCTION
5.1.2
(e) TOLL ROUTE AHEAD sign GA7 (freeway) or GD3
(non-freeway);
(f) TOLL PLAZA AHEAD sign GA7 (freeway) or GD3
(non-freeway);
(g) TOLL PLAZA SEQUENCE sign GA8.
7 The TOURISM sign group, which covers the signing of
tourist attractions and motorist services, includes the
widest range of information signs outside the information
signs group on the basis that the information displayed
has a specific tourism or service function.
INFORMATION
Examples of such signs are:

(a)
(b)
(c)
(d)
CONFIRMATION sign GF7;

SERVICE EXIT SEQUENCE sign GF8;
REST AND SERVICE SEQUENCE sign GF9;
ROADSIDE EMERGENCY SERVICE signs GF11,
GF12,and GF14;
(e) PARKING sign GF15 (parking which is free of
restriction);
(f) (tourist) INFORMATION sign GF16.
SADC- RTSM- VOL 1
MAY2012
SIGNS
5.2.1
COUNTDOWN SIGNS
COLOURS:
PERMANENT
Border:
Symbol:
Background:
For dimensions
For dimensions
ref. Vol. 4
ref. Vol.
4
page
page
Blue, green or brown
retroreflective
9.2.1
TEMPORARY
Border:
Black semi-matt
Symbol:
Black semi-matt
Background:
'
5.2.1
Countdown Signs
1 COUNTDOWN signs IN1, IN2 and IN3 may be used to

inform drivers that a high speed exit is
approximately 1oom, 200m and 300m ahead
respectively. The signs shall normally be used in sets of
three with IN3 furthest from the exit point. When two exit
points are close together, and the conditions indicated
in paragraph 5.2.1.3 occur, two signs only, IN1 and IN2,
may be used for the second exit. The "bar" symbols
shall always slope down to the right.
2
Signs IN1, IN2 and IN3 shall be located on the left side of
the roadway and be accurately positioned in relation to the
exit point (see Chapter 10 for the specification of "exit
point").
Signs IN1, IN2 and IN3 should be reserved for the
approaches to high speed exit roadways from Class 8
and Class A roads when the actual point of exit is
concealed or when sight distance is limited. Such
situations include one or more of the following:
(a) a left-hand curve on the approach to the exit;
(c) high traffic volumes;

(d) significant numbers of slow and/or heavy vehicles.
4
Signs IN1, IN2 and IN3 shall have a fixed size with a
height of 1200 mm and a width of 700 mm.
Signs installed on Class A1 freeways shall have a blue

background and on other roadways a green background. In the event that a direct access rest and
service area warrants the use of COUNTDOWN signs
IN1, IN2 and IN3 the background colour of the signs
shall be brown.
TEMPORARY versions of COUNTDOWN signs may be

specified at roadworks sites. These should be numbered
TIN1, TIN2 and TIN3. They are particularly recommended
when freeway off-ramps are temporarily relocated
during rehabilitation, and especially when traffic is
operating in a contra-flow condition on one carriageway
of a freeway. Signs TIN1, TIN2 and TIN3 used in this
way should be relocated each time an off-ramp position
is moved.
(b) a crest curve on the approach to the exit;
MAY 2012
SADC - RTSM - VOL 1
INFORMATION
SIGNS
5.2.2
CUL-DE-SAC
COLOURS:
PERMANENT
For dimensions
ref. Vol. 4
pages
Border:
Symbol:
Red & white retroreflective
Background: Green semi-matt
or retroreflective
9.2.2
9.2.3
and
TEMPORARY
9.2.3
9.2.4
Border:
Symbol:
Black semi-matt
Red retroreflective
& black semi-matt
5.2.2 Cul-de-Sac
1
The CUL-DE-SAC signs IN4, IN5 and IN6 should be

used to inform drivers that the roadway beyond
the sign in the case of sign IN4 or to the left or
right of the sign in the case of signs IN5 and IN6
is not a through road.
Sign IN4 should be located on the left side of the

roadway which is a cul-de-sac and may be angled to
be more visible to drivers on the intersecting roadway
who may wish to turn into the cul-de-sac. A second sign
may be placed on the right side of the roadway for
additional emphasis.
Signs IN5 and IN6 should be located on the left side of a

roadway, immediately before an intersecting side
road which is a cul-de-sac, to indicate to traffic in the
roadway that the road ahead on the left or right is a culde-sac. Where appropriate, for instance when signing a
cul-de-sac intersecting a one-way roadway, the sign
may be located on the right side of the roadway.
Signs IN4, IN5 and IN6 should normally have a height of

600 mm and a width of 450 mm. A sign size of 900 mm x
675 mm may be used in exceptional circumstances.
Temporary information signs, TIN4, TIN5, TIN6 and

TIN 20 to TIN 23, may be used to indicate a temporary
INFORMATION
cul-de-sac condition due to such circumstances as

road maintenance or a bridge wash-away. Signs TIN4,
TINS, TIN6 and TIN20 to TIN23 are not recommended for
use at the principle point of temporary road closure.
However, being compact signs, they may be useful if
located on side roads or entrances which intersect a
temporarily closed roadway, when such side roads are
located between the area where work is in progress and
where the main road closure barricade is located.
6
Signs TIN20 to TIN23 are particularly relevant to

temporary conditions which render cross roads or Tjunctions no longer truly represented by such descriptions
due to temporary closures of one of the legs of the
junction (see Volume 2, Chapter 13).
The
temporary
CUL-DE-SAC signs
may
be
incorporated into a high visibility background, often with
explanatory text, when temporary road closures are very
remote from the sign position (see Volume 2, Chapter
13).
In certain circumstances, where suburban roads are

permanently closed to prevent through traffic using an
area, a special version of signs IN4, IN5 and IN6
indicating two intersecting roadways which are culs- desac may be used.
SADC - RTSM - VOL 1
MAY 2012
RIGHT OF WAY
For dimensions
ref. Vol. 4
page
COLOURS:
PERMANENT
Border:
Black semi-matt
Symbol:
9.2.4
5.2.3 Right of Way

1
unexpectedly high levels of congestion for a roadway

with the right of way. There will normally be some other
contributing factor resulting in poor visibility of the
junction. Every effort shall be made to eliminate the
reasons for such confusion.
The RIGHT OF WAY sign IN7 may be used to
inform drivers that traffic on the roadway on

which they are travelling has right of way at the
junction ahead.
2
The sign should be located at a distance from a junction

of approximately two thirds of the distance given in
Table 3.1 or Figure 3.1 for the location of warning signs
(see Section 3.1).
RIGHT OF WAY sign IN7 should only be used on the

approach to a junction when, for some reason, drivers
become confused as to the type of junction control in
operation. This confusion on the part of drivers may
manifest itself in undue slowing down and therefore
The use of an IN? sign on an approach to a traffic circle

is not recommended on the basis that the preferred
traffic control system for traffic circles is that entering
traffic shall yield to traffic within the circle.
Sign IN7 shall have a length of side of 600 mm or 900 mm

according to the approach speed of traffic and/or the need
for increased visibility of the sign.
PARK AND RIDE

COLOURS:
IN10
IN9
PERMANENT
Border:
Symbol:
or retroreflective
For dimensions
ref. Vol. 4
pages
9.2.6
9.3.1
and
9.3.2
5.2.4 Park and Ride

1
is required the size may be increased to 900 mm x

1200 mm.
PARK AND RIDE signs IN9 or IN10 may be used to
inform drivers of the existence of a park and

ride terminus.
2
The sign may be located in a suitable position adjacent

to the entrance to a parking area serving a BUS SERVICE (sign IN9), or a RAIL SERVICE (sign IN10).
Signs IN9 and IN10 should normally have a height of

675 mm and a width of 900 mm. If particular
emphasis
MAY 2012
If it is necessary to direct drivers towards a PARK AND

RIDE terminus the symbol may be incorporated into a
DIRECTION sign GD2,or a FINGERBOARD sign GD4
(see Section 4.7).
SADC - RTSM - VOL 1
INFORMATION
SIGNS
5.2.4
SUPPLEMENTARY PLATES
COLOURS:
PERMANENT
Border, text Black

or symbol:
semi-matt
Legend:
DIN 1451
Styles A or B
For dimensions
ref. Vol. 4
pages
9.2.7
9.2.8
9.2.9
9.2.10
9.2.11
Background: W hite
retroreflective
TEMPORARY
and
Border, text Black

or symbol:
semi-matt
Legend:
DIN 1451
Styles A or B
9.2.12
9.2.18
to
9.3.33
5.2.5
signs should be numbered with a prefix letter T.
SUPPLEMENTARY PLATE sign IN11 may be used to

give supplementary information related to the
principal message of a regulatory, warning or
diagrammatic guidance sign.
The supplementary plate shall always be located

immediately below the principal sign and may be
manufactured as an integral part of such a sign. This
applies particularly to signs IN11.6 and TIN11.6. A
supplementary plate shall not be displayed on its own.
It is recommended that when ordering a supplementary

plate the actual message be given after the type number,
e.g.:
4
IN11.501 (Tow-away zone), or

IN11.577 (Police).
Supplementary plates may be used in one of six basic

types, as:
(a) an advisory speed numbered IN11.1;
(b) a distance "for" numbered IN11.2;
(c) a distance "to" numbered IN11.3;
(d) a text message numbered IN11.4;
(e) a symbolic message numbered IN11.5;
(f) the name of a road authority numbered IN11.6.
IN11.1 (80 km/h) or TIN11.2 (For 2 km).

When ordering a symbolic message supplementary plate
the number allocated to the symbol as indicated in
Section 5.0 should be quoted after the plate number, e.g.:
Refer to Volume 4, Chapter 9 for the range of available

symbols. New symbols may be added from time to time.
5
The secondary message which comprises part of a

regulatory SELECTIVE RESTRICTION sign does not
c o n s t i t u t e a supplementary plate. An additional
supplementary plate may in certain circumstances be
used with regulatory SELECTIVE RESTRICTION signs
(see Section 2.7).
Supplementary plates to be used with TEMPORARY
INFORMATION
SADC - RTSM - VOL 1
MAY 2012
When specifying the use of supplementary plates care

shall be exercised to avoid a situation whereby, if the
supplementary plate becomes detached from the principal
sign, the function of that sign will be significantly altered.
If such a situation could arise it is strongly
recommended that the principal sign and the
supplementary plate be manufactured from one piece
of material.
Supplementary plates may contain a text message
repeated in two languages appropriate to the region.
Such message should be kept very brief. If more than
one sign of a particular type is used at a site, for
example on a dual carriageway road or at roadworks,
then a preferred option is to give the message in
English on one sign and in another appropriate language on the other sign. When an appropriate symbol is
available this should be used in preference to text.
Wherever possible a supplementary plate should be

dimensioned to match the width of the sign which it
supplements. DIN 1451 Style "A" or Style "B" letters
may be used.
SUPPLEMENTARY PLATE signs IN11.6 and TIN11.6 are

intended for use only with large GUIDANCE or
INFORMATION signs. Their function is to inform drivers
of the responsible road authority in the area in which
the sign is located. This message is most appropriate to
convey a public relations theme or the image of a
competent road authority.
10 Supplementary plates shall not be used with overhead

signs and specifically overhead diagrammatic signs.
11 Further details on the applications of supplementary
plates are given in Sections 2.0, 2.8, 3.0, 3.6 and 4.10.
REGULATORY APPLICATIONS
WARNING APPLICATIONS
TRAFFIC SIGNAL APPLICATION
Fig. 5.1 Options for the use of Sign IN11.506
MAY 2012
SADC - RTSM - VOL 1
INFORMATION
SIGNS
5.2.6
INFORMATION CENTRE
COLOURS:
PERMANENT
For dimensions
ref. Vol. 4
pages
Border:
Symbol:
or retroreflective
9.2.13
9.2.14
and
9.3.4
5.2.6 Information Centre

1
An INFORMATION CENTRE sign IN12 may be used to

inform drivers of the existence of an information
office, kiosk or notice board.
Sign IN12 should have a height of 600 mm and a

width of 450 mm on lower speed roads and a height of
900 mm and width of 675 mm on higher speed roads.
The sign may be located in a suitable position adjacent to

the access to a parking area serving an information
centre. In the case of a notice board the symbol may be
incorporated into the top right or left corner of the notice
board.
Sign IN12 or the symbol, on a green background, shall

only be used to indicate information centres other than
those catering for tourist services or attractions. A typical
such application would be a notice board at the access
to an industrial area as illustrated above.
Sign IN12 may be modified to include a distance such as

"400 m" or "1 km" to indicate that an information centre
is some distance ahead. The sign should have the
general form of BUS STOP AHEAD sign IN16. Such a sign
should not include an ARROW. If it is required to give
directional guidance to an INFORMATION CENTRE the
symbol, and distance if required, should be used in a
FINGERBOARD sign GD4 (see Section 4.7).
ROAD EXPERIMENT
COLOURS:
For dimensions
ref. Vol. 4
Page
5.2.7
TEMPORARY
Border Black semi-matt

Legend: Black semi-matt DIN
1451 Style A
Background: Yellow
retroreflective
Road Experiment
A temporary ROAD EXPERIMENT sign TIN13 may be

used to inform drivers that a temporary experiment
or research activity is underway on the section
of road on which they are travelling.

roadway in such a position that it is obvious to which
activity it refers yet not in such a manner that it in any
way obscures the site of the experiment or another
road traffic sign. An additional sign may be located on the
right side of one way roadways.
The general wording "ROAD EXPERIMENT" may be

varied to give more specific information regarding the
experiment or research. The number of words used
should not exceed three. This sign should only be
used when it is considered that a lack of knowledge of
the road circumstances on the part of drivers is likely
to be detrimental to general road safety.
INFORMATION
Typical examples of word messages which may be

used on signTIN13are ROAD EXPERIMENT, ROBOT
EXPERIMENT, ROAD PAINT EXPERIMENT, TRAFFIC
EXPERIMENT,
COMPACTION
TESTS,
TRIAL
SURFACE, ROADSIDE SURVEY, SURVEYORS AT
WORK, EXPERIMENTAL SIGNS, TRAFFIC CONES.
If it is considered necessary the message given in

English on sign TIN13 may be repeated in another
language important in the region. In such an instance
separate signs should be provided for each language.
These may be erected on the left and right sides of a
one-way roadway or one after the other, with suitable
spacing in between, on any type of roadway.
The use of uppercase DIN 1451 compressed letter style "A''

is recommended. The minimum letter height which should
be used in urban areas is 112 mm and in rural areas is
140 mm. Overall sign heights of 400 mm and 600 mm are
appropriate to these letter sizes respectively.
SADC - RTSM - VOL 1
MAY 2012
CO-ORDINATED TRAFFIC SIGNALS

COLOURS:
IN14
PERMANENT
Border:
Symbol:
White & green
retroreflective
& grey semi-matt
Legend:
DIN 1451 Style "A"
or retroreflective
For dimensions
ref. Vol.4
page
9.2.16
5.2.8 Co-ordinated Traffic Signals

1
A CO-ORDINATED TRAFFIC SIGNALS sign IN14 may be

used to inform drivers that the timings of the
traffic signals on the route on which they are
travelling are co-ordinated so that the green
indications at successive junctions are inter-linked
to permit an average traffic speed as indicated. The
sign should only be used if it is desirable to make
drivers aware of the co-ordination. The speed indicated is
an advisory speed NOT a speed limit and may be any
value equal to or less than the speed limit for the
section of road in question.
junction. The signs should be sited so as to be easily

seen from the preceding STOP LINE marking RTM1,
and by traffic entering the road in question from
intersecting side roads. On wide, dual carriageway,
arterial roadways the sign may be repeated on the right
side on the median island.
3
Sign IN14 should have a height of 900 mm and a width of

675 mm. If particular emphasis is required the size may
be increased to 1200 mm x 900 mm.
If a speed limit is required to be indicated it shall be

indicated by the use of SPEED LIMIT regulatory sign,
R201 or TR201.

roadway between 50 m and 100 m beyond a signalised
MULTI-PHASE TRAFFIC SIGNALS

COLOURS:
For dimensions
ref. Vol. 4
PERMANENT
page
Border:
Legend:
DIN 1451 Style "B"
or retroreflective
9.2.17
5.2.9 Multi-Phase Traffic Signals

1
A MULTI-PHASE TRAFFIC SIGNALS sign IN15 should be

used to inform drivers that the signal control at the
junction they are entering is operating with more
than two phases and that they shall pay particular
attention to the signal indications.
Sign IN15 may be considered for use when drivers, for
whatever reason, have difficulty in interpreting the
sequence of phases at a junction controlled by multiphase (3 or more) traffic signal operation. The sign
MAY 2012
should be used with discretion, particularly if the

phasing arrangement at a junction is changed for
different times of day.
3
The sign should be located on the relevant traffic signal

poles, below the signal head, to be clearly visible to
traffic facing the signal in question.
Sign IN15 should have a minimum side length of 300 mm.
SADC - RTSM - VOL 1
INFORMATION
SIGNS
5.2.8
BUS STOP/PICK-UP POINT AHEAD
For dimensions
ref. Vol. 4
pages
9.2.18
9.3.1
5.2.10
1
COLOURS:
PERMANENT
IN16
Border:
Symbol:
Legend:
DIN 1451 Style "B"
or retroreflective
Bus Stop/Pick-Up Point Ahead
A BUS STOP/PICK-UP POINT AHEAD sign IN16 may be

used to inform bus drivers and public that a bus stop
or pick-up point is provided ahead at the distance
indicated on the sign.

roadway.
Sign IN16 may be used on rural roads when a bus stop or

pick-up point has been relocated by a short distance, or
when passengers tend to congregate at a point which is
unsuitable or hazardous for buses to stop. If a hazardous
condition is likely to occur the sign should be displayed in
conjunction with a NO STOPPING regulatory sign R217
Sign IN16 should have a height of 900 mm and a width of

675-mm.
This format of sign may be used to indicate that some

other road-user related service, such as an information
centre or a railway station, lies up ahead on the road on
which it is displayed. The display should preferably be
limited to a symbol representing the service available and
a distance. An arrow should not be incorporated into the
sign. lf a direction sign is required a symbol may be
incorporated into a DIRECTION sign GD2, or a
FINGERBOARD sign GD4 (see Section 4.7).
MODAL TRANSFER
IN18
For dimensions
ref. Vol. 4
pages
COLOURS:
PERMANENT
Border:
Symbol:
or retroreflective
9.2.19
9.3.1
9.3.2
and
9.3.3
IN17
IN19
5.2.11
1
Modal Transfer
MODAL TRANSFER signs IN17, IN18 and IN19 may be

used to inform commuters that there is a transport
interchange point or terminal close by at which they
may change their mode of transport. The symbols used
on the sign should represent as closely as possible the
modes of transport involved. Symbols may be combined
to represent transfer between informal and formal
transport modes or between two modes of the same
category. No attempt should be made to try to represent
all possible classes of vehicle. In the general sense a
motorcar or mini-bus symbol represents informal
transport, and a bus or train symbol formal transport.
INFORMATION

roadway where adequate space is available for vehicles
to stop to discharge or take on passengers.
Signs IN17, IN18 and IN19 should have a height of 675

mm and a width of 900 mm. If particular emphasis is
required the size may be increased to 900 mm x 1200mm.
Care should be taken when siting STOPS for the relevant

transport modes that safe and adequate pedestrian
passage is possible between the stops used by the
different transport modes. The siting of such stops within
the general area of a freeway access interchange may
even be feasible if treated carefully.
SADC - RTSM - VOL 1
MAY 2012
SIGNS
5.2.9
TOLL TARIFF BOARD
IN24
COLOURS:
PERMANENT
For dimensions
ref. Vol. 4
page
Border and
symbols:
Legend:
DIN 1451 Style A
Background: Blue or green
retroreflective
9.2.22
9.2.23
IN25
\
5.2.12
Toll Tariff Board
TOLL TARIFF BOARD signs IN24 or IN25 shall be

used to Inform drivers of different classes of
vehicle what toll is required to be paid at the toll
plaza named on the sign. Signs IN24 or IN25 shall be
provided at all points of entry to a toll road system for
directions of travel which lead immediately, or eventually,
to a toll plaza. Sign IN24 is the standard size sign which
should be used wherever the size of sign can be
accommodated. When space is severely limited, or the
need exists to place the sign in steep cut or fill, IN25,
which displays a reduced number of symbols, may be
specified.
Signs IN24 or IN25 will commonly be required to be

displayed on crossroad approaches to a toll route
freeway. In such circumstances the signs should be
displayed in conjunction with an appropriate ON- RAMP
ADVANCE DIRECTION sign GB3 so that the toll tariff
messages are associated with the correct direction of
travel only. As a result of this requirement separate TOLL
TARIFF BOARD signs will be required for each left and
right turn onto the toll route freeway, provided that there
is a toll plaza in each direction of turn.
Sign IN24 shall also be provided at the beginning of

any non-continuous section of toll route. Such a sign
shall be located adjacent to the main through carriageway.
MAY 2012
Signs IN24 or IN25 should normally be located 0:1 the

left side of the roadway. When used on a crossroad
intersecting a freeway toll route the signs should be
located in the position normally occupied by the ADVANCE DIRECTION signs. When provided on a main
through carriageway the signs should be located
approximately 1,5 km in advance of a "Point of
Commitment" to the use of the toll route (see Volume 2,
Chapter 6). Signs IN24 or IN25 will normally be one
sign in an extensive sequence of toll route signs. Care
must be taken to ensure that signs IN24 or IN25, and any
other associated signs, are adequately spaced apart to
permit effective reading.
TOLL TARIFF BOARD signs IN24 and IN25 are designed to facilitate the occasional changing of toll tariffs.
Each tariff category is indicated on a removable plate
which slides into fixed guides on the signface. Signs
IN24 and IN25 are otherwise designed in accordance with
direction sign principles. Several of the vehicle class
symbols are unique to these signs (see Volume 4,
Chapter 9).
In keeping with the practice generally on toll routes as part

of measures to create driver awareness and to promote
good public relations, signs IN24 and IN25 may be
supplemented by SUPPLEMENTARY PLATE signs
IN11.6 indicating the name of the road authority
responsible for the management of the toll route.
SADC - RTSM - VOL 1
INFORMATION
SIGNS
5.2.10
TEXT MESSAGE
For dimensions
ref. Vol. 4
pages
TIN26
IN26
COLOURS:
PERMANENT
Border.
Legend:
DIN 1451 Style "B"
Background: Blue retroreflective
or green semi-matt
or retroreflective
TEMPORARY
9.2.24
Border:
Legend:
Black semi-matt
Black semi-matt
DIN 1451 Style "B"
5.2.13
1
Text Message
A TEXT MESSAGE sign IN26 may be used to give a

general
message to drivers
which
cannot
practically be given in a symbolic form. Sign IN26 shall
be designed and manufactured according to standards
appropriate to guidance signs. In particular internal
word spacing rules should conform to the details of
Figure 4.16 and letter sizes should be determined
according to Section 4.4.The letter style used should
normally be DIN 1451 Style "B" in upper/lower case
form. Upper case only letters may be used for
occasional emphasis within a message but are not
recommended for full messages due to reduced
readability.
The message on a TEXT MESSAGE sign IN26 should
always be kept as short as possible to ensure adequate
readability. It is recommended that messages be kept to
six words or less. A temporary version of sign IN26,
numbered TIN26, may be used. If side space is limited for
sign TIN26 then consideration may be given to the use
of DIN 1451 Style "A" lettering, but it is recommended

that the letter height be increased by one or two standard
sizes to compensate for a loss of legibility.
3

roadway. On multi-lane carriageways
with an
adequately wide median island the sign may be repeated
on the right side of the carriageway.
Sign IN26 should have a blue background when used on

Class A1 freeways and a green-background when used
on any other class of road. The temporary version TIN26
shall be manufactured with a yellow background and black
border and text.
Signs IN26 and TIN26 shall not be used as

supplementary attachments to other signs. This is the
function of SUPPLEMENTARY PLATE signs IN11 and
TIN11.
AUTOTOL
COLOURS:
PERMANENT
IN27
For dimensions
ref. Vol. 4
pages
Border:
Symbol:
Black semi-matt on
Legend:
DIN 1451 Style "B"
AUTOTOL: DIN B MOD"
Background: Blue or green
retroreflective
9.2.25
5.2.14
1
AUTOTOL
An AUTOTOL sign IN27 may be used to inform drivers

of circumstances relating to the use of an
automatic toll lane at a toll plaza. The sign may
incorporate a number of the following messages:
(a) one of the AUTOTOL symbols INS - 27 (all
vehicles) or INS - 28 (cars only);
(b) the charge levied as an automatic toll;
(c) the method of payment, namely cash or card, or
both;
(d) the need for correct cash;
(e) the fact that change will not be given.
Any text used on sign IN27 shall be designed in accordance

with standards appropriate to guidance signs. The use
of upper/lowercase lettering in DIN1451 Style
INFORMATION
"B" is recommended.
3
The sign should normally be located on the left side of the

roadway when in advance of the plaza. It is not
uncommon to need to also display the sign in an
overhead position over the automatic toll lane.
Sign IN26 should have a blue background when used on

Class A1 freeways and a green background on Class
A2 freeway or other road. When used in an overhead
position at an automatic toll lane the sign may be provided
on the face of a low level flexible drape to inhibit use by
vehicles other than cars. This screen may include the
display of relevant regulatory signs such as HEIGHT
LIMIT sign R204 and/or NO GOODS VEHICLES sign
R229.
SADC - RTSM - VOL 1
MAY 2012
5.3.1
NATIONAL VARIANTS
5.3
NATIONAL VARIANTS
5.3.1 General
1
Whilst the objective of the SADC Road Traffic Sign


language of a SADC member country which does
not have English as an official language (at the time of

All signs are allocated numbers. An additional variant

is allocated a three letter suffix identifying the country
to which it belongs. In the case of a unique variant such
a sign will be allocated a unique number which includes
the appropriate National three letter suffix. If the sign
becomes more widely used the use of the suffix will be
(a) Angola
- Ang;
(b) Botswana
- Bot;
(c) Democratic Republic of Congo
- DRC;
(d) Lesotho
- Les;
(e) Malawi
- Mal;
(f) Mauritius
- Mau;
(g) Mozambique
- Moz;
(h) Namibia
- Nam;
(i) Seychelles
- Sey;
(j) South Africa
- RSA;
(k) Swaziland
- Swa;
(l) Tanzania
- Tan;
(m) Zambia
- Zam;
(n) Zimbabwe
- Zim.
INFORMATION

5.3.2 Angola and Mozambique

1
Every effort has been made to create information signs

which portray their message by means of symbols. A few
signs in this chapter, however, utilise word messages.
These signs may be provided in Angola and
Mozambique in Portuguese.
Figure 5.2 shows examples of word message signs

with Portuguese text as follows:
(a) "DURANTE" with a distance on "distance for"
supplementary plate signs I N11.2- Ang and IN11.2Moz;
(b) typical text messages on supplementary plate
signs IN11.4 Ang and IN11.4 - Moz (there are
many possible applications of such text message
signs);
(c) "ESTRADA
EM
EXPERIENCIA"
temporary
information signs TIN13 - Ang and TIN13- Moz
(other messages may be displayed but these should
be limited to well known or common messages related
to road network operation- Subsection 5.2.7);
(d) "FASES" multi-phase traffic signal signs IN15- Ang
and IN15- Moz.
Supplementary plate sign IN11.6 may also display a
road authority name in Portuguese.
5.3.3
1
Namibia
Namibia uses a different symbol to that used by the

majority of countries in the region for BUS STOP/PICK UP POINT AHEAD sign IN16 Nam. This is an
additional form of variant and is illustrated in Figure 5.3.
For details of the use of sign IN16 - Nam refer to
Subsection 5.2.10.
SADC - RTSM - VOL 1
MAY 2012
NATIONAL VARIANTS
5.3.2
Fig 5.2
Fig 5.3
INFORMATION
Information Sign Language Variants- Portuguese

ANGOLA and MOZAMBIQUE
National Variant Sign IN16 - Nam NAMIBIA
SADC - RTSM - VOL 1
MAY 2012
SOUTHERN
AFRICAN
DEVELOPMENT
COMMUNITY
TRAFFIC SIGNALS
SECTIONS
6.1
Introduction
6.2
Vehicular Traffic Signals at

Junctions and Crossings
6.3
Pedestrian and Pedal Cyclist Signals
6.4
Traffic Signals to Control

Individual Vehicles
6.5
6.6
Flashing Red Disc Light Signal

At Railway Crossings
6.7
Hand and Other Signals
MAY 2012
CHAPTER
SADC RTSM - VOL1
INTRODUCTION
6.1.1
CHAPTER 6:
6.1
INTRODUCTION
6.1.1
Scope
Traffic signals are standard devices comprising

prescribed arrangements of signals for the
regulation of vehicular road traffic, pedestrians and
pedal cyclists. Signals are used at locations such as:
(a) signalised road junctions;
(b) signalised pedestrian and pedal cyclist midblock crossings;
(c) the intersection of roads with exclusive public
transport rights of way;
(d) single traffic lanes that carry two-way traffic;
(e) freeway ramps and toll booths;
(f) roadworks;
(g) reversible lanes; and
(h) railway crossings.
This chapter covers the more important
requirements that traffic signals must comply with.
Additional details regarding traffic signals are given
in Volume 3: Traffic signal design, which contains
guidelines for the practical design of road and traffic
signals.
The traffic signals covered in this chapter are those
shown in Figures 6.1 and 6.2. The figures show all
traffic signals in colour as if they are illuminated,
which obviously does not occur under operational
conditions.
Unless the context indicates otherwise, words and
expressions used in this chapter shall have the
meanings given in Chapter 10: Glossary of Terms.
6.1.2
1
TRAFFIC SIGNALS
Recommended and alternative systems
The preparation and contents of the Manual have

been motivated by a requirement to harmonise the
road traffic sign systems of the SADC member
states into one common system. In the case of
electrically operated traffic signals there are two
basic systems in use in the region. Given the very
high investment in existing traffic signal installations
it is considered financially and operationally
impractical to achieve total harmonisation of these
traffic signal systems in the short term.
The two basic traffic signal systems are the
Recommended System, which is recommended
because it is considered to represent the system
used in the majority of traffic signal installations in
the region and is used in at least half of the member
states, and the Alternative System. The most
significant differences between the two systems are
as follows:
MAY 2012
(a) In the Recommended System the traffic signal

switching cycle is GREEN - YELLOW - RED,
whereas in the Alternative System the switching
cycle is RED plus YELLOW - GREEN YELLOW - RED.
(b) The
Recommended
System
utilises
a
FLASHING GREEN ARROW LIGHT SIGNAL
instead of a STEADY GREEN ARROW SIGNAL
when giving right of way to turning movements.
(c) The Recommended System uses FLASHING
RED LIGHT SIGNALS on all approaches to
indicate an out of order signal. The Alternative
System utilises FLASHING YELLOW LIGHT
SIGNALS for this purpose.
(d) In the Recommended System the pedestrian/
cyclist "do not start to cross" message is given
by a FLASHING RED light signal, whereas in
the Alternative System this same message is
given by a FLASHING GREEN light signal.
(e) In the Recommended System the required
principal traffic signal faces are required to be
mounted on the far and near side of the
intersection, whereas the Alternative System
requires these signal faces to be mounted only
on the near side of the intersection.
(f) In the Recommended System the FLASHING
RED disc light signal used at railway crossings
is displayed with a STOP sign R1; in the
Alternative System a no STOP sign is used and
a FLASHING WHITE disc light signal may be
used when no train is approaching.
Both systems are described in this chapter, but
differences between the two systems are clearly
identified. The user, however, must be aware of the
differences in the two systems and must take care in
differentiating between the two systems.
In South Africa, the Recommended system is
prescribed and shall be complied to.
6.1.3
1
South African Bureau of Standard

specifications
Traffic signals should be manufactured and installed

in a disciplined and standardised manner. The use
of the following South African Bureau of Standards
specifications is therefore recommended for both the
Recommended and Alternative systems:
(a) SANS 1459: Traffic lights
(b) SANS 1547: Traffic signal controllers
In South Africa, these specifications are prescribed
and shall be complied to.
SADC RTSM VOL 1
TRAFFIC SIGNALS
6.1.2
6.1.4
1
Approval of traffic signals
Due to the complexity of traffic signal systems,

decisions concerning the design, installation, and
operation of traffic signals, should only be
undertaken by professionals with a high level of skill
and knowledge of the subject.
A responsible registered PROFESSIONAL
ENGINEER
or
registered
professional
TECHNOLOGIST (engineering) of the road
authority concerned SHALL approve every traffic
signal installation at a signalised junction or
pedestrian or pedal cyclist crossing, and sign a
declaration containing the following:
(a) scaled drawing of the layout of the junction
or crossing, indicating lane markings and
road layout;
(b) number, type and location of traffic signal
faces;
(c) pedestrian and pedal cyclist facilities,
including pedestrian push buttons;
(d) phasing, time plans and offset settings;
(e) date of implementation; and
(f) name, signature and registration number of
the engineer or technologist (engineering)
who approved the signal, and date of
signature.
The declaration shall be kept by the road
authority in control of the traffic signal
concerned.
6.1.5
1
INTRODUCTION
Transitional arrangements
All traffic signals installed after 30 June 2002 shall

be displayed substantially in accordance with the
requirements of this chapter.
All traffic signals installed on or before this date, and
which could validly be displayed in terms of the
National Road Traffic Act, may notwithstanding the
requirements of this chapter, be displayed until the
31 December 2010.
TRAFFIC SIGNALS
SADC RTSM VOL 1
MAY 2012
INTRODUCTION
6.1.3
Figure 6.1: Traffic signal faces and Traffic signal arrow signs
MAY 2012
SADC RTSM VOL 1
TRAFFIC SIGNALS
6.1.4
INTRODUCTION
Figure 6.2: Other road signals
TRAFFIC SIGNALS
SADC RTSM VOL 1
MAY 2012
VEHICULAR TRAFFIC SIGNALS
6.2.1
6.2
VEHICULAR TRAFFIC SIGNALS AT

JUNCTIONS AND CROSSINGS
6.2.1
Introduction
The traffic signals and signal faces described in this

section are specifically for the control of vehicular
traffic at signalised road junctions and signalised
pedestrian and pedal cyclist crossings.
The function of a vehicular traffic signal is to
successively give right of way to, and stop, vehicular
traffic with respect to other conflicting movements of
traffic, subject to normal priority rules in regard to
turning movements and pedestrians or pedal cyclist.
Warrants for the installation and removal of traffic
signals at road junctions and pedestrian crossings
are given in Volume 3, Traffic signal design. Traffic
signals should not be installed unless they are not
warranted.
6.2.2
1
6.2.4
1
Area of Control
Traffic signals, as defined by the National Road

Traffic Regulations, shall control traffic only at a
junction or a pedestrian or pedal cyclist crossing.
The signals shall control ALL approaches to the
junction or crossing.
Slipways can be controlled independently of the
main junction. However, a slipway for traffic
turning left or right at a junction which is traffic
signal controlled, shall be separated from the
lane to the right or left of such slipway by a
constructed island.
A slipway that is signal controlled would normally
only have signals controlling the slipway, and any
potential conflicts must be prevented at the main
junction. All conflicting movements at the main
junction, including the right-turn movement from the
opposite direction, must face a RED LIGHT SIGNAL
while the slipway receives a GREEN SIGNAL.
6.2.3
(i) steady or flashing pedestrian and pedal

cyclist light signals;
(ii) steady or flashing bus or tram light
signals;
(iii) steady or flashing arrow signals, or
steady disc signals with traffic signal
arrow signs ST1 to ST5; and
(iv) steady disc light signals.
Control Precedence
The traffic control at a junction or pedestrian or

pedal cyclist crossing may include the use of
road signs, road markings and road signals and
the control precedence SHALL be as follows:
(a) A road sign which prohibits or prescribes
directional movement of traffic at a junction
or pedestrian or pedal cyclist crossing which
is controlled by a traffic signal, shall have
precedence over any light signal which
permits right of way.
(b) A light signal that permits right of way shall
have precedence over the stop line RTM1;
(c) A light signal that has the significance that
traffic shall stop, has precedence over any
other road traffic sign or another light signal
that permits right of way, EXCEPT when
such other light signal (permitting right of way)
has a higher precedence level. The
precedence levels for light signals are as
follows, given from the highest to lowest
precedence level:
MAY 2012
Road signs
NO road sign except

(a) a street name sign;
(b) a direction route marker sign;
(c) information signs IN14, IN15 and pedestrian
and pedal cyclist signs relating to the
function of the traffic signal;
(d) a one-way roadway sign;
(e) a no-entry sign;
(f) a left-turn prohibited, right-turn prohibited or
a U-turn prohibited sign;
(g) a proceed straight through only, proceed left
only, or proceed right only sign;
(h) a pedestrian prohibited sign R218; or
(i) a traffic signal arrow sign ST1 to ST5;
SHALL be used in conjunction with a traffic
signal, and such signs may be mounted on the
same post or overhead cantilever or gantry as
that of the traffic signal.
The following signs, in particular, may NOT be used
in conjunction with a traffic signal, even if the signal
is are out of order (however, the signs may be used
when the traffic signal has been masked out):
(a) STOP sign R1 or any of its derivatives.
(b) YIELD sign R2.
(c) RIGHT-OF-WAY sign IN7.
(d) Any sign that conflicts with or gives right of way
over the traffic signal.
A slipway, however, can be STOP or YIELD
controlled as it is regarded as a separate junction.
The PEDESTRIAN PROHIBITED SIGN R218 is
used to prohibit pedestrians from proceeding beyond
the sign. The sign must be posted on the near side
of the junction, in the direction to which it is
applicable (and in both directions of the crossing).
TRAFFIC SIGNAL ARROW SIGNS ST1 to ST5 may
be used in conjunction with traffic signals. The signs
indicate to the driver of a vehicle, when
displayed vertically above a traffic signal face,
that any light signal installed in such face only
applies to the direction of movement indicated
by the arrow.
The following information signs related to the
operation of traffic signals, may be used at signals:
(a) Where signal timings are co-ordinated for a
fixed speed, information sign IN14 may be
displayed on the relevant exit from a junction.
(b) Where a traffic signal has three or more
vehicular signal phases, information sign IN15
may be located directly below a signal face.
(c) Pedestrian and pedal cyclist information signs.
SADC RTSM VOL 1
TRAFFIC SIGNALS
6.2.2
6
The TRAFFIC SIGNAL AHEAD SIGN W301 may be

used to warn a road user of the presence of a traffic
signal. This sign should be displayed in advance of:
(a) Any new traffic signal installation. The sign may
be removed after a period of three months.
(b) Any approach where the approach speed is
70 km/h or more, or where the signal is not
visible within 180 m of the junction.
(c) A remotely located junction or mid-block
pedestrian crossing.
A TEMPORARY TRAFFIC SIGNAL AHEAD SIGN
TW301 may be used in advance of any traffic signal
that is used temporary at roadworks.
The TRAFFIC SIGNAL OUT OF ORDER SIGN
TW412 may be used to warn a road user that the
traffic signals ahead are out of order. If a TRAFFIC
SIGNAL AHEAD SIGN W301 is located in advance
of the traffic signal, the temporary warning sign
TW412 may be placed over the W301 sign for the
period the signal is out of order.
6.2.5
1

6.2.6
1
Road markings
The minimum road markings required at a signalised

junction or crossing includes the stop line (RTM1),
pedestrian crossing lines (RTM3) and the noovertaking line (RM1). Additional road markings will
be required at more complex junctions.
Pedestrian crossing lines (RTM2) are used to
indicate the position where pedestrians (or pedal
cyclists) may cross at a junction or a mid-block
crossing. Block pedestrian crossing markings
(RTM4) may also be used instead of the crossing
lines at both junctions and mid-block crossings,
particularly in locations where pedestrian volumes
are high.
Pedestrian crossing lines (or block pedestrian
crossing markings):
(a) SHOULD as a general rule be provided at all
traffic signal controlled junctions, even if the
junction is used by no pedestrians (except
where pedestrians are specifically prohibited);
(b) MAY be provided without pedestrian or pedal
cyclist signals being installed at a junction;
(c) SHALL be provided where pedestrian signals
are installed at junctions or crossings; and
(d) SHALL NOT be provided when PEDESTRIAN
PROHIBITED R218 signs have been posted.
Pedestrian crossing lines not only mark crossing
positions for pedestrians, but also serve to improve
the visibility of the junction and to assist drivers in
recognising and identifying a junction as being signal
controlled.
TRAFFIC SIGNALS
Vehicular light signals
Vehicular light signals are described in the following

sections. Vehicular traffic light signals shall have the
meanings assigned to them in the National Road
Traffic Regulations.
The following basic sequence of vehicular light
signals shall be used on each approach road to a
signalised junction or pedestrian or pedal cyclist
crossing, and on each traffic signal face:
(a) In the Recommended System (see Figure 6.3a):
(i) a FLASHING or STEADY GREEN LIGHT
SIGNAL, followed by:
(ii) a STEADY YELLOW LIGHT SIGNAL
followed by:
(iii) a STEADY RED LIGHT SIGNAL, where it is
provided on a signal face (not provided on
S10L, S10R, S10B and S10T signal faces);
provided that on the S9 and S10L signal faces,
the STEADY YELLOW ARROW LIGHT SIGNAL
may be omitted from the sequence subject to
the conditions that:
(iv) the FLASHING GREEN ARROW LIGHT
SIGNAL must immediately be followed by a
STEADY GREEN LIGHT SIGNAL which
allows the left-turn movement to turn; and
(v) when pedestrian or pedal cyclist signals are
provided, no GREEN PEDESTRIAN or
PEDAL CYCLIST LIGHT SIGNAL may be
displayed following the flashing green arrow
light signal. The yellow arrow light signal
shall NOT be omitted when such green
pedestrian or pedal cyclist light signal is
displayed.
(b) In the Alternative System (see Figure 6.3b):
(i) a STEADY YELLOW AND RED LIGHT
SIGNAL (together), followed by:
(ii) a FLASHING or STEADY GREEN LIGHT
(iii) a STEADY YELLOW LIGHT SIGNAL
followed by:
(iv) a STEADY RED LIGHT SIGNAL, where it is
provided on a signal face;
Light signals of different colours shall NOT be
displayed at the same time to the same turning
movement. A driver may, for example, not receive a
red signal at the same time as a yellow or green
signal (even at a staggered or very wide junction).
Under no circumstances SHALL a GREEN LIGHT
SIGNAL be used at some times in a STEADY mode
and other times in a FLASHING mode.
When traffic signals are not in operation, such as
during installation, all traffic signal faces SHALL be
suitably masked so as to obscure them from the
sight of drivers, pedestrians or pedal cyclists.
Advance information signs relating to the signal shall
also be masked. While the traffic signal is not
operational, each non-priority side road approach to
the junction shall be controlled by a STOP sign R1,
or a YIELD sign R2, or all approaches shall be
controlled by all-way STOP signs R1.3 or R1.4.
These signs shall be removed immediately once the
traffic signal has come into operation.
SADC RTSM VOL 1
MAY 2012

6.2.7
1
6.2.3
3
Red vehicular light signals
A STEADY RED DISC LIGHT SIGNAL (without a

traffic signal arrow sign ST1 to ST5) indicates to the
driver of a vehicle that he or she shall stop his or
her vehicle behind the stop line RTM1 and that
he or she shall remain stationary until a green
light signal is displayed, and it is safe to
proceed, and in the event that a pedestrian light
signal is not provided, indicates to a pedestrian
that he or she shall not cross the roadway until a
green light signal is displayed and it is safe to do
so.
A STEADY RED BUS LIGHT SIGNAL indicates to
the driver of a vehicle allowed in an exclusive
bus lane that he or she shall stop his or her
vehicle behind the stop line RTM1 and that he or
she shall remain stationary until a green bus
proceed.
A STEADY RED TRAM LIGHT SIGNAL indicates to

the driver of a vehicle allowed in an exclusive
tram lane that he or she shall stop his or her
she shall remain stationary until a green tram
proceed.
A STEADY RED ARROW LIGHT SIGNAL or A
STEADY RED DISC LIGHT SIGNAL WITH A
TRAFFIC SIGNAL ARROW SIGN ST1 to ST5
INSTALLED ABOVE THE SIGNAL indicates to the
driver of a vehicle that he or she shall stop his or
her vehicle behind the stop line RTM1 if he or
she intends turning in the direction indicated by
the steady red arrow light signal or the traffic
signal arrow sign and that he or she shall remain
stationary until a green light signal is displayed
that allows movement in the direction of the
arrow and it is safe to proceed. The steady red
arrow light signal is used only in the Alternative
System and may NOT be used in the
Recommended System.
Figure 6.3a: Recommended system Vehicular light signal operating sequence
Figure 6.3b: Alternative system - Vehicular light signal operating sequence
MAY 2012
SADC RTSM VOL 1
TRAFFIC SIGNALS
6.2.4
6.2.8
1

Yellow vehicular light signals
A STEADY YELLOW DISC LIGHT SIGNAL

indicates to the driver of a vehicle that he or she
shall stop his or her vehicle behind the stop line
RTM1 and that he or she shall remain stationary
until a green light signal is displayed, and it is
safe to proceed; provided that if he or she is so
close to a stop line RTM1 when the steady
yellow disc light signal is displayed that he or
she cannot stop safely, he or she may proceed
with caution against such yellow light signal,
and in the event that a pedestrian light signal is
not provided, indicates to a pedestrian that he or
she shall not cross a roadway until a green light
signal is displayed and it is safe to do so. The
use of this signal shall be SUBJECT TO THE
FOLLOWING CONDITIONS:
(a) It shall NOT be displayed to right-turning traffic
at the same time as a GREEN LIGHT SIGNAL
is displayed to traffic on the conflicting opposing
approach. This means that a phase allowing
traffic to turn right may not be terminated while a
green light signal is still being displayed on the
conflicting opposing approach (Right-turning
traffic receiving yellow may not know that the
opposing traffic is still receiving green and may
turn right into the face of oncoming traffic).
(b) It should be followed by a clearance or all-red
interval to allow vehicles to clear the junction
before green light signals are displayed to
conflicting traffic movements.
(c) The duration of the yellow and clearance or allred intervals is calculated using procedures
given in Volume 3: Traffic signal design.
(d) An enforcement tolerance should be provided
during the all-red interval to accommodate
drivers who are unable to stop during the yellow
interval. Law enforcement should only
commence during the last one second of the allred interval.
A STEADY YELLOW BUS LIGHT SIGNAL indicates
to the driver of a vehicle allowed in an exclusive
bus lane that he or she shall stop his or her
she shall remain stationary until a green light
signal is displayed, and it is safe to proceed;
provided that if he or she is so close to a stop
line RTM1 when the steady yellow bus light
signal is displayed that he or she cannot stop
safely, he or she may proceed with caution
against such yellow light signal. The use of this
light signal is SUBJECT TO THE CONDITIONS
given for the STEADY YELLOW DISC LIGHT
SIGNAL.
TRAFFIC SIGNALS
A STEADY YELLOW TRAM LIGHT SIGNAL

indicates to the driver of a vehicle allowed in an
exclusive tram lane that he or she shall stop his
or her vehicle behind the stop line RTM1 and
that he or she shall remain stationary until a
green light signal is displayed, and it is safe to
proceed; provided that if he or she is so close to
a stop line RTM1 when the steady yellow tram
light signal is displayed that he or she cannot
stop safely, he or she may proceed with caution
against such yellow light signal. The use of this
SIGNAL, except that the duration of the yellow and
clearance intervals must be adjusted to
accommodate the operational characteristics of the
tram.
A STEADY YELLOW ARROW LIGHT SIGNAL
shall stop his or her vehicle behind the stop line
RTM1 if he or she intends turning in the direction
indicated by the yellow arrow light signal and
that he or she shall remain stationary until a
green light signal allowing the movement is
displayed, and it is safe to proceed; Provided
that if he or she is so close to stop line RTM1
when a steady yellow arrow light signal is
displayed that he or she cannot stop safely then
he or she may proceed with caution against
such yellow arrow light signal. The use of this
SIGNAL.
6.2.9
1
Green vehicular light signals
A STEADY GREEN DISC LIGHT SIGNAL indicates

to the driver of a vehicle that he or she may
proceed through a junction or crossing, or turn
to the left or right, subject to any restricting road
traffic sign or light signal, but shall yield right of
way to other vehicular traffic and to pedestrians
lawfully within the junction or crossing, at the
time a steady green disc light signal is
displayed, and in the event that a pedestrian
light signal is not provided, to indicate to a
pedestrian that he or she may cross the junction
within the pedestrian crossing markings RTM3
or RTM4 as appropriate, provided that a
conflicting flashing green arrow, bus or tram
light signal is not displayed at the same time.
The use of this signal is SUBJECT TO THE
(a) It shall NOT be displayed at the same time on
the same approach as a STEADY GREEN
ARROW LIGHT SIGNAL.
(b) With the exception of the S12 traffic signal face,
it shall NOT be displayed for a duration less
than 7 seconds (preferably not less than 11
seconds).
SADC RTSM VOL 1
MAY 2012

2
6.2.5
A STEADY GREEN BUS LIGHT SIGNAL indicates

bus lane that he or she may proceed through a
junction or crossing, or turn to the left or right,
subject to any restricting road traffic sign or
light signal, but shall yield right of way to other
vehicular traffic and to pedestrians lawfully
within the junction or crossing, at the time such
steady green bus light signal is displayed. The
use of this signal is SUBJECT TO THE CONDITION
that it shall NOT be used to indicate a FLASHING
GREEN BUS LIGHT SIGNAL at another time.
A STEADY GREEN TRAM LIGHT SIGNAL indicates
tram lane that he or she may proceed through a
junction or crossing, or turn to the left or right,
subject to any restricting road traffic sign or
light signal, but shall yield right of way to other
vehicular traffic and to pedestrians lawfully
steady green tram light signal is displayed. The
use of this signal is SUBJECT TO THE CONDITION
that it shall NOT be used to indicate a FLASHING
GREEN TRAM LIGHT SIGNAL at another time.
6.2.10 Steady green arrow light signals

1
The Recommended System utilises the steady

green arrow light signal mainly to indicate the
direction of one-way streets. In the Alternative
System it is used to signal directional movements
that are unopposed.
In the Recommended System, A STEADY GREEN
ARROW LIGHT SIGNAL indicates to the driver of a
vehicle that he or she may proceed in the
direction indicated by the steady green arrow
light signal, subject to any restricting road traffic
sign or light signal, but shall yield right of way to
other vehicular traffic and to pedestrians lawfully
green light signal is displayed and in the event
that a pedestrian light signal is not provided,
indicates to a pedestrian that he or she may
cross the junction within the pedestrian crossing
markings RTM3 or RTM4 as appropriate,
provided that a conflicting flashing green arrow,
bus or tram light signal is not displayed at the
same time. The use of this signal is SUBJECT TO
THE FOLLOWING CONDITIONS:
(a) It should preferably only be used to indicate the
direction of ONE-WAY roads or streets.
(b) It shall NOT be used when there is a conflicting
traffic movement from the opposite direction (the
movement is opposed). The STEADY GREEN
RIGHT ARROW LIGHT SIGNAL, in particular,
may NOT be used when there is an opposing
traffic movement (e.g. on two-way roads).
(c) It shall NOT be displayed at the same time on
the same approach as a STEADY GREEN
DISC LIGHT SIGNAL.
MAY 2012
(d) A maximum of two STEADY GREEN ARROW

LIGHT SIGNALS, showing in different
directions, may be located in one signal face.
(e) It shall NOT be used to indicate a FLASHING
GREEN ARROW LIGHT SIGNAL at another
time.
(f) It shall NOT be displayed for a duration less
seconds).
In the Alternative System, A STEADY GREEN
ARROW LIGHT SIGNAL indicates to the driver of a
vehicle that he or she may proceed in the
direction indicated by the arrow and that such
movement is unopposed by other traffic. The use
of this signal is SUBJECT TO THE FOLLOWING
CONDITIONS:
(a) It shall NOT be used to indicate a FLASHING
GREEN ARROW SIGNAL at another time.
(b) It shall be displayed only when the indicated
movement is protected and no opposing or
conflicting vehicular, pedestrian or pedal cyclist
movement has explicit or priority right of way.
Conflicting movements through the junction
shall face RED LIGHT SIGNALS.
(c) When no pedestrian signal is provided,
pedestrians do not have right of way when the
signal is displayed. However, separate
pedestrian signals are recommended at
junctions where such signals are displayed.
Alternatively, pedestrian movements may be
prohibited by means of PEDESTRIAN
PROHIBITED SIGNS R218.
(d) It shall NOT be displayed for a duration less
than 4 seconds (preferably not less than
7 seconds).
6.2.11 Flashing green vehicular light signals

1
The Recommended System utilises the flashing

green vehicular light signals to signal directional
movements that are unopposed. In the Alternative
System, steady green light signals are used for this
purpose.
A FLASHING GREEN BUS LIGHT SIGNAL
exclusive bus lane that he or she may proceed
and that his or her movements are unopposed
by other traffic. The use of this light signal is
SUBJECT TO THE CONDITIONS given for the
FLASHING GREEN ARROW LIGHT SIGNAL except
that it shall NOT be used to indicate a STEADY
GREEN BUS LIGHT SIGNAL at another time.
A FLASHING GREEN TRAM LIGHT SIGNAL
exclusive tram lane that he or she may proceed
and that his or her movements are unopposed
by other traffic. The use of this light signal is
SUBJECT TO THE CONDITIONS given for the
FLASHING GREEN ARROW LIGHT SIGNAL except
that it shall NOT be used to indicate a STEADY
GREEN TRAM LIGHT SIGNAL at another time.
SADC RTSM VOL 1
TRAFFIC SIGNALS
6.2.6
4
A FLASHING GREEN ARROW LIGHT SIGNAL

may proceed in the direction indicated by the
flashing green arrow light signal and that his or
her movement is unopposed by other traffic. The
use of this signal is SUBJECT TO THE
(a) It shall NOT be used to indicate a STEADY
GREEN ARROW LIGHT SIGNAL at another
time.
(b) It SHALL be displayed only when the indicated
movement is protected and no opposing or
conflicting vehicular, pedestrian or pedal cyclist
movement has explicit or priority right of way.
Conflicting movements through the junction
shall face RED LIGHT SIGNALS.
(c) When no pedestrian signal is provided,
pedestrians do not have right of way when the
FLASHING GREEN ARROW LIGHT SIGNAL is
displayed. However, separate pedestrian
signals for the control of pedestrians are
recommended at junctions where such signals
are
displayed.
Alternatively,
pedestrian
movements may be prohibited by means of
PEDESTRIAN PROHIBITED SIGNS R218.
(d) It shall NOT not be displayed for a duration less
seconds).
6.2.12 Yellow and red light signals displayed

together in the Alternative System
1
The Alternative System displays a yellow and red

light signal together immediately before a green light
signal. This signal is NOT used in the
Recommended System.
A STEADY YELLOW LIGHT SIGNAL shall be
shown together with a STEADY RED LIGHT
SIGNAL immediately prior to the commencement of
a GREEN LIGHT SIGNAL to indicate to drivers
that such a green phase is about to commence.
The yellow and red light signals shown together may
form part of the clearance time provided at a traffic
signal, and may be treated as an all-red interval.
4
6.2.13 Flashing and other modes of operation

1
Flashing and other modes of operations include:

(a) FLASHING
LIGHT
SIGNALS
on
ALL
approaches.
(b) No light signal illuminated (all signal aspects
switched off).
(c) Manual signal advance, whereby the timings of
green light signals can be changed manually;
In the Recommended System A FLASHING RED
DISC, BUS OR TRAM LIGHT SIGNAL indicates to
the driver of a vehicle that he or she shall act as
for a 3-way stop sign R1.3 or 4-way stop sign
R1.4 and shall yield right of way to all
pedestrians crossing his or her path, and the
signal indicates to a pedestrian that he or she
may cross the roadway if it is safe to do so. This
use of this signal shall be SUBJECT TO THE
TRAFFIC SIGNALS
(a) It shall NOT be displayed at the same time as

ANY other light signal on any approach road,
and the pedestrian and pedal cyclist signals
shall be switched off (except when a pelican
phase is provided).
(b) At a pedestrian crossing it may be used during a
"Pelican" phase to indicate to drivers of vehicles
that pedestrians may be clearing the road and
have right of way. During this phase, the
FLASHING RED LIGHT SIGNAL may be
displayed only at the same time as the
FLASHING RED MAN or PEDAL CYCLIST RED
LIGHT SIGNAL. Pedestrians or pedal cyclists
may not enter the crossing on the flashing red
signal, and the duration of this interval should
therefore NOT exceed the time required to clear
the crossing.
In the Alternative System a FLASHING YELLOW
DISC, BUS OR TRAM LIGHT SIGNAL indicates to
the driver of a vehicle that he or she shall act as
for a 3-way stop sign R1.3 or 4-way stop sign
R1.4 and shall yield right of way to all
pedestrians crossing his or her path. The signal
indicates to a pedestrian that he or she may
cross the roadway if it is safe to do so. The use
of this signal shall be SUBJECT TO THE
(a) It shall NOT be displayed at the same time as
ANY other light signal on any approach road,
and the pedestrian and pedal cyclist signals
shall be switched off (except when a pelican
phase is provided).
(b) At a pedestrian crossing it may be used during a
"Pelican" phase to indicate to drivers of vehicles
that pedestrians may be clearing the road and
have right of way. During this phase, the
FLASHING YELLOW LIGHT SIGNAL may be
displayed only at the same time as the
FLASHING GREEN MAN or PEDAL CYCLIST
GREEN LIGHT SIGNAL. Pedestrians or pedal
cyclists may not enter the crossing on the
flashing green signal, and the duration of this
interval should therefore NOT exceed the time
required to clear the crossing.
The operations at the signal when light signals are in
flashing mode or when signal aspects are not
illuminated, are similar to that of a 3- or 4-way STOP
controlled junction.
When a traffic signal is out of order, it may be placed
in the flashing mode of operation, or all the light
signals shall be switched off.
At no time SHALL an operational traffic signal be
intentionally switched off, other than for maintenance
or repairs or when controlled by a traffic officer or an
authorised pointsman (part-time operation of traffic
signals is NOT allowed).
A traffic officer or an authorised pointsman may
intervene with the operation of a traffic signal. The
traffic signal may then be placed in any one of the
flashing modes of operation.
SADC RTSM VOL 1
MAY 2012
6.2.7
The planned operation of traffic signals in flashing

mode for part of the day or night, in place of normal
traffic signal operations, is not recommended. Under
conditions of low traffic flow, the following
alternatives should first be considered:
(a) Reduce cycle length, but with pedestrian phases
still available on demand (in which case the
cycle length may have to be increased to
accommodate pedestrian crossing times).
(b) Vehicle-actuated control.
9 It is recommended that, where and when possible, a
traffic signal should be placed in a flashing mode of
operation or switched off by first introducing
STEADY RED LIGHT SIGNALS on all traffic signal
faces for a duration of at least 3 to 5 seconds.
10 The traffic signal should again be returned to the
normal mode of operations, or switched on, by using
one of the following methods:
(a) The flashing mode of operation should be
followed by a STEADY RED LIGHT SIGNAL for
a duration of between 3 and 5 seconds. This
steady red light signal in turn, should, be
followed by a GREEN LIGHT SIGNAL on the
main road (where possible).
(b) A switched-off traffic signal should be switched
on again by first placing the signal in the
flashing mode of operation for a duration of not
less than 5 seconds, followed by STEADY RED
LIGHT SIGNALS for a duration of between 3
and 5 seconds, followed by a GREEN LIGHT
SIGNAL on the main road (where possible).
6.2.15 Standard traffic signal faces

1
6.2.14 Arrangement of light signals on a traffic

signal face
1
The number and positioning of light signals on a

traffic signal face SHALL conform to one of the
standard traffic signal face arrangements. The
relative position of each light signal relative to the
others on a particular traffic signal face is of
significance in the interpretation of the meaning of
light signals.
The RED, YELLOW and GREEN LIGHT SIGNALS
on a traffic signal face that contains three or more
light signals, shall be positioned in line vertically with
the RED LIGHT SIGNAL at the top, the YELLOW
LIGHT SIGNAL immediately below the red and the
GREEN LIGHT SIGNAL immediately below the
yellow signal. If there is a second GREEN ARROW
LIGHT SIGNAL it shall be located in line vertically
below the first green arrow signal. A straight-ahead
arrow shall be located above a right or left arrow and
a right arrow shall be located above a left.
The YELLOW and GREEN LIGHT SIGNALS on a
traffic signal face that contains two light signals,
shall be positioned in line vertically with the
YELLOW LIGHT SIGNAL at the top and the GREEN
LIGHT SIGNAL immediately below the yellow signal.
When vehicular signal faces are mounted adjacent
to each other in a horizontal group, all light signals of
the same colour must be located on the same
horizontal level, except that for S5, S6, S7 traffic
signal faces, the second green arrow light signal
may be located immediately below the level of the
green light signals.
No light signal shall be located at the same level as
a light signal of a different colour (except for
pedestrian or pedal cyclist light signals).
MAY 2012
DUPLICATE light signals shall NOT be provided in a

traffic signal face. Providing such light signals would
mean that the signal face no longer conform to one
of the standard traffic signal faces. Where increased
conspicuity is required, additional standard traffic
signal faces may be provided.
Standard traffic signal faces are prescribed by the

National Road Traffic Regulations. The standard
faces are shown in Figure 6.1. All traffic signal faces
SHALL conform to one of the standards.
The standard traffic signal faces have been
developed to ensure uniformity and adequate
comprehension by all road users. They will meet all
practical signal requirements and applications. The
use of any other signal face arrangements is not
necessary and is NOT allowed.
Dimensions for the standard traffic signal faces are
given in Volume 4 of the Road Traffic Signs Manual
(and in the Standard specifications SANS 1459:
Traffic lights).
TRAFFIC SIGNAL ARROW SIGNS ST1 to ST5 may
be used in the Recommended System to indicate
the directions in which light signals are applicable.
The use of the signs is subject to the following
conditions:
(a) The signs shall ONLY be used when it is
necessary to assign to traffic signal faces S1L
and S1R a higher precedence level (using signs
ST3 and ST2 respectively).
(b) When the arrow signs are used with the S1L
and S1R signal faces, arrow signs may
optionally also be used with signal faces S1, S2,
S3, S4, S5, S6 and S7. However, when these
signal faces are erected immediately adjacent to
the S1L and S1R signal faces (typically on the
same post), the use of arrow signs with the
signal faces is recommended as shown in
Figures 6.4a and 6.4b.
6.2.16 Standard Signal Faces for the

Recommended System
1
2
The following signal faces may be used in the

Recommended System.
The standard TRAFFIC SIGNAL FACE S1 is used
when traffic is permitted to proceed in any direction
that is allowed at the junction. The signal face is also
used at signalised pedestrian and pedal cyclist
crossings, as well as for the control of two-way traffic
on a single lane. The signal face may NOT be used
on the same approach as signal faces S2, S3, S4,
S5, S6 and S7 (because of the conflicting meanings
of the green light signals).
Standard TRAFFIC SIGNAL FACES S1B and S1T
are only applicable to vehicles allowed in exclusive
bus and tram lanes respectively. The faces may
NOT be used to control buses or trams travelling in
non-exclusive lanes.
SADC RTSM VOL 1
TRAFFIC SIGNALS
6.2.8
4
Standard TRAFFIC SIGNAL FACES S1R and S1L

are used to signal protected-only turning phases.
The flashing green signals indicate that the turning
movement is unopposed by any conflicting
movements during the turning phase. During other
phases, turning is prohibited by the red light signal.
The use of the signal faces is subject to the following
conditions:
(a) The signal faces may be used without TRAFFIC
SIGNAL ARROW SIGNS ST2 and ST3 on
approaches to junctions serving only one turning
movement or on signalised slipways that are
separated from other turning movements by a
constructed island.
(b) The signal faces must be used in combination
with TRAFFIC SIGNAL ARROW SIGNS ST2
and ST3 on approaches to junctions from which
more than one direction of movement is
allowed. Examples of the combined use of the
traffic signal faces and arrow signs are shown in
Figures 6.4a and 6.4b.
(c) The signal faces may only be used when the
conditions for the use of red, yellow and green
light signals given in this chapter are met.
Standard TRAFFIC SIGNAL FACES S2, S3, S4, S5,
S6 and S7 may be used where traffic is permitted to
proceed only in particular directions. The use of the
signal faces is subject to the following conditions:
(a) The signal faces should preferably only be used
to indicate the direction of ONE-WAY roads or
streets.
(b) Traffic signal faces S2, S6 and S7 may ONLY
be used if there are no vehicular movements
from the opposite direction conflicting with the
right-turn movement.
(c) The signal faces shall NOT be used on the
same approach as signal face S1 (because of
the conflicting meanings of the green light
signals).
(d) The green arrow light signals on signal faces
S5, S6 and S7 shall be indicated concurrently.
Standard TRAFFIC SIGNAL FACES S8, S8B, S8T,
S9, S9B and S9T may be applied in a similar way
than traffic signal faces S1, S1B and S1T, except
that provision is made for signalling of a
protected/permitted turning phase. During the
turning phase, the movement is protected and
unopposed by any conflicting traffic movement.
During other phases of the signal, the turning
movement is permitted (e.g. by means of gap
acceptance). The use of the signal faces is subject
to the following conditions:
(a) The signal faces may only be used when the
conditions for the use of red, yellow and green
light signals given in this chapter are met.
(b) The traffic signal faces can also be provided as
two separate but adjacent traffic signal faces
(e.g. faces S1 and S10R instead of face S8).
TRAFFIC SIGNALS
Standard TRAFFIC SIGNAL FACES S10R, S10L,

S10B and S10T may be used to signal
protected/permitted right-turn or left-turn phases.
The use of the signal faces is subject to the following
conditions:
(a) The light signals shall only be displayed during
the protected turning phase and shall NOT be
displayed at any other time.
(b) The signal faces may only be used when the
conditions for the use of yellow and green signal
faces given in this chapter are met.
(c) The signal faces can be used as stand-alone
signal faces or in combination with other signal
faces. The stand-alone configuration, however,
is not recommended (since no red light signal is
available in these faces).
6.2.17 Standard Signal Faces for the

Alternative System
1
2
The following signal faces may be used in the

Alternative System.
The standard TRAFFIC SIGNAL FACE S1 is used
when traffic is permitted to proceed in any direction
that is allowed at the junction. The signal face is also
used at signalised pedestrian and pedal cyclist
crossings, as well as for the control of two-way traffic
on a single lane. The signal face may NOT be used
on the same approach as signal faces S2, S3, S4,
S5, S6 and S7 (because of the conflicting meanings
of the green light signals).
Standard TRAFFIC SIGNAL FACES S1B and S1T
are only applicable to vehicles allowed in exclusive
bus and tram lanes respectively. The faces may
NOT be used to control buses or trams travelling in
non-exclusive lanes carrying other types of vehicles.
Standard TRAFFIC SIGNAL FACES S1A, S1AR
and S1AL may be used to signal protected turning
phases, and may be used only if the turning
movements are unopposed by any conflicting
movements.
Standard TRAFFIC SIGNAL FACES S2, S3, S4, S5,
S6 and S7 may be used where traffic is permitted to
proceed only in particular directions. The use of the
signal faces is subject to the following conditions:
(a) The signal faces should preferably only be used
to indicate the direction of ONE-WAY roads or
streets.
(b) Traffic signal faces S2, S6 and S7 may ONLY
be used if there are no vehicular movements
from the opposite direction conflicting with the
right-turn movement.
(c) The signal faces shall NOT be used on the
same approach as signal face S1 (because of
the conflicting meanings of the green light
signals).
(d) The green arrow light signals on signal faces
S5, S6 and S7 shall be indicated concurrently.
SADC RTSM VOL 1
MAY 2012
6.2.9
Figure 6.4a: Signalling for protected-only right turn at a T-junction
Figure 6.4b: Signalling for protected-only right turn at a 4-way junction (road divided by a median)
MAY 2012
SADC RTSM VOL 1
TRAFFIC SIGNALS
6.2.10
6.2.18 Numbers and locations of signal faces

1
Traffic signal faces for use at junctions and

crossings are classified as follows:
(a) Principal traffic signal faces are faces provided
to meet the minimum legal requirements of the
National Road Traffic Regulations.
(b) Supplementary traffic signal faces are additional
traffic signal faces, not being principal traffic
signal faces, provided to meet requirements in
respect of visibility and conspicuity or improved
traffic operations.
In the Recommended System, the following
PRINCIPAL traffic signal faces SHALL be provided
at a signalised junction, signalised slipway or
signalised pedestrian or pedal cyclist crossing for
the control of vehicular traffic for each direction from
which vehicles may approach the junction, slipway
or crossing (these requirements shall not necessarily
apply to traffic signals used at other locations):
(a) FAR-SIDE PRINCIPAL SIGNAL FACES. At
least two traffic signal faces that contain red
light signals shall be provided on the far side
of the stop line RTM1 at locations:
(i) that are NOT on the near side of a
junction or slipway;
(ii) that are not less than 6 metres (but
preferably not less than 10 metres) from
the stop line RTM1;
(iii) such that the two traffic signal faces
shall not be less than 3 metres and not
more than 20 metres apart; Provided that
where it is unavoidable that the traffic
signals are more than 20 metres apart,
additional principal traffic signals shall
be provided in such a manner that no
traffic signals are more than 20 metres
apart (signals should preferably not be
more than 16 metres apart);
(iv) at a signalised junction, but not a
pedestrian or pedal cyclist crossing,
where a straight-through movement is
permitted from an approach to the
junction, and where the roadway
continues straight through the junction,
a traffic signal face for the control of
straight-through movements shall be
provided subject to the requirements of
subparagraphs a) (i) to (iii), on either
side of the roadway on the far side of the
junction; Provided that when the
roadway is divided at the junction by a
constructed median island of adequate
width to accommodate a signal, the
right-hand traffic signal face shall be
situated on the median island;
TRAFFIC SIGNALS
(b) NEAR-SIDE PRINCIPAL SIGNAL FACES. At a

signalised junction or slipway, but not a
pedestrian or pedal cyclist crossing, at least
one signal face containing a red light signal
shall be provided on the near side of the
junction or slipway, on the left- or right-hand
side of the roadway at a position not further
than 3 metres from the prolongation of the
stop line RTM1. Although not prescribed, the
near-side signal face is also recommended at
pedestrian and pedal cyclist crossings.
(c) PRINCIPAL SIGNAL FACES FOR TURNING
PHASES. When a separate left- or right-turn
signal is required, at least two traffic signal
faces that incorporate a flashing green arrow
light signal, flashing green bus light signal
or a flashing green tram light signal, shall be
provided, one on the far side of the stop line
RTM1 subject to subparagraphs a) (i) and (ii),
and the other on the far or near side;
In the Alternative System, the following PRINCIPAL
traffic signal faces SHALL be provided at a
signalised junction, signalised slipway or signalised
pedestrian or pedal cyclist crossing for the control of
vehicular traffic for each direction from which
vehicular traffic may approach the junction or
crossing (these requirements shall not apply to
traffic signals used in other locations):
(a) At least two traffic signal faces shall be provided
at a location on the near side of the junction or
crossing (including a signalised slipway that is
separated from other turning movements by a
constructed island) at locations:
(i) approximately on the prolongation of the
STOP LINE RTM1, one on the left side and
one on the right side of the roadway,
provided that when the roadway is divided
at the junction by a constructed median
island of adequate width, the right-hand
traffic signal face shall be situated on the
median;
(ii) where the two traffic signal faces shall not
be less than 3 metres and not more than
20 metres apart (but preferably not more
than 16 metres apart);
(b) When a separate right-turn signal is required, at
least two signal faces S1AR that incorporate a
right-turn green arrow light signal shall be
provided, one on the near side of the junction
and the other on either the far side or on the
near side of the junction.
(c) When a separate left-turn signal is required, at
least one signal face S1AL that incorporates a
left-turn green arrow light signal shall be
provided on the near side of the junction.
(d) When specifying the use of Type S1AR and/or
S1AL signal faces, at least one such signal face
shall be combined with a Type S1 signal face to
cater for other traffic movements.
SADC RTSM VOL 1
MAY 2012

4
6.2.11
Additional traffic signal faces may be provided at

the junction or crossing at any suitable location,
even if the minimum requirements for principal traffic
signal faces have been met. Supplementary signal
faces must be provided where the minimum visibility
requirements cannot be achieved by means of the
principal faces alone.
The position of a signal face on an approach,
including an overhead mounted signal face, in
relation to any lane on the approach, is generally not
significant in the interpretation of the light signal by
the road user (although positions of traffic signals
may be prescribed).
6.2.19 Two-way traffic on a single lane

1
Traffic signals may be installed to successively give

right of way to traffic from opposite directions on a
single traffic lane, such as a narrow bridge and
tunnel, or at roadworks when only one lane of the
road is open.
At least two traffic signal faces of type S1 shall be
provided on a two-way single lane road, one on
each side of the road, at a position not less than 6 m
(but preferably not less than 10 m) beyond the stop
line RTM1. However, where the traffic signal is
manually operated (such as at roadworks), only one
such signal face may be provided.
An all-red interval of sufficient duration is necessary
that would allow slow moving traffic to clear the
single lane section before the onset of the opposing
green. For fixed time operation, this may be
established based on the 15th percentile free-flow
speed on the lane (judgement may be required to
establish whether this would be adequate).
When sufficient sight distance is provided, the signal
may be placed in flashing mode to indicate that
drivers can proceed if no vehicles are present in the
opposite direction on the single lane section.
6.2.21 Signals on high-speed roads

1
6.2.20 Left- and right-turn signal phases

1
Turning movements at traffic signals can be

permitted, prohibited or protected. The different
modes of operation are as follows:
(a) Permitted-only mode in which a turning
movement is permitted but no exclusive turning
phase is provided.
(b) Protected/permitted mode in which an exclusive
protected turning phase is provided, but the
turning movement is also permitted during the
main phase. This mode can NOT be
accommodated in the Alternative System
system.
(c) Protected-only mode in which vehicles are only
allowed to turn during a protected phase.
(d) Prohibited mode in which no turning movement
is allowed.
MAY 2012
In the Recommended System, protected signal

phases can be provided as follows:
(a) Protected/Permitted mode traffic signal faces
S10R, S10L, S10B or S10T used singly or in
combination with another suitable signal face
that contains a red light signal (preferably not
singly). Signal faces S8, S8B, S8T, S9, S9B and
S9T can also be used for this purpose.
(b) Protected-only mode on an approach other than
a signalised slipway traffic signal faces S1R
and S1L with TRAFFIC SIGNAL ARROW
SIGNS ST2 and ST3 respectively.
(c) Protected-only mode on a signalised slipway
traffic signal faces S1R and S1L without
TRAFFIC SIGNAL ARROW SIGNS ST2 or ST3.
When one of the traffic signal faces S1R and S1L is
used to control a turning movement, the straight
through and other turning movement must be
controlled using another suitable traffic signal face.
When used on an approach other than a signalised
slipway, separate lanes must be provided for the
turning movements controlled by the S1R and S1L
signal faces. Such lanes should be separated from
other lanes by a WM2 CONTINUITY LINE, a RM5
PAINTED ISLAND or a constructed island.
In the Alternative System, protected-only signal
phases can be provided by using signal faces S1AL
and S1AR. Other straight through and turning
movements must be controlled by using another
suitable traffic signal face.
The speed limit on any approach to a signalised

junction or pedestrian or pedal cyclist crossing shall
NOT exceed 80 km/h.
At traffic signals where the speed limit is 70 km/h or
higher, the following measures can be considered to
improve the visibility of the signals:
(a) high intensity traffic light signals; or
(b) overhead mounted traffic signal faces;
At traffic signals where accidents occur due to high
speed, or transgression of posted speed limits
occurs, consideration may be given to the measures
given above as well as the following corrective
measures:
(a) law enforcement of the speed limit;
(b) high visibility warning signs in advance of the
signals;
(c) skid resistant road surface, particularly on
downhill approaches to the signals;
(d) speed calming measures (e.g. rumble strips),
but only if they are not distracting to drivers
(such measures should preferably be introduced
in advance of the traffic signal and not at the
traffic signal); or
(e) converting the traffic signal to a traffic circle.
SADC RTSM VOL 1
TRAFFIC SIGNALS
6.2.12
Table 6.1: RECOMMENDED SIGHT DISTANCES FOR TRAFFIC SIGNALS

Speed limit or
Minimum for
Preferable for
Adjustments for grades
advisory speed
urban conditions
urban conditions
Add for a
Subtract for an
(km/h)
(where signals
and minimum for
downgrade of:
upgrade of:
are expected)
rural conditions
-5%
-10%
+5%
+10%
40 km/h (*)
55 m
130 m
0m
5m
0m
5m
50 km/h (*)
80 m
160 m
5m
10 m
5m
5m
60 km/h
110 m
190 m
10 m
20 m
5m
10 m
70 km/h
140 m
215 m
10 m
25 m
10 m
15 m
80 km/h
170 m
240 m
15 m
35 m
10 m
20 m
90 km/h
210 m
270 m
20 m
45 m
15 m
25 m
(*) To be used only in conjunction with an advisory speed sign, e.g. at a horizontal curve
6.2.22 Optical requirements

1
The optical components of a traffic signal are

important and care should be taken to ensure that
they meet minimum requirements. Compliance with
SANS 1459: Traffic lights is recommended
(prescribed in South Africa).
The luminous intensity level of a signal aspect
defines the brightness of a light. Two intensity levels
are available, namely NORMAL or HIGH. Normal
intensity lights should always be specified for
pedestrian signals. Normal or high intensity lights
may be used for vehicular signals, depending upon
the operating conditions. Conditions where high
intensity lights should be used, include any one or
more of the following:
(a) Where the speed limit on a road is 80 km/h or
higher.
(b) Where increased visibility is necessary due to a
confusing background of bright lights or other
traffic lights or signs.
(c) Where visibility is affected by a rising or setting
sun in the east/west direction.
(d) Where drivers would not normally expect to
encounter a signal, such as in rural areas or on
the edges of a town or city.
High intensity traffic lights may cause "discomfort
glare" or "disability glare" at night, especially in dark
surroundings and in the absence of street lighting. It
is recommended that, in such situations, a facility for
automatically dimming signal lamps at night should
be provided. Such dimming can be operated by a
photo-electric cell.
Flashing signals shall operate at a frequency of
between one and two flashes per second and the
luminous intensity shall be zero for 30% - 50% of the
period and not less than the specified minimum for
30% - 50% of the period.
Two sizes of signal aspects may be used, namely
210 mm and 300 mm nominal diameter. Either size
may be used for pedestrian and vehicular signals.
The larger aspect is not often used because it does
not contribute significantly to visibility as much as
luminous intensity, particularly when used to display
disc light signals.
TRAFFIC SIGNALS
Pedestrian aspects of 210 mm diameter should be

adequate for normally-sighted people up to a
distance of 35 m. The larger aspect may be
considered for crossings wider than 35 m, but then it
would be preferable to provide a staggered crossing.
The larger aspect can be used at a crossing that is
regularly used by elderly people or people with
impaired vision.
7 Louvres and visors are provided to modify the
angular visual coverage of the light signal and/or to
shield the optical system from incidental light that
may cause sun-phantom effects. The use of louvers
should be restricted because of the loss of efficiency
of the optical system. They should only be used
when the visors alone are unable to provide the
necessary cut-off. Louvers SHALL not be used in
association with symbolic displays such as arrows,
pedestrian and pedal cyclist signals.
8 A suitably designed visor SHALL be fitted to each
vehicular signal aspect. Pedestrian and pedal cyclist
signal aspects may also be fitted with visors. The
visor shall have a length of at least 160 mm at the
top. The visor should not prevent required visibility
standards from being achieved. Cut-away visors
may be used to increase visibility from one side.
Shorter visors should preferably be used, unless
additional cut-off is essential.
9 A background screen (backboard) SHALL be
provided for each vehicular signal face while
background screens may be provided (but are
not necessarily recommended) for pedestrian and
pedal cyclist signal faces. Where it is necessary
to increase the conspicuity of a traffic signal, the
border of the white background screen provided
for a signal face may be white retro-reflective.
10 Traffic signal posts should have a diameter of at
least 100 mm. The standard, post or cantilever
shall be golden yellow (portions of which may be
retro-reflective). However, this provision shall not
be applicable to an overhead traffic signal
mounted on a GANTRY.
SADC RTSM VOL 1
MAY 2012
6.2.13
11 Retro-reflective strips may be provided on traffic

signal posts to increase the conspicuity of the posts
at night, particularly when there is a loss in the
electricity supply. Three horizontal yellow retroreflective strips can be fitted on ALL yellow signal
posts. The width of the strips may be between 120
and 150 mm. The width of the openings should be
about the same as that of the strips. The bottom
strip should not be installed lower than 1,2 m and
the top strip not higher than 2,1 m above the ground
level.
6.2.23 Visibility requirements

1
Under normal atmospheric conditions, traffic signal

faces should be clearly visible and recognisable on
approaches to a signal. Where the principal signal
faces alone cannot provide the required visibility,
additional traffic signal faces must be provided to
supplement the principal signal faces.
The overriding objective in deciding the number and
location of supplementary traffic signal faces is that
light signals should be clearly visible to the
approaching vehicles for which they are intended,
taking into account:
(a) the position of the vehicle on the approach;
(b) the alignment of the approach;
(c) obstructions to visibility (including other vehicles
that may be queued on an approach);
(d) distracting lights and signs; and
(e) required sight distances.
Street lights, illuminated signs and distracting
advertising signs close to, or behind traffic signals
may be confusing and distracting to drivers. Such
distracting features should not be permitted.
Signal faces should be visible over the minimum
distances described below. In each case, all light
signals in a face must be visible from a reference
point 1,05 m above the centre line of each lane of
traffic for which the signal face is intended.
At least two traffic signal faces - principal or
supplementary - should be visible at any one time
over the minimum sight distances from the stop line
given in Table 6.1. The sight distances given in the
table allow for driver recognition, reaction and
stopping times from the speed limit or posted
advisory speed.
(a) Minimum and preferable sight distances are
given for urban roads. The minimum sight
distances given for rural roads are the preferred
distances for urban roads. The minimum sight
distances are based on a shorter reaction time,
and should only be used at junctions were
drivers would expect a traffic signal. The longer
sight distances should be used when traffic
signals are not expected and a longer reaction
time is required to respond to the signals.
(b) The sight distances also vary according to the
approach grade to a junction or crossing. Note
that sight distances for speeds lower than 60
km/h should be permitted only in circumstances
where the geometry of the approach ensures
that vehicles reduce speed, and an appropriate
advisory speed and warning sign is posted.
MAY 2012
At least two traffic signal faces on the far side of the

stop line should be visible from a distance of 50 m or
more, up to the stop line.
7 At least one traffic signal face should lie within the
average driver's "cone of vision". The cone of vision
is measured from the stop line position, 20 degrees
on either side of the continuation of the centre line of
each approach lane.
8 At least one traffic signal face on the far side should
be visible for right-turning vehicles waiting inside the
junction to turn right. This traffic signal should
preferably be located on the far right-hand corner of
the junction.
9 Additional supplementary signal faces may (and
preferably should) be provided to ensure
consistency and uniformity along a road or street.
For instance, if an overhead mounted signal face is
provided at one location, then such signals should
be provided at other junctions and pedestrian and
pedal cyclist crossings on the road or street (but only
while roadway and other characteristics remain the
same along the road or street and when signals are
spaced at distances closer than 1 km apart).
10 The optical axis of each light signal should be
positioned and aligned so that it is at the greatest
effectiveness to the approaching traffic for which it is
intended. The optical axis of each light signal should
be aligned on the reference point in the centre of the
approach lane or lanes midway over the distance
that it is intended to control.
11 CARE SHOULD BE TAKEN TO ENSURE THAT NO
TRAFFIC SIGNAL FACE INTENDED FOR
TRAFFIC ON ONE APPROACH IS ALIGNED SO
THAT IT COULD BE WRONGLY TAKEN TO
APPLY TO ANOTHER APPROACH AT THE SAME
JUNCTION.
12 The provision of road lighting at signalised junctions
and mid-block pedestrian crossings will promote
safe operations at night. Consideration should
therefore be given to providing such lighting at all
signalised junctions and crossings.
6.2.24 Mounting of vehicular signal faces

1
Traffic signal faces may be mounted on one of the

following supports:
(a) standard post;
(b) extended (longer) post; or
(c) overhead cantilever or gantry;
Supporting traffic signal faces by means of catenary
wires or cables, is NOT allowed.
A lateral clearance of at least 0,5 m should generally
be provided from the edge of a roadway and any
post or any part of a signal face, including the
backboard (background screen). If there is a
significant tipping of vehicles to one side due to
camber or crossfall on the road, or where vehicles
tend to cut corners, it is preferable to increase the
clearance to 1,0 m or more.
On medians, where insistence on the 0,5 m lateral
clearance would mean that signal faces cannot be
provided on the median, the lateral clearance can be
reduced to an absolute minimum of 0,1 m, but only if
the camber or crossfall of the roadway falls away
from the median.
SADC RTSM VOL 1
TRAFFIC SIGNALS
6.2.14
Principal traffic signal faces should preferably be

post-mounted at the side of the road. Supplementary
traffic signal faces may be either post-mounted or
mounted above the road surface on a gantry or
cantilever. Traffic signal faces on the left-hand side
of the road, should generally be located not more
than 2 m to the left of the continuation of the lefthand edge of the approach roadway, measured
parallel to the road centre line and excluding any
approach splay.
5 Traffic signal faces that are mounted on posts at the
side of the road, should be not less than 2,3 m and
not more than 3 m above the level of a point on the
road surface nearest to the post, measured to the
centre of the lowest (green) signal aspect. A
minimum clearance of not less than 2,1 m above the
sidewalk should also be provided.
6 Where it is necessary to achieve the minimum
visibility requirements (e.g. on a vertical curve),
supplementary traffic signal faces may be mounted
on posts at the side of the road at a height
exceeding 3 m. These supplementary traffic signal
faces may be mounted on the same post, provided
that the two traffic signal faces shall be not less than
1 m apart, measured from the centres of the two
nearest light signals on the two signal faces. There
is no maximum limit, but line-of-sight and stability
factors should be taken into consideration and a
practical limit would be 5 m (between centres of two
closest light signals).
7 Overhead mounted signals would be required when
it is not possible to comply with the requirement that
principal signal faces may not be further than 20 m
apart (preferably not further than 16 m apart).
8 Consideration should also be given to providing
overhead mounted signal faces as supplementary
signal faces at junctions or crossings where
accidents occur due to high speed, or to ensure
consistency and uniformity along a road or street.
9 Any traffic signal face that is mounted on a gantry or
cantilever above the roadway SHALL have a
minimum clearance above the road of not less than
5,2 m. The height to the lowest light signal should
not exceed 6,2 m on a level road. The vertical part of
the gantry or cantilever structure may be used to
mount a signal face at the side of the road. The
cantilever may be of any horizontal reach, although
in practice a reach that exceeds 5 m will present
stability problems. Alternatively, an overhead gantry
can be used when a longer reach is required.
10 The position of the traffic signal face mounted on a
gantry or cantilever, relative to the traffic lane over
which it is located, is not of significance in the
meaning of the signal. However, the cantilever
should preferably be located on the left-hand side of
the road.
TRAFFIC SIGNALS
SADC RTSM VOL 1
MAY 2012
PEDESTRIAN AND CYCLIST SIGNALS

6.3
PEDESTRIAN AND PEDAL CYCLIST

SIGNALS
6.3.1
1
6.3.1
6.3.2
1
Introduction
Pedestrian and pedal cyclist traffic is subject to

control by any traffic signal that is intended for
vehicular traffic. Separate signals, however, can be
provided for the control of pedestrians and pedal
cyclists.
Pedestrian and pedal cyclist signals SHALL be
operated only in conjunction with vehicular traffic
signals. They will normally be provided where a
significant number of pedestrians or pedal cyclists
experience difficulty and/or delay in crossing a road
at certain times during the day. Situations in which
pedestrian or pedal cyclist signals may be used are:
(a) at signalised road junctions; and
(b) at signalised mid-block pedestrian and pedal
cyclist crossings.
Warrants for the provision of signals at pedestrian
and pedal cyclist mid-block crossings are given in
Volume 3: Traffic signal design.
The general provisions for vehicular traffic signals
shall also apply to pedestrian and pedal cyclist
signals and to vehicular traffic signals used in
conjunction with pedestrian and pedal cyclist
signals, except where otherwise noted in this
chapter.
Where pedestrian signals are not provided at a
junction, vehicular traffic shall yield right of way to
pedestrians lawfully in the junction. Pedal cyclists,
however, do not have the same right of way and are
treated similar to vehicular traffic when pedal cyclist
signals are not provided.
Pedestrian and pedal cyclist signals
The operation of pedestrian and pedal cyclist signals

in the Recommended and Alternative Systems is the
same except for one aspect, namely the flashing
signal used to indicate the do not start to cross
message. This flashing signal is given as follows:
(a) Recommended System indicated by a
FLASHING RED MAN or PEDAL CYCLIST
LIGHT SIGNAL (See Figure 6.5a).
(b) Alternative System indicated by a FLASHING
GREEN MAN or PEDAL CYCLIST LIGHT
SIGNAL (See Figure 6.5b).
Pedestrian light signals shall comprise:
(a) a STEADY GREEN MAN LIGHT SIGNAL,
followed by:
(b) a FLASHING RED OR GREEN MAN LIGHT
(c) a STEADY RED MAN LIGHT SIGNAL.
Pedal cyclist signal installations shall comprise:
(a) a STEADY GREEN PEDAL CYCLIST LIGHT
(b) a FLASHING RED OR GREEN PEDAL
CYCLIST LIGHT SIGNAL, followed by:
(c) a STEADY RED PEDAL CYCLIST LIGHT
SIGNAL.
Pedestrian and pedal cyclist light signals shall have
the significance assigned to them in the National
Road Traffic Regulations.
Figure 6.5a: Recommended system - Pedestrian and pedal cyclist signal sequence
Figure 6.5b: Alternative system - Pedestrian and pedal cyclist signal sequence
MAY 2012
SADC RTSM VOL 1
TRAFFIC SIGNALS
6.3.2
5
10
11
12
13
14
A STEADY GREEN MAN LIGHT SIGNAL indicates

to a pedestrian that he or she may cross the
roadway within the pedestrian crossing
markings RTM3 or RTM4 as appropriate, and that
the driver of a vehicle shall yield right of way to a
pedestrian crossing such roadway.
A STEADY GREEN PEDAL CYCLIST LIGHT
SIGNAL indicates to a pedal cyclist that he or she
may cross the roadway within the pedal cyclist
crossing, and that the driver of a vehicle shall
yield right of way to a pedal cyclist crossing
such roadway.
A FLASHING RED or GREEN MAN LIGHT SIGNAL
indicates to a pedestrian (a) who has not yet
commenced crossing the roadway that he or she
shall not cross the roadway until the steady
green man light signal is displayed, or (b) who is
within a pedestrian crossing that the steady red
man light signal will follow shortly.
A FLASHING RED or GREEN PEDAL CYCLIST
LIGHT SIGNAL indicates to a pedal cyclist (a) who
has not yet commenced crossing the roadway
that he or she shall not cross the roadway until
the steady green pedal cyclist light signal is
displayed, or (b) who is within a crossing that
the steady red pedal cyclist light signal will
follow shortly.
A STEADY RED MAN LIGHT SIGNAL indicates to a
pedestrian that he or she shall not cross the
roadway until the steady green man light signal
is displayed.
A STEADY RED PEDAL CYCLIST LIGHT SIGNAL
indicates to a pedal cyclist that he or she shall
not cross the roadway until the steady green
pedal cyclist light signal is displayed.
A GREEN MAN or PEDAL CYCLIST LIGHT
SIGNAL shall not be displayed at the same time as
a STEADY RED or FLASHING RED or GREEN
MAN or PEDAL CYCLIST LIGHT SIGNAL on the
same crossing.
A pedestrian signal face shall comprise two light
signals, one depicting a red standing man and the
other depicting a green walking man. The standard
signal face Type S11P shall be used. The red man
shall be located in line directly above the green man
signal aspect.
A pedal cyclist signal shall comprise two light
signals, displaying a green and red pedal cycle
symbol respectively when illuminated. The standard
pedal cyclist signal face Type S11C shall be used.
The red pedal cyclist shall be located directly in line
above the green pedal cyclist aspect.
Pedestrian and pedal cyclist signal aspects may
have a 210 mm or 300 mm nominal diameter. The
larger diameter may be used for improved visibility
or conspicuity.
TRAFFIC SIGNALS
6.3.3
1
Operation of pedestrian and pedal

cyclist signals
The function of the steady GREEN MAN and

GREEN PEDAL CYCLIST LIGHT SIGNAL is to
provide a limited initial "step off" or "launching"
interval for pedestrians and pedal cyclists. It SHALL
always be followed immediately by a FLASHING
RED or GREEN MAN or PEDAL CYCLIST LIGHT
SIGNAL.
The STEADY GREEN MAN or PEDAL CYCLIST
LIGHT SIGNAL shall be displayed for an interval
appropriate for the particular traffic conditions and
shall be not less than a minimum of 4 seconds. A
longer interval of 5 to 7 seconds, however, is usually
more desirable.
Sufficient time must be provided after the green man
or pedal cyclist light signal for a pedestrian to walk
or pedal cyclist to push his or her bicycle across the
roadway to the other side of the road, or up to the
median island where such median is provided.
Where the median is set back from the pedestrian
crossing, sufficient time must be provided to allow
crossing of the junction in one stage.
A design walking speed of 1,2 m/s should be used
for calculating the pedestrian or pedal cyclist
clearance time under normal operating conditions. A
slower speed of 1,0 m/s may be used for elderly or
infirm pedestrians. The pedestrian or pedal cyclist
must be able to clear the roadway by the time the
parallel vehicular intergreen ends (end of the all-red
interval).
The FLASHING RED or GREEN MAN or PEDAL
CYCLIST LIGHT SIGNAL should not be displayed
for a period longer than the duration of the
pedestrian or pedal cyclist clearance time. The
flashing signal can, however, be displayed for a
shorter period if a STEADY RED MAN or PEDAL
CYCLIST LIGHT SIGNAL is displayed for the
remainder of the clearance time. The flashing signal
should not be displayed for a period shorter than the
minimum of the following two values:
(a) 75% of the clearance time; or
(b) the clearance time less the parallel vehicular
intergreen period.
At road junctions, the pedestrian or pedal cyclist
phase may run concurrently with a parallel vehicular
phase. The vehicle phase, however, SHALL not
include any exclusive turning phase in conflict with
the pedestrian or pedal cyclist green phase.
The green man (and pedal cyclist) signal normally
starts at the same time as the vehicular green. The
vehicular green light signal, however, may be
delayed to allow pedestrians to enter the roadway
ahead of vehicles. Care should be taken in using
delays longer than 3 seconds as such delays can
lead to undesirable behaviour. Such behaviour may
include illegal turning manoeuvres by drivers and
pedestrians (or pedal cyclists) utilising the delay to
cross the junction in the wrong direction.
SADC RTSM VOL 1
MAY 2012

8
At a mid-block pedestrian or pedal cyclist crossing,

other than where a "Pelican" phase has been
provided, a vehicular red light signal SHALL be
displayed for at least the full duration of the green
and flashing red or green man or pedal cyclist
intervals. It may also be necessary to introduce an
"all-red" interval.
9 At a mid-block pedestrian or pedal cyclist crossing, a
Pelican phase may be provided to indicate to
drivers of vehicles that pedestrians may be clearing
the road and have right of way. During the Pelican
phase, vehicular FLASHING DISC LIGHT SIGNALS
are displayed at the same time as the FLASHING
RED or GREEN MAN or PEDAL CYCLIST LIGHT
SIGNAL. Pedestrians may not enter the crossing on
the flashing red or green man, and the duration of
this interval should therefore NOT exceed the time
required by pedestrians to clear the crossing.
10 When vehicular signals are in flashing mode,
pedestrian and pedal cyclist signals must be
switched off, giving no pedestrian or pedal cyclist
indications (except when the signal is operating in
pelican mode).
6.3.4
1
Layout of pedestrian and pedal cyclist

signals
6.3.3
6.3.5
1
Mounting of pedestrian and pedal

cyclist signals
Pedestrian and pedal cyclist signals should

preferably be post-mounted. The signals should
have a minimum clearance above the sidewalk of
not less than 2,1 m. The signal face should be not
more than 3,0 m above the level of a point on the
road surface nearest to the post, measured to the
centre of the lowest (green) light signal.
Where the pedestrian or pedal cyclist signal face is
mounted adjacent to a vehicular signal face, the red
man or pedal cyclist signal aspect SHALL not be
mounted higher than the level of the lowest vehicular
green signal aspect. The pedestrian or pedal cyclist
signal faces should not be located in a line vertically
with any vehicular signal aspect facing the same
direction and should be offset to the left or right of
such signal aspect.
The pedestrian or pedal cyclist push button should
be mounted approximately 1,1 m above the sidewalk
surface. A pedestrian or pedal cyclist sign should
preferably be placed immediately above or below
the push button.
A pedestrian signal face Type S11P or a pedal

cyclist signal face Type S11C is provided for each
direction of movement at a junction or mid-block
crossing (both sides of the roadway).
The signal faces may be mounted on the same
posts as vehicular signal faces, either parallel or
perpendicular to the vehicular faces. The following
criteria should be used in selecting posts for the
mounting of pedestrian signal faces:
(a) The signals should be in line with the pedestrian
crossing, at a position where pedestrians can
readily see the signals.
(b) The signals should not be located at a position
where vehicles stopping at, or slightly beyond,
the stop line may obstruct the visibility of the
signals. Attention must particularly be given to
the possible obstruction of the signal face by
buses and heavy vehicles.
(c) The signal posts should not impede the flow of
pedestrian traffic.
(d) The number of signal posts should be restricted
to avoid clutter on the sidewalk and to reduce
installation and maintenance costs.
At signalised mid-block pedestrian or pedal cyclist
crossings, type S1 traffic signal faces SHALL be
used to control vehicular traffic. The left-hand S1
signal faces should not be located more than 2 m
laterally from the edge of the roadway.
MAY 2012
SADC RTSM VOL 1
TRAFFIC SIGNALS
INDIVIDUAL VEHICLE CONTROL
6.4.1
6.4
TRAFFIC SIGNALS TO CONTROL

INDIVIDUAL VEHICLES
6.4.1
Operation
6.4.2
1
Traffic signals for the control of individual or single

vehicles, as distinct from those that give right of way
to groups of vehicles, are used to control traffic at
locations such as freeway on-ramps, toll booths and
roadside checkpoints.
The Type S12 traffic signal face is used for the
control of individual vehicles as shown in Figure 6.6.
The signal face comprises only a RED DISC and a
GREEN DISC LIGHT SIGNAL.
A yellow signal aspect is not provided in the S12
signal face. The signals should therefore not be
used to control vehicles other than those that are
stationary or travelling at low speed. This can be
achieved by:
(a) displaying the green signal only to a vehicle that
has already stopped at a stop sign, or other
similar sign, near to the signal (such as at toll
booths and checkpoints); or
(b) resting the signal in red and displaying the
green signal ONLY when required, and then
only for a few seconds to allow one stopped
vehicle to depart at a time (such as when ramp
metering is applied).
Where it is required to give continuous right of way
to all approaching vehicles, the green light signal
may be displayed continuously. When it is
necessary to switch the signal to red, a flashing red
light signal should first be displayed for a duration of
at least 5 seconds.
At no time SHALL an operational traffic signal be
intentionally switched off and blacked out, other than
for maintenance or repairs or when controlled by a
traffic officer or an authorised pointsman. Flashing
red light signals may also be used to indicate that
the signals are out of order.
The S12 traffic signal face is used at toll booths and

checkpoints to instruct vehicles either to stop or to
continue.
A STOP sign R1, or any other sign that instructs the
driver to stop, should be displayed at the stopping
point. At least one S12 traffic signal face should then
be provided per lane of traffic, located on the righthand (drivers) side of the lane. The signal face
should be located not less than 6 m beyond the stop
position.
The signal should wherever possible, be controlled
automatically. The duration of the green light signal
and change to red can best be controlled by the
output from vehicle detectors in each lane. The
illumination of the green light signal may be
performed automatically, e.g. linked to a toll booth
cash register, or manually.
6.4.3
1
Application at toll booths and

checkpoints
Application in ramp metering
Ramp metering is applied to restrict the number of

vehicles allowed to enter a freeway in order to
ensure an acceptable level of service on the freeway
or that the capacity of the freeway is not exceeded.
For the purpose of ramp metering, a STOP LINE
RTM1 shall be provided on the on-ramp. At least two
S12 traffic signal faces should be provided for ramp
metering at a distance not less than 6 m (preferably
not less than 10 m) beyond the stop line.
When ramp metering is in operation, the S1 signals
should normally rest in red, and a green light signal
displayed ONLY when required and then only for the
time required by a departing vehicle to clear the line
of vision of the signal face. Such timing should
preferably be achieved by means of vehicle
detectors. Two detectors would normally be required
for this purpose, namely the check-in and check-out
detectors.
The check-in detector is located at the position
where vehicles would normally stop at the stop line.
The check-in detector is used to actuate the green
light signal when an approaching vehicle is detected
AND a minimum red period has expired.
The check-out detector actuates the red light signal
as soon as a vehicle is detected. The detector must
be located beyond the last traffic signal at a point
where the red light signal will not be visible to the
departing vehicle.
Figure 6.6: Single vehicle release operating sequence
MAY 2012
SADC RTSM VOL 1
TRAFFIC SIGNALS
TRAFFIC SIGNALS
SADC RTSM VOL 1
MAY 2012
LANE DIRECTION CONTROL SIGNALS

6.5
LANE DIRECTION CONTROL

SIGNALS
6.5.1
General
6.5.1
4
Lane direction control signals are used to signalise

reversal of traffic flow along a road lane to
accommodate the tidal nature of traffic flow during
different times of a day. The signal shall be used to
indicate the permitted direction of traffic movement
along a lane of a road and to prohibit the entry of
traffic into, and the movement of traffic along, that
lane from the opposite direction. In this way, right of
way can be allocated alternately on a predetermined
basis, to one of two possible directions of traffic
movement in the lane, or lanes, so signalised.
Lane direction control signals shall ONLY be used
to permit or prohibit traffic movements in situations
where at least one lane is subject to reversals of the
direction of traffic flow. If there is a need for such
application, use can be made of VARIABLE
MESSAGE SIGNS.
The signal faces that may be used for lane direction
control are the S16, S17, S18 and S19 signals
shown in Figure 6.7a. Permitted variants of the S16
and S17 signal faces are shown in Figure 6.7b. The
variants S(16)-17 and S16-(17) may be provided as
variable signals where both the cross and arrow can
be displayed on a single matrix.
The STEADY GREEN DOWNWARD-POINTING

ARROW SIGNAL S16 is used to indicate to the
driver of a vehicle that he or she may drive his or
her vehicle in the lane over which the arrow is
displayed.
The STEADY RED CROSS SIGNAL S17 is used to
indicate to the driver of a vehicle that he or she
shall not drive his or her vehicle in the lane over
which the cross is displayed and that the lane is
open to vehicles travelling in the opposite
direction.
The YELLOW LEFT AND RIGHT ARROW
SIGNALS S18 and S19 are used to indicate to the
driver of a vehicle that the lane over which the
arrow is displayed is closed ahead and that he or
she shall leave the lane in the direction of the
arrow when it is safe to do so.
6.5.2
1
Installation
LANE DIRECTION CONTROL SIGNALS shall

comprise of two independently illuminated signal
aspects, Types S16, and S17. The signals SHALL
be mounted in PAIRS as shown in Figure 6.7c, one
facing in each direction, centrally over the traffic lane
subject to reversal in direction of use.
PAIRS of the lane direction control signals S16 and
S17 shall be placed at the beginning and end of
each lane subject to reversed flow and at
intermediate points along the lane that will enable a
driver to see at least two light signals at any time,
the distance apart not exceeding half the minimum
sight distance for urban conditions given in
Table 6.1.
Figure 6.7a: Standard lane direction control signals
Figure 6.7b: Permitted variants of lane direction control signals
MAY 2012
SADC RTSM VOL 1
TRAFFIC SIGNALS
6.5.2
3
LANE DIRECTION CONTROL SIGNALS
It is recommended that fixed display lane direction

control signals, or fixed "arrow" or "cross" signs, be
placed over all OTHER lanes that are not subject to
reversible traffic flow, to supplement the LANE
DIRECTION CONTROL SIGNALS.
LANE DIRECTION CONTROL SIGNALS S18 or
S19 may be placed in advance of the lane closure,
over the centre of the lane to be closed. Signals S18
or S19 shall be operated on the basis that they are
either illuminated or switched off. The signals shall
be illuminated when they precede an illuminated
S17 RED CROSS signal over the reversible flow
lane. If it is necessary to provide a long merging
distance, more than one S18 or S19 signal may be
used, in sequence, over the approach lane. These
signals do not have to be mounted in pairs.
The roadway signals S18 or S19 should be located
in advance of the lane closure at a distance as given
in Table 6.1. This distance should be increased in
accordance with the difficulty which traffic may
experience in merging with traffic in the adjacent
lane.
The lane direction control signal faces are normally
gantry mounted and the standards for height and
clearance are the same as for other signals. The
faces may NOT be mounted with the centre of the
signal aspects at a height exceeding 6,2 m above
the road. There shall also be a vertical clearance of
not less than 5,2 m from the road to the lowest part
of any light assembly or supporting structure.
6.5.3
1
Operation
Reversal of the direction of traffic flow along a road

lane, or lanes, may be used where it will be
beneficial to make use of the tidal nature of traffic
flow. Such traffic flow reversals, however, shall be
used only where it can be certain that it will operate
safely. The technique is not recommended for use
on roads with a speed limit exceeding 80 km/h.
Careful attention should be given to capacity
requirements and channelisation of traffic at each
end of the lane(s) subjected to reversed traffic flows.
Inadequate capacity to meet the increased
directional flow will mitigate against the effectiveness
of the action. Some drivers may get confused as to
which lanes to use at the terminal points and extra
control signals or other measures may be needed at
these locations.
Traffic flow in any one direction shall be for
continuous periods of not less than one hour.
Changeover should preferably occur at the same
time of each day of the week and when traffic
volumes are not at, or near, the peak. It is
recommended that there should be no more than
two changeovers in one day, i.e. one period of
reversed flow per day.
Prior to permitting vehicles to use a reversible
direction lane, all the signals along each section
shall show crosses in both directions to provide
sufficient time to ensure that the traffic lane is free of
moving or trapped vehicles.
Signals may be switched off when not required,
provided that in such circumstances the direction of
flow of traffic and the bounds of traffic lanes are
obvious from other permanent road traffic signs.
Figure 6.7c: Back-to-back mounting of lane direction control signals
TRAFFIC SIGNALS
SADC RTSM VOL 1
MAY 2012
SIGNALS AT RAILWAY CROSSINGS

6.6
FLASHING RED DISC LIGHT

SIGNAL AT RAILWAY CROSSINGS
6.6.1
Recommended system for railway

crossings
The National Road Traffic Act permits the railway

operator (Transnet Limited) to erect road traffic signs
at railway crossings as they may deem expedient.
However, provision is also made in the act that such
operator can be directed to display or remove signs
as may be required.
No person shall stop a vehicle on the roadway of a
public road within the railway reserve at a level
crossing, except in order to avoid an accident, or in
compliance with a road traffic sign or with a direction
given by a traffic officer.
Railway crossings should be marked with the rail
crossing warning signs W403 or W404. Sign W403
is displayed on approaches to single railway level
crossings, while sign W404 is displayed on
approaches to level crossings with more than one
railway line. In addition to these signs, the advance
warning sign, W318, can be applied with good
effect, particularly under circumstances where
visibility is obscured.
A number of road signs may be used for the control
of traffic at level railway crossings. These include the
use of FLAG SIGNALS SS2 as well as STOP
SIGNS R1 and YIELD SIGNS R2 singly or in
combination with the W403 or W404 warning signs.
FLASHING RED DISC LIGHT SIGNALS (FRD) may
also be used to warn drivers that a train is
approaching a level crossing. Two such signals shall
be used in conjunction with a STOP SIGN R1 and a
warning sign W403 or W404. The signals shall be
mounted below the stop sign R1 and above the
warning signs W403 or W405 as shown in
Figure 6.8a. The flashing red disc signal indicates to
the driver of a vehicle that he or she shall stop
his or her vehicle and shall not proceed until it is
safe to do so, and such signal shall have the
same significance as stop sign R1.
6.6.1
6
The two flashing red light signals are used to

indicate to a driver that he or she shall stop his or
her vehicle. The preferred mode of operation is that
a flashing red disc light signal is displayed at least
30 seconds before the arrival of a train. If gates or
barriers protect the crossing, the flashing red light
signal should start 20 seconds before the gate or
barrier closes.
The two flashing red disc light signals shall be
arranged to flash alternately in such a way that the
alternating flashes remain constantly out of phase
i.e. when one disc is fully illuminated the other disc
has zero luminous intensity and vice versa.
The flashing red light signals at railway crossings
SHALL be situated on the near side of the railway
crossing, on the left side of each approach roadway.
The flashing red light signals shall conform in all
respects to the requirements laid down for vehicular
traffic signals at road junctions and pedestrian
crossings, except that:
(a) The signal face shall comprise a single red disc
aspect and shall be mounted on the same post
as the stop signs R1 and the warning signs
W403 or W404.
(b) The red disc aspect shall be displayed only in
flashing mode, as and when required to warn of
the approach or presence of a train, and shall
not display a steady red light signal at any time.
(c) Two flashing red disc signal aspects shall be
provided on the same post.
(d) The flashing red disc signal may be
accompanied by an audible signal.
(e) The signal posts shall be as for road signs.
Figure 6.8a: Recommend system - Flashing red disc light signals at railway crossings
MAY 2012
SADC RTSM VOL 1
TRAFFIC SIGNALS
6.6.2
SIGNALS AT RAILWAY CROSSINGS

4
6.6.2
1
Alternative system for railway

crossings
In the alternative system, a number of road signs

may be used at level railway crossings. These
include the railway level crossing warning signs
W403 or W404 and other control signs. Sign W403
is displayed on approaches to single railway level
crossings, while sign W404 is displayed on
approaches to level crossings with more than one
railway line. In addition to the railway crossing signs,
the advance warning sign W318 can also be used
where the visibility to the crossing is obscured for
whatever reason.
Additional road signs that may be used, include
FLAG SIGNALS SS2 as well as STOP SIGNS R1
and YIELD SIGNS R2 singly or in combination with
the W403 or W404 warning signs.
A FLASHING RED DISC LIGHT SIGNAL (FRD) may
be used to warn drivers that a train is approaching a
level railway crossing. One such signal SHALL be
used in conjunction with a warning sign W403 or
W404. The signal shall be mounted above the
warning signs W403 or W405 as shown in
Figure 6.8b. The red flashing light signal shall be
used to indicate the approach of a train and that
the driver of a vehicle shall stop his or her
vehicle and shall not proceed until the signal
ceases to flash, and it is safe to do so.
It is recommended that at other times, when there

are no approaching trains, a FLASHING WHITE
DISC LIGHT SIGNAL be displayed to indicate to
drivers of vehicles that the railway crossing light
system is operational, that there are no trains
approaching, and that they may proceed across
the lines PROVIDED it is otherwise safe to do so.
The preferred mode of operation is that a flashing
red disc light signal is displayed at least 30 seconds
before the arrival of a train. If gates or barriers
protect the crossing, the flashing red light signal
should start 20 seconds before the gate or barrier
closes. A flashing white light signal is recommended
to follow the FRD once the crossing is open to
traffic.
The flashing red light signal at a railway crossing
SHALL be situated on the near side of the railway
crossing, on the left side of each approach roadway.
The signal shall also conform in all respects to the
requirements laid down for vehicular traffic signals at
road junctions and pedestrian crossings, except that:
(a) The signal face shall comprise a single red disc
aspect, optionally the signal face may also
include a white disc aspect, and the signal face
shall be mounted on the same post as and
directly above the warning signs W403 or W404.
(b) The red disc aspect shall be used to display
only a flashing red disc light signal, as and when
required, to warn of the approach or presence of
a train, and shall not display a steady red light
signal at any time.
(c) Duplicate aspects may be provided on one
signal face and these may flash alternately.
(d) The FRD may be accompanied by an audible
signal.
(e) The signal posts shall be as for road signs.
Figure 6.8b: Alternative System - Flashing red disc light signals at railway crossings
TRAFFIC SIGNALS
SADC RTSM VOL 1
MAY 2012
HAND AND OTHER SIGNALS
6.7.1
6.7
6.7.1
General
This section covers a number of traffic signals that

involve manual indications or other signals that are
no operated electrically, and include the following:
(a) control hand signals for use by traffic officers
SS1;
(b) flag signals SS2;
(c) flashing yellow warning signals SS3; and
(d) flare signals SS4.
6.7.2
1
Control hand signals for use by traffic

officers SS1
CONTROL HAND SIGNALS FOR USE BY

TRAFFIC OFFICERS SS1 may be used to control
the movement of traffic and/or pedestrians and as
such are regulatory signals. Such signals will
normally be used when some other form of traffic
control is out of operation or when traffic volumes
are such that special control needs to be exercised
to reduce congestion and establish order, or when
there is a need to stop traffic for a specific reason.
A control hand signal SS1 shall conform to the
requirements of one of the standard hand
signals as shown in Figure 6.9a and shall be:
(a) a hand signal to stop traffic approaching
from the front, indicating to the driver of a
vehicle approaching a traffic officer from the
front, who is displaying the signal, that he or
she shall stop until the signal referred to in
d) below is displayed;
(b) a hand signal to stop traffic approaching
from the rear, indicating to the driver of a
vehicle approaching a traffic officer from the
rear who is displaying the signal, that he or
she shall stop until the signal referred to in
d) below is displayed;
(c) a hand signal to stop traffic approaching
from the front and the rear, indicating to the
driver of a vehicle approaching a traffic
officer from the front or rear who is
displaying the signal, that he or she shall
stop until the signal referred to in d) below is
displayed; or
(d) a hand signal to show traffic to proceed from
the front, left or right, indicating to the driver
of a vehicle that he or she may proceed if a
traffic officer displays the signal.
In addition to the above hand signals, the traffic
officer may use other hand signals to supplement
those described above. It is common practice, for
instance, for a traffic officer to select the vehicle that
he or she wishes to stop some distance back in a
traffic stream and to clearly identify it by pointing
prior to giving the appropriate hand signal. In a
similar way, a traffic officer may indicate by pointing
to one of several stopped streams of traffic that the
vehicles in the indicated stream may proceed.
MAY 2012
Having given a stop signal to road users the traffic

officer may lower the hand used for such signal and
use it to execute other hand signals. The road users
stopped by such original signal shall not proceed
until directed to do so by the traffic officer.
When dealing with complex traffic movements it may
be necessary for a traffic officer to give signals that
combine more than one of the elements of those
described above. For example, when directing
turning traffic, it may be necessary for the traffic
officer to cut-off traffic flow from the left by holding
his extended arm at 90 degrees to his body instead
of parallel to his body.
A traffic officer using hand signals should be
positioned within the junction in a position most
visible from all approaches and as close as possible
to the centre of the junction, subject to paths of the
vehicles that are permitted to enter the junction at
any given time.
6.7.3
1
Flag signal SS2
FLAG SIGNALS SS2 may also be used to control

the movement of traffic, and as such are regulatory
signals. Such signals will generally be used at
roadworks and for the control of traffic during
sporting and other events taking place on a public
road. It is particularly appropriate for small and
mobile works where flags may also be combined
with road signs and/or construction vehicles.
A flag signal SS2 shall conform to the
requirements of the flag signals shown in
Figure 6.9b and shall be:
(a) a flag signal to stop, indicating to the driver
of a vehicle that he or she shall stop until the
flag signal referred to in b) below is
displayed; and
(b) a flag signal to proceed indicating to the
driver that he or she shall proceed when the
flag signal is displayed.
A WARNING FLAG SIGNAL may also be used to
warn a road user to proceed slowly and be alert of a
hazard in or adjacent to the roadway ahead.
Innovative techniques may also be employed with a
warning flag signal to good effect. A flagman may,
for instance, stand at a particularly important road
sign and point to it with a second flag.
Flagmen should wear conspicuous and distinctive
clothing such as fluorescent-coloured helmets, bright
coloured overalls together with a safety vest or
jacket utilising retro-reflective and/or fluorescent
panels in red, yellow, and/or white.
Flagmen should be located well in advance of the
hazard to which attention is being drawn. This
distance should at least provide sufficient time for
vehicles to slow down before reaching the
hazardous location, but not at such a distance that
drivers will tend to increase speed. The flagman
should stand in a very visible position.
The flagman should either stand on the shoulder
adjacent to the lane of traffic they are controlling or
in a barricaded lane. Under no circumstances should
they stand in the traffic lane. The flagman should
stand alone, and nobody should be allowed to
gather around the flagman.
SADC RTSM VOL 1
TRAFFIC SIGNALS
6.7.2
8
FLAG warning signals SS2 should be square with a

minimum side length of 450 mm. A side length of
600 mm is preferred for high-speed approaches
(over 60 km/h) or high traffic volumes. FLAGS
should be made of a bright red or red-orange
material attached to a staff approximately 1 m in
length. The free edge, and if necessary the diagonal
of the flag may be stiffened to maximise the visible
area. However, such stiffening should not remove all
capability of the flag to be waved. Retro-reflective
and/or fluorescent materials are recommended.
Flags shall be kept clean at all times.
6.7.4
Flashing yellow warning signal SS3
6.7.5
1
The FLASHING YELLOW WARNING SIGNAL SS3

may be used to warn a road user of the presence of
a particular hazard or traffic control device. Signal
SS3 may be combined with REGULATORY or
WARNING signs as illustrated in Figure 6.9c, and it
forms part of an emergency flashing light warning
sign W346 or TW346.
The signal light shall conform in all respects to the
requirements for a traffic light signal. The exceptions
are as follows:
(a) The light signal shall be used to display a
FLASHING YELLOW DISC LIGHT SIGNAL
only, and shall not be used to display a steady
light signal.
(b) No other light signal shall be displayed at, or
alongside, the flashing yellow warning signal.
(c) Duplicate light signals, up to a maximum of four,
may be provided at one sign and these may
flash alternately.
(d) Signal posts shall be as for road signs.
Whilst the signal should be conspicuous, it shall not
obscure the sign or distract attention from it. The
brightness of the signal should not cause "discomfort
glare" or "disability glare", particularly at night. If
necessary, provision should be made to reduce the
luminous intensity of light signals automatically
during the hours of darkness.
The signal may be operated 24 hours every day, or
intermittently, as required. Intermittent operation
may be achieved by means of a time switch, or by
an external input, for example, upon the actuation of
a pedestrian push button at a pedestrian crossing.
It is recommended that flashing yellow warning
signals should only be used in conjunction with road
signs. The installation and operation of a flashing
yellow warning signal is warranted where hazardous
conditions exist on the road and/or it is necessary to
draw attention to a road sign and reinforce its effect.
If the signal can be warranted, an appropriate road
sign must similarly be warranted. The road sign will
indicate to drivers the specific nature of the hazard
which the flashing signal cannot do. Installations
shall be permanent except at roadworks where
flashing yellow warning signals may be used with
any of the prescribed temporary warning signs.
Single flashing yellow warning signals can only be
used with warning signs where it is necessary to
draw attention to the warning sign and reinforce its
effect.
TRAFFIC SIGNALS
Two or four flashing yellow warning signals may be

used with any road sign, but the arrangement and
brightness of the signal should not detract attention
from the sign or cause disability glare. The signals
should flash alternately (singly on in pairs) and not
randomly.
Flashing signals shall operate at a frequency of
between one and two flashes per second and the
luminous intensity shall be zero for 30% - 50% of the
period and not less than the specified minimum for
30% - 50% of the period.
Flare signal SS4
The FLARE warning signal SS4 may be used to

warn the road user of a temporary hazard in the
roadway ahead and to serve as indication that they
should reduce speed immediately.
Road safety flare signals SS4 are temporary devices
with a high visual impact which may be used as an
"immediate action" device by traffic officers
attending the scene of a collision or other incident
which affects the use of all or a portion of a roadway.
Such flare signals should emit a red or red/orange
light and moderate smoke. Flare signals permit
traffic officers to deal as speedily as possible with
any life threatening aspects of the incident before
giving more detailed attention to traffic control.
It is recommended that two flares be used at any
location. These should be placed well in advance of
the incident site. As a guideline the first flare should
be located a distance 2xD metres in advance, where
"D" is the speed limit in km/h. The second flare
should be located at a similar distance in advance of
the first flare.
Before setting out flare signals the following checks
should be carried out:
(a) Does the incident involve any hazardous/
inflammable materials?
(b) If it does, can these drain in the direction of the
flares?
(c) Is the roadside vegetation, in combination with
the wind a fire risk?
(d) Can the flare signal be made safe from falling
over or rolling in the prevailing wind?
FLARE signals shall not be held in the hand, or
waved in the air.
SADC RTSM VOL 1
MAY 2012
6.7.3
Figure 6.9a: Control hand signals for use by traffic officers SS1
Figure 6.9b: Flag signals SS2
Figure 6.9c: Flashing yellow warning signal SS3
MAY 2012
SADC RTSM VOL 1
TRAFFIC SIGNALS
SOUTHERN
AFRICAN
DEVELOPMENT
COMMUNITY
ROAD MARKINGS
SECTIONS
7.0
Contents
7.1
Introduction
7.2
Regulatory Markings
7.3
Warning Markings
7.4
Guidance Markings
7.5
Roadstuds
7.6
7.7
National Variants
MAY 2012
CHAPTER
SADC RTSM - VOL1
7.0.1
CONTENTS
CHAPTER 7:
ROAD MARKINGS
7.0
CONTENTS
This contents listing illustrates each officially approved

road marking in the regulatory, warning and guidance
classes with the marking number and name. A page
reference is given within this chapter where details of
the function and basic dimensioning of each road marking

can be found. Where appropriate, a cross reference is
given to Volume 4, Chapter 12, where full dimensional
details and other data are given.
Section 7.2: REGULATORY - Transverse Road Markings
MAY 2012
SADC RTSM VOL 1
ROAD MARKINGS
CONTENTS
7.0.2
Section 7.3: REGULATO RY M ARKINGS
ROAD MARKINGS
SADC RTSM VOL 1
MAY 2012
7.0.3
CONTENTS
MAY 2012
SADC RTSM VOL 1
ROAD MARKINGS
CONTENTS
7.0.4
RM11 ZIG-ZAG ZONE LINES
ROAD MARKINGS
SADC RTSM VOL 1
MAY 2012
7.0.5
CONTENTS
RM17 EXCLUSIVE USE LANE/PARKING SYMBOLS
MAY 2012
SADC RTSM VOL 1
ROAD MARKINGS
CONTENTS
7.0.6
Section 7.3: WARNI NG M ARKINGS
ROAD MARKINGS
SADC RTSM VOL 1
MAY 2012
7.0.7
CONTENTS
MAY 2012
SADC RTSM VOL 1
ROAD MARKINGS
7.0.8
CONTENTS
Section 7.5: GUIDAN CE M ARKING S
ROAD MARKINGS
SADC RTSM VOL 1
MAY 2012
7.0.9
CONTENTS
MAY 2012
SADC RTSM VOL 1
ROAD MARKINGS
INTRODUCTION
7.1.1
CHAPTER 7: ROAD MARKINGS

7.1
INTRODUCTION
7.1.1 General
1 Developments in road traffic signing in Southern Africa
have increasingly tended towards European practices.
The details given on road markings in this manual
conform closely to general European practice whilst
also incorporating many of the ad hoc concepts already
used in Southern African cities, provinces and countries.
2
Road markings may be defined as markings embedded

in, or applied, or attached, to the road surface, kerbing,
or to objects within or adjacent to the roadway for the
purpose of regulating, warning or guiding traffic and to
delineate the limits of the roadway and all, or portions,
of the travelled way. The term ROAD MARKINGS
therefore includes roadstuds, and other lateral
delineation devices such as guardrail delineators and
traffic cones. Road markings may be used to supplement
road signs and traffic signals, or they may be used on
their own.
7.1.2
Road markings have the limitation that they may be

obliterated under adverse weather conditions. Their
conspicuity is impaired, often significantly, when wet or
dirty and their durability depends to a great extent on
their exposure to traffic wear. Road markings perform a
very necessary function by conveying requirements and
information to drivers which might not be possible with
road signs. They may often be visible when signs are
obscured and are able to provide message continuity to
a driver of a moving vehicle which is difficult and costly
to achieve by signing.
The following sections of this chapter detail the

individual types of road markings. These types of
markings comprise the "tools" which a road designer
may utilise. It is highly recommended that, particularly
when undertaking road junction design, the road
marking requirements be considered at the planning
stage. The use of these road markings "tools" is in fact
part of the design process. Typical details of
applications and combinations of various road markings
are covered in Volume 2.
Erasing road markings remains a d i f f i c u l t process.
Although research is being undertaken to find improved
methods, erasing of markings should be limited wherever
possible. Since the removal of incorrect or badly
positioned road markings is so difficult to do well it is very
important that designers are conscious of the need to plan
with care and attention to detail so that only necessary
markings are applied. This is particularly important in
urban areas where a lack of adequate planning can result
in markings being applied to large areas of the road
surface. Without the necessary care, this problem may
become so extensive as to create a skidding risk,
particularly for motorcyclists, and in any event will be
MAY 2012
Objectives
The continuing increase in traffic volumes on our roads

makes the extensive and correct use of road markings
essential. By so doing the full and efficient use of often
limited road space may be achieved. The widespread use
of lane markings is desirable to enhance lane discipline,
which in turn adds significantly to improved traffic flows
and road safety. In urban areas particular advantages
accrue from the use of adequate and accurate road
markings at junctions.
Objectives to be aimed for in providing road markings

therefore are:
(a) road safety;
(b) conformity of practice;
(c) good traffic management leading to optimum road
capacity;
(d) provision of the correct marking first time.
The modus operandi in developing the system of road

markings has been:
(a} to make clear the functional purpose of each type of
marking; and
(b) to optimise the effectiveness of road markings,
recognising that the application of markings and the
maintenance of them is an on-going budgetary
problem for road authorities.
expensive to eradicate or maintain (see also Subsections

7.1.12 and 7.1.15).
7.1.3 Classification of Road Markings

1
Road markings may comprise any of the following types,

either separately or in combination:
(a) transverse markings (approximately at right angles to
the roadway centre line);
(b) longitudinal markings;
(c) arrows;
(d) painted islands;
(e) symbols;
(f) words, letters and/or numerals;
(g) parking markings;
(h) roadstuds;
(i) other delineation devices.
Since many of these types of marking can have more

than one functional purpose, road markings are classified
as follows:
(a} regulatory markings;
(b) warning markings;
(c) guidance markings;
(d) roadstuds;
(e) other delineation devices.
It is essential that road authority officials and road

designers correctly understand the significance of
markings they wish to utilise.
7.1.4 General Design Principles

1
Road markings are provided not only to satisfy traffic

engineering requirements but should also be economically
and environmentally suitable. Road markings should
therefore embody the following properties:
(a) good visibility by day and night;
(b) good skid resistance;
(c) durability;
SADC - RTSM - VOL 1
ROAD MARKINGS
INTRODUCTION
7.1.2
(d) clarity of message;
(e) where appropriate, symbolic markings should be
elongated in the direction of movement of traffic (an
elongation of at least 3 to 1 compared to a similar
symbolused on a sign face is recommended);
(f) elongated markings should be sized in relation to the
operating speed of traffic;
(g) short drying or application times to keep traffic
disruption to a minimum;
(h) low environmental impact (products shall not
contain substances banned under national or
international law).
2
The visibility of road markings depends on the

observation angle, the length of the marking and the
contrast in the levels of light reflected by the marking and
by the surrounding surfaces. This LUMINANCE
CONTRAST is considered to result under conditions of
identical illumination of the contrasting surfaces.
Illumination of road markings may occur by virtue of
the generally diffuse, or scattered, light provided by
daylight or by overhead street lighting, or by the more
direct light provided by vehicle headlamps. The
luminance of a marking is dependent on the amount of
pigment, the presence of glass beads (which reduces
the luminance) and the method or manner of application.
To be visible, markings must contrast adequately with
the surface to which they are applied.
Night-time illumination by vehicle headlamps results in low
levels of marking illumination, certainly at medium to long
range. At such low levels the contrast sensibility and colour
perception properties of the eye are significantly reduced.
This results in colours merging into the background and
perception of detail is severely diminished. To improve
contrast it is generally recommended that road markings
which have night-time significance be made retroreflective
by the use of glass beads (ballotini), applied either in a
mixed form or after application of a paint. The need to
provide retroreflective road markings on road surfaces
illuminated by overhead street lighting will be determined
by the grade of street lighting to be used. Under lower
grades of street lighting the use of retroreflective street
markings may still be warranted (see Subsection 7.1.8).
It has been demonstrated by experiment that due to the
optical circumstances of night-time driving the best
roadway delineation can be achieved by placing the
delineation devices as low as possible i.e. on the road
surface, and as laterally close to the vehicle path as
possible.
The following general rules are useful to help one
understand why a wide variety of lines have been
developed. This variety indicates that the system is
becoming complex, which places a duty on designers to
apply the various types of marking with care. In
general:
(a) broken longitudinal lines are permissive in character;
(b) continuous solid longitudinal lines are restrictive in
character;
(c) double continuous solid lines indicate maximum
levels of restriction;
(d) the width of line used is an indication of the degree of
emphasis attached to the marking.
The effectiveness of road markings will deteriorate

rapidly if their application is not adequately specified
ROAD MARKINGS
and controlled. When road markings have poor durability

the road authority is forced to re-mark more frequently
which results in poor cost-efficiency. If road markings are
not durable or well maintained the accident potential for
sections of roadway may be significantly increased, with
further adverse economic effects (see Subsection 7.1.15).
Since the presence of water on the road surface rapidly

makes road markings ineffective, critical attention must be
given to rapid drainage of surface water from the
roadway.
7.1.5 Dimensioning and Setting Out

1
The minimum width of any line marking shall be 100

mm.
In general the diagrams given in this chapter do not

include dimensions. The principal dimensions are,
however, given in the descriptive text for each marking.
Detailed dimensions are given diagrammatically in Volume
4. 1t should be noted that minimum dimensions are stated
for most road markings. Many of these minimum
dimensions are also prescribed by legislation.
However, there is no impediment to using wider line
dimensions. Many existing practices already use wider
than minimum values for particular emphasis. Care
should be exercised in this regard, however. There are a
very limited number of possible line markings and
many markings with different functions have a similar
appearance. The need to maintain a visual indication of
such functional differences must be recognised.
All broken line markings are described by a LINE-TOGAP RATIO and recommended dimensions of line and
gap lengths are given in each appropriate Subsection.
Longitudinal broken line markings are designed for
convenience to be set out in MODULES.A module may
comprise one or several line-plus-gap combinations.
The STANDARD MODULE dimension for rural roads is

12m and for urban roads is 9 m. When undertaking
geometric design, it is recommended that taper
lengths, painted island lengths etc. be dimensioned in
multiples of the appropriate module length. This will
generally improve the ease of setting out of all changes in
direction and/or line type, broken line markings and
roadstuds when the latter are required.
The appearance of a standard module may be modified by

an alteration in the line-to-gap ratio. This type of
treatment may be used particularly with a LANE LINE
marking GM1, or a CONTINUITY LINE marking WM2. The
line length remains a standard length and the gap length is
altered. This has the effect of increasing or decreasing
the number of line-plus-gap combinations within a
standard module. This technique is illustrated in Figure 7.1
and specific details of the different module dimensions are
given in the relevant subsections. The standard module is
therefore an intermediate form of the road marking which
may be modified to produce a REDUCED density form or
an EXTRA density form. When a multi-lane road is
marked or re-marked with parallel broken lines such as
DIVIDING LINE marking WM3, LANE LINE marking
GM1,and/or CONTINUITY LINE marking WM2, it is
normal practice to line up parallel modules at regular
cross-section intervals. The line markings may be lined
up at the front or back of the module cross-section, or
the markings may be centred on the module cross-
SADC - RTSM - VOL 1
MAY 2012
INTRODUCTION
7.1.3
section as illustrated in Figure 7.2. Adoption of one of

these approaches will also assist the regular positioning
of roadstuds when these are specified.
6
On multi-lane roadways which have a curving alignment

it is recommended that modules be set out on the centre or
DIVIDING LINE. The effect of the curvature will increase
the circle perimeter outside the centre line and reduce it
on the inside of the centre line. Setting out will be
simplified in such circumstances if the outer modules are
extended and the inner modules shortened so that
markings line up on cross-sections. This will assist
matching of modules into and out of curves and onto
straights.
Although detailed dimensions of all arrow, symbol,

letter and numeral markings are given in Volume 4,
generally recommended lengths of such markings
related to operating speeds of traffic are given in Table
7.1. More detailed comments on the appropriate lengths
of specific markings are given in the relevant
subsections, and in Volume 2, Table 2.3.
In general STOP LINE marking RTM1 and YIELD LINE

marking RTM2 should be located in relation to the edge of
the main road or according to the junction geometry if the
junction is channelised. These lines should NOT
arbitrarily be located in line with the road reserve
boundary. Unless the junction is controlled by a traffic
signal or a 3- or 4-way stop control adequate Shoulder
Sight Distance must be available to drivers of vehicles
when they are stopped in the prescribed manner at a
STOP or YlELD marking. This Shoulder Sight Distance
must allow for drivers of stationary vehicles to see
enough of the main road in order to move off, to cover a
distance comprising the total of the distance of the STOP
or YlELD marking from the edge of the intersecting
roadway, plus the width of that roadway, plus the
length of their vehicle. Such a manoeuvre must be able to
be completed in the time it takes a vehicle, which has just
come into view on the main road as the driver on the
controlled road moved off, to reach the junction (see
Subsections 7.2.1 and 7.2.2 and Section 2.2 including
7.1.6 Location
7.1.7
In order that the effects of dirt and surface water may be

minimised longitudinal road markings should not be
located closer than 150 mm from the edge of roadway
surface. If roadstuds are required between a line and the
edge of road surface the line should be located 250 mm
from the road edge.
Road markings may be applied in. a paint, plastic or

bonded sheet form. The texture and preparation of the
road surface to which markings are to be applied
determine, to a great extent, the effectiveness of the
application, and therefore the life of the markings.
When roadstuds are to be applied next to a longitudinal

continuous solid line marking the roadstuds should
preferably be placed 50 mm from the line on the side
outside the travelled way. This spacing may be
reduced to 25 mm in exceptional cases.
When parallel longitudinal lines are marked close to

each other they should be spaced a minimum of 50 mm
apart. If roadstuds are to be applied between such lines
the lines should then be spaced at least 150 mm apart.
Road marking paints may be applied in a range of

thicknesses of the order of 0,2 mm to 0,5 mm and are
designed to be quick drying. Thin-application paints
with limited durability are appropriate only to lightly
trafficked roads or roads likely to be subjected to
maintenance within the longer life of more appropriate
thicker-application markings used on busier roads. The
skid resistance of painted markings may be low and
specifications should ensure that this aspect is
adequately covered and that compliance with
specifications is achieved {see Subsection 7.1.8).
TABLE 7.1
Materials
RECOMMENDED SYMBOL LENGTHS
TABLE7.1
Operating Speed {km/h)
Typical applications
Arrows, Symbols, Letters (m)
30-40
City Centre
1,25 or 2,5
50-60
Urban
2,5 or4,0
70-90
Urban Arterial/Rural Expressway
4,0 or 5,0
100-120
Rural Roads and Freeways
5,0
Special Applications
High Speed/High Accident Incidence Sites
7,5
NOTES:
(1) The marking lengths given are for general
applications. There are variations to these
recommendations which are covered in the
individual road marking subsections.
MAY 2012
(2) Lengths of arrows vary greatly depending on their

type. For full details see Volume 4, Chapter 12,
Section 3.
SADC - RTSM - VOL 1
ROAD MARKINGS
INTRODUCTION
7.1.4
3
Thick-application materials in the form of thermoplastics

or cold-applied plastics have greater skid resistance
properties.
Thermo-plastic
materials,
although
expensive, can be cost effective, particularly if used for
transverse lines, pre-cut symbols, larger marked areas
and for markings on sections of road subject to very
high traffic flows. Thermo-plastic material may be spray
applied (1 mm to 1,5 mm thickness) or screed-applied (up
to 3 mm thickness). Cold-applied plastics are even more
expensive and their durability can be cost effective under
conditions of extreme wear.
Bonded sheet or pre-formed bonded tapes are

generally too expensive to be cost effective for large
scale use. Permanent and temporary grades of bonded
tape are available. The permanent grade can be cost
effective for transverse markings, pre-cut symbols and
larger marked areas and possibly for all markings on
sections of road subject to very high traffic flows.
Application of the temporary grade in controlled
quantities at road-works, as removable temporary
markings, can be recommended due to the difficulty
experienced in the removal of paint markings. Such
temporary markings may have to be adjusted in position
regularly. The result of over- painting and re-painting
at road-works sites can be extremely confusing and
therefore potentially hazardous to drivers. Until such
time as a more effective method of removing road
markings is available which does not leave a residual
effect which, under certain lighting conditions, gives the
appearance of road markings, the use of black or grey
bonded tapes to eliminate unwanted markings is
recommended.
5 Care must be exercised to ensure that the temporary

grade only is used for road markings which may be
required for short periods of time and which may need to
be relocated from time to time to accommodate
changing traffic patterns, particularly at road-works
7.1.8
1
Specification
In South Africa SABS Specifications CKS 192-1971,

CKS 501-1981 and SANS 731-1987 refer for Drop-on
Type Reflectorised Road-marking Paint, High-build
Non-Skid Road-marking Paint and Road-marking Paint
respectively, and deal with the quality of paint
manufacture and offer limited testing advice. They do not
cover a number of important properties of road
marking paints, nor do they cover other road marking
materials, nor any application specifications.
3 The annual cost to road authorities of re-marking roads

within their jurisdiction can be considerable. In order to
ensure that, in the interests of road safety, markings
Factors which should be included in a specification of an

applied road marking material are:
(a)
(b)
(c)
(d)
colour;
luminance factor;
coefficient of retroreflection;
skid resistance (particularly for urban areas).
The required durability for these properties can be

specified by indicating the minimum time period which
should elapse before the acceptable "used" values are
reached (see paragraph 7.1.8.5).
5 The values given in Table 7.2 for new materials may be
used to assess original work. The values given for used
materials may be used to establish rates of deterioration in
terms of factors (a),(b) and/or (c).According to the working
environment a used marking may reach the lower limits
acceptable for one of the factors before the others. A
decision to re-mark may be taken based on the
deterioration in terms of only one factor. By building up
a database of information road authorities should
ultimately be able to assess which factor is most critical and
under what circumstances.
6
The specification of applied road markings and the

testing of such markings for compliance to specification is
not well developed. The testing procedures require
expensive equipment and highly skilled operators and
very few suitable items of equipment are available in
Southern Africa. Details given in this section are
therefore for the guidance only of any authority
wishing to carry out testing, and are given to
encourage the d e v e l o p m e n t o f e f f e c t i v e
testing procedures and specifications. The
various values given are not prescriptive and are subject
to alteration as a result of research and experience,
and by the eventual publishing of appropriate standards
for applied road markings.
ROAD MARKINGS
remain of an acceptable standard the effectiveness of

such expenditure should be carefully monitored. In
order to achieve an adequate and cost effective quality of
road marking it is recommended that road authorities
entering into contracts specify their requirements for the
road markings as applied to the relevant road surface
or surfaces, in addition to specifying the materials as
manufactured. The specification can cover the durability
required from materials by specifying an acceptable
deterioration in quality over a period of time. By
specifying in such a manner authorities should be able
to establish parameters for the maintenance of road
markings in an efficient manner. Such a specification can
be made independent of the actual road marking
materials and tenders can be reviewed in terms of the
initial cost AND the time span performance likely from
different materials.
The degree to which the acceptable values are attained for

new or "first-time" applications of sprayed, brushed or
screeded road marking materials is most likely to
depend on:
(a) the time which the new surface has had to "cure";
(b) the application rate used for the road marking
materials.
It is common practice when painting road markings to
cater for the surface curing time by using two applications
at closely spaced intervals. This factor must be
considered when writing contract specifications and
when assessing tenders.
7.1.9 Warrants
1
Precise warrants for the use of road markings in a

general sense are not well developed. A limited number
of specific road markings have a warrant available,
details of which are given in the relevant subsections.
Warrants for signal controlled and yield controlled midblock pedestrian crossings, which in turn warrant the
use of the relevant road markings are covered in
Chapter 6, Subsection 6.8.11 where a range of warrant
charts are also provided in Figures 6.16 to 6.27.
SADC - RTSM - VOL 1
MAY 2012
INTRODUCTION
7.1.5
NOTES:
(1) See Figure 72 for alternative methods of lining up
markings across a roadway when setting out.
NUlTY LINE marking for guidance on the selection of

standard, reduced or extra modules.
(2) Refer to Subsection 7.1.9 and to Subsection 7.4.1 LANE LINE marking and Subsection 7.3.2 - CONTI-
Fig.7.1
MAY 2012
Standard, Reduced and Extra Modules for

Broken Line Markings
SADC - RTSM - VOL 1
ROAD MARKINGS
INTRODUCTION
7.1.6
edge of the roadway
Detail7.2.1
Modules Lined Up
Across the Road on the
Centre of the Marking
Detail 7.2.3
Lane Line GM1

(Standard)
Dividing Line WM3
(Extra)
Detail 7.2.2
ng
Modules Lined Up
Across the Road on the
Marking
Modules Lined Up Across the

Road on the Back of the Marking
NOTES:
(1) Details illustrate urban STANDARD MODULES for
LANE LINE marking GM1 and EXTRA MODULES for
DIVIDING LINE marking WM3 (see Subsections 7.4.1
and 7.3.3 respectively).
Fig. 7.2
(2) Details are a l s o relevant to REDUCED or EXTRA

LANE LINE marking MODULES.
Lateral Alignment of Modules for Broken Line Markings
ROAD MARKINGS
SADC - RTSM - VOL 1
MAY 2012
INTRODUCTION
7.1.7
ACCEPTABLE VALUES FOR FACTORS APPROPRIATE TO

THE SPECIFICATION OF ROAD MARKINGS
TABLE7.2
New Materials
Factor
TABLE 7.2
Used Materials
White
Yellow
Red
White
Yellow
Red
0,305
0,335
0,325
0,295
0,494
0,470
0,493
0,522
0,660
0,610
0,638
0,690
0,305
0,350
0,340
0,295
0,481
0,444
0,494
0,054
0,655
0,579
0,606
0,690
0,315
0,345
0,355
0,325
0,505
0,480
0,457
0,477
0,340
0,340
0,312
0,310
0,315
0,360
0,370
0,325
0,518
0,476
0,426
0,454
0,345
0,341
0,314
0,310
Luminance Factor
0,6
0,4
0,08
0,45
0,3
0,06
Coefficient of Retroreflection
(minicandelas/lux/m2 )
150
100
30
100
70
20
Skid Resistance BNP(2)
50
x(1)
Colour
y(1)
50
NOTES:
(1) The co-ordinates given refer to the Chromaticity

Chart in Figure 1.20.The co-ordinates measured
for the colour should fall within the area defined by
the co-ordinates given.
(2) "BPN" stands for a value determined by the

British
Portable
Pendulum
Number
measurement method applicable to all colours
of markings.
Warrants for the use of various road markings are likely to

be different for rural applications and urban applications.
In the absence of a wider range of developed warrants
for road markings the following factors, which are largely
subjective and may be more relevant in a rural situation
than an urban situation, should be considered:
junction more obvious to approaching drivers);

(d) a CONTINUITY LINE marking WM2 is warranted
when a dedicated or exclusive turning lane is
provided at a rural or urban junction; such a marking is
also warranted on the left side of a roadway to
define the through portion of the roadway at wide
junctions when the provision of a LEFT EDGE LINE
marking RM4.1 through the junction is not
appropriate and/or the combination of horizontal
and/or vertical curvature together with an uphill
approach on the intersecting roadway makes definition
of the alignment of the left edge of the roadway
unclear;
(e) a range of markings are warranted at the junctions of
one-way and two-way roadways in urban areas to
reinforce the correct direction of travel;
(f) the use of PARKING BAY markings RM6 is warranted in any situation where a driver is charged for
the use of the parking, or where, from experience, the
behaviour of drivers has indicated a need to control
their parking activities;
(g) in addition, if the following are provided, the use of the
appropriate road marking is warranted as indicated:
(a) a LEFT EDGE LINE marking RM4.1 is warranted on

the left side of the travelled way of any rural or urban
roadway which has been provided with a surfaced
emergency shoulder (the marking may also be
warranted on the left side of roadways which do
not have surfaced emergency shoulders but which
are subject to edge damage due to vehicles
wandering off the surfaced roadway);
(b) a RIGHT EDGE LINE marking RM4.2 is warranted on
the right side of all freeway carriageways carrying
traffic travelling in one direction only (Class A1
freeway), whether the median is provided with a
barrier or not (such an edge line is also warranted on
non-freeway dual carriageway roadways which have
a median which is not defined by barrier or unmountable kerbs);
(c) GUIDE LINE markings GM2 are warranted when
more than one turning lane is provided for the left or
right turning movements at a junction even if one of the
two lanes is a shared through and turning lane (this
marking may also be warranted to guide pedestrians
to the safest crossing point at channelised or wide
road junctions -this latter marking application may
also be warranted in an urban situation to make
the existence and location of a
MAY 2012
(i)
a STOP sign R1 to R1.5 - a STOP LINE

marking RTM1;
(ii)
a YIELD sign R2, YIELD TO PEDESTRIANS

sign R2.1 or a YIELD AT TRAFFIC CIRCLE
sign R2.2- YIELD LINE marking RTM2;
(iii)
traffic signals - STOP LINE marking RTM1

and normally PEDESTRIAN CROSSING
LINES marking RTM3;
SADC - RTSM - VOL 1
ROAD MARKINGS
INTRODUCTION
7.1.8
(iv)
an EXCLUSIVE PARKING BAY marking RM7

- the appropriate designatory letter within the
standard oval marking RM7.1;
(v)
BUS LANE RESERVATION sign R302,

BlCYCLE LANE RESERVATION sign R304,
HIGH OCCUPANCY VEHICLE RESERVATION sign R336orTRAM LANE RESERVATION sign R339 - EXCLUSIVE USE LANE
LINE marking RM9;
(vi)
EXCLUSIVE USE LANE LINE marking RM9 symbol markings BICYCLE GM6.1 and HIGH
OCCUPANCY VEHICLE GM6.4, and WORD
MARKINGS GM7;
(vii) in advance of a pedestrian crossing PEDESTRIAN CROSSING AHEAD lines

RM11;
(viii) in advance of a railway crossing (see Volume 2,
Chapter 7) - RAILWAY CROSSING AHEAD
marking WM1;
(ix)
in advance of a lane drop - LANE REDUCTION ARROW marking WM6;
(x)
in advance of a NO OVERTAKING LINE

marking RM1 or NO CROSSING LINE marking
RM2- NO OVERTAKING LINE AHEAD
marking WM8;
(xi)
in advance of an arrestor-bed - ARRESTOR

BED AHEAD marking WM9;
module to another, or to choose one type of module instead

of another may be warranted by factors such as :
(a) the need to economise where visual impact is not
critical;
(b) the need for increased visual impact from a road
marking due to horizontal or vertical curvature, high
traffic volumes or a change in the roadway crosssection or lane configuration;
(c) the need to emphasise the difference between
functionally different but visually similar types of road
markings;
(d) the use of a progressive increase in density of
marking approaching a point of divergence,
convergence, or potential conflict of traffic.
7.1.10 Roadway Width Changes

1
When the alignment and/or width of a roadway is altered

due to an increase or decrease in the number of lanes,
or the introduction or removal of a dividing island, or at
a constriction, it is commonly necessary to re-align some
or all of the longitudinal road markings. Such a change in
alignment is achieved by shifting the line at a constant rate
until it reaches the required new position. This rate of shift
is commonly referred to as the TAPER RATE. The
circumstances described may occur as part of
permanent or temporary geometric treatments.
For purposes of road marking a taper rate of 1 in 50 (or 1

metre shift for every 50 metres longitudinal distance) is
considered "flat" (or slow), whereas a taper rate of 1 in 10 is
considered "sharp" (or fast).Subject to the road space
available the ends of a tapering section may be softened,
both visually and geometrically, by the introduction of circular or
parabolic curves. Such treatment is more appropriate when
using a "sharp" taper rate but may also be appropriate with
"flat" taper rates on high speed approaches.
The TAPER RATE to be used is dependent upon:
(xii) on a speed hump - SPEED HUMP marking

WM10 and NO OVERTAKING LINE marking
RM1;
(xiii) the addition of a lane either as a climbing lane, an
overtaking opportunity lane or as a turning lane BIFURCATION ARROWS marking GM3 and
LANE LINE marking GM1.
4
As described in Subsection 7.1.5 and illustrated in

Figure 7.1 a number of broken line markings may be
applied as STANDARD, REDUCED or EXTRA
MODULES. The decision to alter from one type of
TABLE 7.3
(a) the operating speed of traffic;
NOMINAL TAPER RATES FOR LONGITUDINAL LINES

Taper Rate for
Line Shift Without
Kerbed Island (1 in ...)
TABLE 7.3
Taper Rate for Line Shift

Preceding Kerbed Island (1 in ...)
Width of kerbed island
0,6 m1,25 m
1,75 m2,5 m
3m or more
30
20
Rural
Urban
50
25
20
10
10
50
25
Rural
Urban
50
30
20
15
60
35
Rural
Urban
50
35
25
20
80
45
Rural
Urban
50
45
35
30
120
50
50
40
35
ROAD MARKINGS
SADC - RTSM - VOL 1
MAY 2012
INTRODUCTION
7.1.9
should be created between a remaining, but no longer
relevant, permanent longitudinal
marking and a
temporary longitudinal marking intended to replace the
original marking and to perform a similar function.
Conversely, the intended continuation of a permanent
longitudinal marking into a temporary longitudinal marking
should be visually reinforced by whatever means is
practical under the circumstances. In preparing such
treatments designers should pay particular attention to
their effectiveness at night. The use of wider markings,
roadstuds or delineator hazard markers may be
considered.
(b) whether only road markings are offset (in particular

the DIVIDING LINE between opposing flows of
traffic);
(c) whether a channelizing or median island (or barrier) is
introduced in conjunction with the shift in alignment.
4
Table 7.3 indicates a range of appropriate TAPER

RATES. When a change in alignment occurs
simultaneously with the introduction of an island (or
barrier) the flatter or slower taper rate quoted should be
used. When introduced into the traffic flow a narrow island
or obstruction may be potentially more hazardous than a
wider one. The table therefore recommends flatter
taper rates for narrower obstructions. Designers must
also be aware of the requirements of the Code of
Procedure or design requirements of the Authority under
whose jurisdiction the roadway falls.
The taper rates given should be considered as nominal

rates. The setting out of road markings will be simplified if
the length of tapering sections is fixed at a rounded
dimension. This length should preferably represent a full
number of rural or urban STANDARD MODULES as this
will simplify the matching of any parallel longitudinal
broken line markings to the changes in alignment. For
example a 1,70 m shift at a rate of 1 in 50 requires a
taper length of 85 m. It is recommended that the taper
length be adjusted to 84 m for rural conditions (7 x 12m
modules) and 81 m for urban conditions (9 x 9 m
modules). This approach will therefore result in actual
taper rates of 1 in 49.4 and 1in 47.6 respectively (see also
paragraph 7.1.5.4.).
Changes in alignment and tapers may occur between

lanes carrying traffic in opposite directions or lanes
carrying traffic in the same direction. A wide range of line
types may be involved in the detailed treatment of such
sections of road. The intended function each line type is
covered in the remaining sections of this chapter. Details
of the applications of various line types involving
tapers are illustrated in Volume 2.
7.1.11
The majority of detail relating to the use of road markings for junction channelisation is given in Volume 2.
Designers wishing to utilise various types of marking

should read the relevant text in this chapter so that they are
familiar with the intended functions of such markings.
A particular aspect relevant to the road marking of

junctions. which designers should note, is the
functional difference between line markings used for the
separation of vehicles travelling in the same direction
and line markings used for the separation of vehicles
travelling in opposite directions.
Temporary Road Markings
1 Any type of road marking may be used temporarily

during a period when road construction is in progress or
traffic is deviated from its normal route for whatever
reason. lt must be remembered, however, that there is
no visual difference to drivers between permanently
placed road markings and temporarily placed ones.
Great care must be exercised so that there is no
confusion when it is required to use temporary road
markings. Whenever possible a clearly visual discontinuity
MAY 2012
Due to the difficulty in erasing road markings it is

strongly recommended that wherever possible temporary
markings be applied using one of the following
techniques:
(a) by using a lightly applied non-emulsion paint such as
PVA which will quickly wear under traffic operations
(the use of PVA paint is preferable for short- term
work which still requires a limited amount of marking,
or in situations where regular remarking to
accommodate the rapid wear is acceptable);
(b) by using temporary, pre-formed, adhesive-backed
tapes (this material, although costly, has the advantage
that it can be put down and lifted a number of times
with limited wastage and can be cost effective when
used carefully; a black version of this tape is available
which is u s e f u l to temporarily blank-out existing
markings, particularly at temporary changes of
direction when lane, edge or barrier lines would
otherwise continue across the line of the deviation or
detour, and would otherwise have to be erased; care
should be taken to see that only the temporary grade
of tape is used in such circumstances);
(c) by using temporary roadstuds at close spacings to
simulate a road marking line (roadstuds used in this
manner must be easily removable).
7.1.13
Junction Channelisation
7.1.12
Freeway Road Markings
The road marking of freeways is covered generally under

the subsections dealing with specific road markings. Due
to the almost universally high speeds pertaining to
freeways it is normal to specify line widths which are
greater than the minimum values and to generally make
details such as painted islands as bold as possible.
2
Certain aspects of the road marking of freeways require

particular care in detailing and specification. These are:
(a) edge lines (see Subsection 7.2.8);
(b) off-ramp ore painted islands (see Subsection 7.2.9
and Volume 2, Chapter 2);
(c) on-ramp gore markings (see paragraph 7.1.13.3
and Volume 2, Chapter 2);
(d) median edge lines (see Subsection 7.2.8);
(e) "No Entry" markings including roadstuds, at junctions
of off-ramps with crossing roads (see Subsection
7.5.2 and Volume 2, Chapter 2);
(f) lane reduction arrows (see Subsection 7.3.6 and
Volume 2, Chapter 2);
(g) at the beginning and end of freeways (see Volume
2,Chapter 2);
(h) at the termination of climbing lanes (see Volume
2,Chapter 2).
SADC - RTSM - VOL 1
ROAD MARKINGS
INTRODUCTION
7.1.10
3
On-ramp gore markings may vary according to the type of

on-ramp being marked. A loop ramp turning through 180
to 360 may benefit from the use of a painted island
marking in the joining gore with the main freeway
carriageway or collector-distributor road. A tangential
type of on-ramp does not normally require a painted
island in the gore area.
7.1.14
1
effective in the Southern African context in terms of

time and materials.
3
(a)
(b)
(c)
(d)
Pedestrian and Cyclist Road

Markings
Road markings indicating exclusive pedestrian and/or

cyclist portions of the roadway and the positions where
pedestrians and/or cyclists cross the path of vehicular
traffic are covered in the various subsections of this
chapter and in Volume 2, Chapters 2 and 3.
7.1.15
Maintenance
The maintenance of road markings is an expensive

operation and has been commented on in earlier subsections. When re-marking is undertaken it should be
done carefully and accurately to avoid creating a ragged
appearance to the marking. A high standard of
maintenance of road markings, including roadstuds, is
essential if they are to fulfil their purpose.
to paint it over with flat black or grey paint;

to burn the marking off the road surface;
to grind the marking off the road surface
to remove the marking with a very high pressure
water jet.
These methods can all, on occasion, fail to achieve the

desired objective in that they leave marks, which, under
certain light conditions may appear as clearly as the
original road marking. Research on this issue continues
on a world-wide basis, however, a technique worth
considering is to try to disguise the shape of the markings
being removed by making the area of over-painting,
burning or grinding an irregular rather than regular shape
which does not conform exactly to the pattern being
erased.
Designers using these road markings should remember

that they also apply to pedestrians and cyclists and to be
effective must be clearly visible to them. This comment
applies to the use of PEDESTRIAN CROSS- ING AHEAD
"zigzag" marking RM11, and GUIDE LINE marking GM2
in particular.
If, for whatever reason, a marking has been applied to the

road surface which is no longer required the removal of
such a marking must be carried out skilfully. The
traditional methods of erasing an unwanted road marking
are:
7.1.16 Road Marking Diagrams

1
As stated in paragraph 7.1.1.5 the individual road

markings detailed in this chapter are the "tools" which
may be used to design an often complex road marking
plan. The subsections dealing with each road marking
include a diagram of the actual marking. In many cases
the diagram details basic examples of only one or two
modules, or patterns, of what is in effect a continuous
marking which may, when applied, stretch for kilometres.
In addition to the diagrams a limited number of figures
are provided in order to illustrate basic applications.
In order that the orientation of each diagram and figure can

be made clear an indication is given in all relevant
instances of the direction of travel of traffic in relation to
the marking or markings. This indication is given by the
following triangular device:
The following aspects should be considered by road

authorities when developing a systematic approach to
road marking maintenance:
(a) before re-marking, particularly after a road or street
has been reconstructed or re-surfaced, the
functional need for all existing markings should
be assessed;
(b) if a marking has been deemed necessary it is in the
interests of public safety that it be well maintained;
(c) the most cost effective form of maintenance need not
necessarily be the re-marking of markings at evershorter intervals of time due to the labour cost
component; other options should be assessed on an
economical basis;
(d) mechanical street cleaning and the washing of
devices such as guardrails (and their delineators) is
used in several parts of the world to extend
replacement maintenance periods and should be
assessed from time to time as it may become cost
ROAD MARKINGS
pointing in the
direction of travel
This triangle appears in black on the grey background of
the diagram and should not be misinterpreted as an
arrow on the road surface.
SADC - RTSM - VOL 1
MAY 2012
7.2.1
REGULATORY
STOP LINE
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7.2.1 Stop Line

1
A STOP LINE regulatory marking RTM1 imposes a

mandatory requirement upon drivers of vehicles, when
combined with a STOP sign R1, a RED traffic signal
indication, or the signal of a traffic officer, that they
shall stop their vehicle immediately behind such
line, AND such line shall have the significance
assigned to STOP sign R1. In any other circumstance
STOP LINE markings shall have the significance
assigned there to by STOP sign R1. (STOP sign R1
includes any and all derivations of sign R1 -see
Subsection 2..2.1 and Chapter 6.)
This has the effect, that in the event that a STOP sign R1
at a road junction has fallen down or is temporarily
missing, or if a traffic signal is temporarily out of order, the
STOP LINE marking RTM1 shall have the full
significance of the sign R1, or the traffic signal RED
indication, as if they were still in position or functioning.
STOP LINE markings RTM1 shall only be used in

conjunction with STOP sign R1 and TRAFFIC
SIGNALS. STOP LINE markings shall not be used where
regular but short term point duty is performed by a
traffic officer or a scholar patrol or at non-signal
controlled pedestrian crossings. STOP LINE markings
shall not be used in conjunction with GUIDE LINE
marking GM2, within a junction which is controlled by
traffic signals, since the control required over turning
traffic is YIELD control (see Subsection7.2.2,
paragraph 7.2.2.2).When a random temporary roadblock is operated by a traffic officer temporary STOP
LINE markings RTM1 shall be placed on the road surface
for the duration of the road-block and shall be completely
removed immediately the temporary control ceases
(see Subsection 7.2.2, 7.2.3 and 7.2.4).
A STOP LINE shall comprise a continuous solid white line

with a minimum width of 300 mm in urban areas and
500 mm in rural or other areas. STOP LINES, which
have been warranted, shall extend across the full width
of that portion of all surfaced road junction approaches
used by traffic travelling towards the junction, with the
exception as noted in paragraph 7.2.1.5. In the case of
two-way roadways stop lines shall extend from the edge of
the roadway to the NO OVERTAKING LINE marking
RM1,or
the
NO
CROSSING
LINE
marking
RM2,whichever indicates the dividing line between
MAY 2012
opposing traffic movements as specified in paragraph

7.2.1.6. In the case of one-way roadways stop lines
shall extend from the left kerb line to the right kerb line.
For the purposes of these requirements the junction
between the road surface and a drainage channel may
be taken to represent the kerb line.
5
A STOP LINE marking RTM1 shall be combined with a

YIELD LINE marking RTM2 to permit left turning filter
movements at junctions under control of STOP/YIELD
sign R1.2.
When a STOP LINE is marked across a portion of a

two-way roadway the DIVIDING LINE marking WM3,
shall be replaced by a minimum length of NO
OVERTAKING LINE marking RM1,or NO CROSSING
LINE marking RM2,whichever is appropriate in terms of
the functions of these markings (see Table 7.5).
When used in conjunction with PEDESTRIAN CROSSING

LINES marking RTM3, a STOP LINE should be spaced
at least 1m, and at signalised mid-block crossings
preferably 3 m, in advance of the PEDESTRIAN
CROSSING LINE. When pedestrian crossing lines are not
marked, the stop line should be located so as to give
the best line of sight to crossing road users consistent
with the turning requirements of vehicles entering the
roadway on which the stop line is marked. The STOP
LINE should be located not more than 15m or less than
1,2 m from the line representing the continuation of the
edge of the intersecting roadway (see Figure
2.8,Section 2.2).
Typical examples of the application of STOP LINE

markings are given in Volume 2, Chapters 2 and 3.
It is recommended that the word "STOP" in the standard

WORD markings GM7 be marked on the road surface
approximately 1 m in advance of the STOP LINE
marking RTM1 when used in conjunction with a STOP
sign R1. The marking of the word "STOP", with or without
INFORMATION ARROW marking GM4.1, in advance of a
stop line may be used as an optional additional
marking when sight distance to the STOP sign R1, is
unavoidably poor (see Subsection 7.4.4).
SADC - RTSM - VOL 1
ROAD MARKINGS
7.2.2
REGULATORY
YIELD LINE
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RTM2
7.2.2 Yield Line

1
A YIELD LINE regulatory marking RTM2 imposes a

mandatory requirement upon drivers of vehicles that
they shall yield right-of-way at the point marked
by the line:
(a) to all traffic on the public road which is joined
by the road on which they are travelling,
(b) to all rail traffic on the railway line which is
crossed by the road on which they are
travelling;
(c) to pedestrians and/or cyclists crossing the
roadway, or waiting to cross the roadway at a
crossing marked with PEDESTRIAN CROSSING
LINES
marking
RTM3
and/or
BLOCK
PEDESTRIAN CROSSING marking RTM 4;
When a YIELD LINE is marked across a portion of a

two-way roadway the DIVIDING LINE marking WM3 shall
be replaced by a length of NO OVERTAKING LINE marking
RM1,or NO CROSSING LINE marking RM2, which-ever
is appropriate in terms of the functions of these
markings. The minimum lengths of such markings shall be
as given in Table 7.5. At a marked pedestrian crossing
YIELD LINE marking RTM2 may be used in conjunction
with PEDESTRIAN CROSSING AHEAD LINE markings
RM11. For details of this and other pedestrian crossing
markings see Subsection 72.15.
When used in conjunction with PEDESTRIAN

CROSSING LINES marking RTM3, and/or BLOCK
PEDESTRIANCROSSING marking RTM4, a YIELD
LINE should be spaced at least 3 m and preferably 6 m
in advance of the PEDESTRIAN CROSSING LINE or
BLOCK PEDESTRIAN CROSSING marking.
A YIELD LINE marking RTM2 shall be combined with a

STOP LINE marking RTM1 to permit left turning filter
movements at junctions under control of STOP/YIELD
sign R1.2.
When used at a road junction a YIELD LINE should be

located not less than 1,2 m from the line representing the
continuation of the edge of intersecting roadway. When
used on a turning roadway (slip road) care should be
taken to locate the YIELD LINE so that drivers have an
adequate line of sight to converging traffic on the cross
road in order that they may yield right-of-way at the line
(see Figure 2.7, Section 2.2).
A YIELD LINE, in conjunction with a YIELD sign R2,may

be used to control traffic on the approach to a railway
crossing which is infrequently used, provided that a good
line of sight to the railway line is available.
AND such marking shall have the significance assigned

to YIELD sign R2 (YIELD sign R2 includes any and all
derivations of sign R2).
2
This has the effect that, in the event that a YIELD sign R2
at a road junction or pedestrian crossing has fallen down,
or is temporarily missing, the YIELD LINE markingRTM2
shall have the full significance of YIELD sign R2.A YIELD
LINE marking RTM2,when marked across a turning lane
demarcated by GUIDE LINE marking GM2, within a
junction which is controlled by traffic signals, shall have
the full significance of YIELD sign R2 without the use of
such sign.
YIELD LINE markings RTM2 shall only be used in conjunction with
YIELD
sign
R2,
YIELD TO
PEDESTRIAN sign R2.1, or YIELD AT TRAFFIC
CIRCLE sign R22, or as indicated in paragraph 7.2.2.2.
YIELD LINE markings shall be used at any l ocation,
which is not controlled normally by a traffic signal,
where regular but short term point duty is performed by
a traffic officer or a scholar patrol (see Subsections
7.2.1,7.2.3 and 7.2.4).
A YIELD LINE shall comprise a broken white line with a
minimum width of 300 mm in urban areas and 500 mm in
rural or other areas. YIELD LINES, which have been
warranted, shall extend across the full width of that portion
of all surfaced road junction approaches used by traffic
travelling towards the junction, with the exception noted
in paragraph 7.2.2.7.A line-to-gap ratio of 2 to 1 should
be used with the recommended lengths of 600 mm line
and300 mm gap.These should be extended o 1000mm
and 500 mm in rural areas when the yield controlled
portion of the intersecting roadway exceeds 5 m in width.
ROAD MARKINGS
10 Typical examples of YIELD LINE markings are given in

Volume 2, Chapters 2, 3 and 7.
11 It is recommended that the YIELD CONTROL AHEAD
marking WM5 be marked on the road surface
approximately 1min advance of the YIELD LINE marking
RTM2. YIELD CONTROL AHEAD marking WM5, with or
without INFORMATION ARROW marking GM4.1, may
be used as an optional additional marking when sight
distance to the YIELD sign R2 is limited (see
Subsections 7.3.5 and 7.4.4 and Volume 2).
SADC - RTSM - VOL 1
MAY 2012
7.2.3
REGULATORY
PEDESTRIAN CROSSING LINES

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RTM3
7.2.3 Pedestrian Crossing Lines

1 A PEDESTRIAN CROSSING LINES regulatory marking
RTM3 imposes a mandatory requirement that drivers of
vehicles shall yield right-of-way, by slowing down or
stopping if need be to so yield, to a pedestrian who
is crossing the roadway or a portion of roadway,
or to a pedestrian waiting to cross the roadway,
AND regulatory marking RTM3 imposes a mandatory
requirement that pedestrians shall only cross the
roadway within the crossing defined by the
markings and the edges of the roadway and/or
median or other traffic island (if such are provided)
installation of a formal crossing it is recommended that

GUIDE LINE markings GM2 be provided in a similar
manner to PEDESTRIAN CROSSING LINES.
This
type of informal crossing is intended to assist pedestrians
identify the section of public road over which they may
most safely cross.
4
PROVIDED that:
(a) if such PEDESTRIAN CROSSING LINES marking
RTM3 is used in conjunction with a road sign or traffic
signal, or STOP LINE marking RTM1 or YIELD LINE
marking RTM2 the significance of these road
traffic signs shall take precedence;
(b) pedestrians are crossing the roadway or portion of
roadway in accordance with the prescribed
indications of a traffic signal when such is provided.
2
PEDESTRIAN CROSSING LINES markings shall always

comprise two continuous white lines. These lines shall be a
minimum of 100 mm wide and shall be placed at least 2,4
m apart. A separation of 3m is preferred, and where large
volumes of pedestrians are present the distance
separating the lines should be increased. The lines should
extend across the full width of a roadway or portion of
roadway and should normally be parallel to each other
and at 90to the direction of traffic movement. However,
crossings may be skewed if this is in the best interests of
pedestrians and the safe movement of traffic.
PEDESTRIAN CROSSING LINES shall be preceded by a
STOP LINE marking RTM1 when used at a traffic signal
controlled crossing, or a YIELD LINE marking RTM2
when used at a road sign controlled crossing. Marking
RTM3 shall not be marked on top of, or as an extension to
such lines, but as separate markings. It is not
recommended that PEDESTRIAN CROSSING LINES
be marked on the approaches to uncontrolled or partially
controlled junctions. If it is required to provide guidance to
pedestrians when their numbers do not warrant the
MAY 2012
Warrants for the installation of various types of mid-block

pedestrian crossing are given in Section 6.8.The pedestrian
crossing marking used will depend on the type of control
warranted. As a general rule PEDESTRIAN CROSSING
LINES marking RTM3 should be provided atall approaches
to a junction controlled by traffic signals.
However they may be omitted if:
(a) for some reason it is considered unsafe for pedestrians
to cross a particular approach; in such circumstances the
normal crossing position should be covered by a NO
PEDESTRIANS sign R218 and the safe route through
the junction made clear to pedestrians if necessary by
means of pedestrian guidance signs;
(b) the pedestrian crossing volumes in a particular direction
average less than 50 per hour during daylight.
It is recommended that PEDESTRIANCROSSINGLINES

marking RTM3 is only used in conjunction with a traffic
signal either at a junction or in a mid-block location.
Pedestrian
crossings controlled
by
YIELD TO
PEDESTRIAN sign R2.1, which may operate with or
without part-time control by a traffic officer or a scholar patrol
shall use the BLOCK PEDESTRIAN CROSSING
marking RTM4 because of the greater visual impact of this
marking. In the event that the type of control at a mid-block
pedestrian crossing is altered from road sign to traffic signal,
or vice versa, it is acceptable to use both markings. In such
situations, the "block'' markings should be separated from the
line markings to obtain a better visual effect (see
Subsections 72.4 and 72.15).
Where PEDESTRIAN CROSSING LINES are marked in an

un-signalised mid-block location, they should be preceded
by a PEDESTRIAN CROSSING warning sign W306 on
each approach in accordance with the provisions of
Subsection 3.4.6. If marked at a signalised mid-block
location warning signs W301 and W306 may be used.
SADC - RTSM - VOL 1
ROAD MARKINGS
7.2.4
REGULATORY
BLOCK PEDESTRIAN CROSSING MARKINGS

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7.2.4 Block Pedestrian Crossing Markings

1
A BLOCK PEDESTRIAN CROSSING regulatory marking

RTM4 imposes a mandatory requirement that drivers of
vehicles shall yield right-of-way, by slowing down or
stopping if need be to so yield, to a pedestrian who is
crossing the roadway or a portion of roadway, or to
a pedestrian waiting to cross the roadway, AND
regulatory marking RTM4 imposes a mandatory
requirement that pedestrians shall only cross the
roadway within the crossing defined by the markings
and the edges of the roadway and/or median or other
traffic island (if such are provided).
It is recommended that BLOCK PEDESTRIAN

CROSSING markings be used at any pedestrian crossing
controlled by YIELD TO PEDESTRIAN sign R2.1. Such
crossings should normally be mid-block pedestrian
crossings which may operate with or without part- time
control by a traffic officer or a scholar patrol. In the event
that the type of control at a mid-block pedestrian crossing
is altered from road sign to traffic signal, or vice versa it
is acceptable to use both BLOCK PEDESTRIAN
CROSSING markings and PEDESTRIAN CROSSING
LINES markings to avoid the need to erase the "block"
markings. The line markings should be separated from
the "block" marking to achieve a better visual impact.
BLOCK PEDESTRIAN CROSSING markings may be
used elsewhere if necessary to enhance the visibility of a
pedestrian crossing point at traffic signal controlled road
junctions or mid- block crossings (see Subsections
2.2.3, 7.2.2, 7.2.3 and 7.2.15 and Volume 2).
Warrants for the installation of various types of midblock pedestrian crossings are given in Section 6.8.
The pedestrian crossing marking used will depend on the
type of control warranted.
BLOCK PEDESTRIAN CROSSINGS may be used in

rural areas but their common application is in busy
urban areas where, at schools, stadia, arcades, malls,
cinemas and other centres of attraction, it is necessary to
assign priority to pedestrians crossing the roadway.
Where BLOCK PEDESTRIAN CROSSING markings are

marked in a mid-block location they should be preceded
by a PEDESTRIAN CROSSING warning sign W306 on
each approach in accordance with the provisions of
Subsection 3.4.6.
Non-signalised pedestrian crossings should not be

marked:
PROVIDED that:
(a) if such BLOCK PEDESTRIAN CROSSING marking
RTM4 is used in conjunction with a road sign or
traffic signal, or STOP LINE marking RTM1 or
YIELD LINE marking RTM2 the significance of
these road traffic signs shall take precedence;
(b) pedestrians are crossing the roadway or portion of
roadway in accordance with the prescribed indications
of a traffic signal when such is provided.
2
BLOCK PEDESTRIAN CROSSING markings shall

comprise a number of rectangular white painted markings
of minimum length 2,4 m and minimum width 600 mm,
spaced 600 mm apart which shall extend across the full
width of the roadway or portion of roadway. A length of
marking of 3 m is preferred, and this dimension may be
further increased if large volumes of pedestrians are
present, to enable reasonable compliance with the
provisions of paragraph 7.2.4.1. The necessary width
may be determined by making the length of marking
equal to 0,6 m for every 125 pedestrians/hour based on
the four peak hours. A maximum length of 5 m is
recommended.
BLOCK PEDESTRIAN CROSSING marking RTM4 shall
be preceded by a STOP LINE marking RTM1 if used at a
traffic signal controlled crossing, or a YIELD LINE marking
RTM2 when used at a road sign controlled crossing (see
Subsection 7.2.3, paragraph 7.2.3.3).
ROAD MARKINGS
(a) on any section of roadway with inadequate vertical or

horizontal sight distance;
(b) close to a junction controlled by traffic signals.
SADC - RTSM - VOL 1
MAY 2012
7.2.5
REGULATORY
NO OVERTAKING LINE
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RM1
7.2.5
1
No Overtaking Line
A NO OVERTAKING LINE regulatory marking RM1

imposes a mandatory requirement that drivers of vehicles,
when such marking is used to the left of, or in place of,
a DIVIDING LINE marking WM3 to demarcate those
portions of a roadway used by traffic travelling in opposite
directions, shall:
(a) not drive a vehicle In such a manner that it Is on
the right side of such marking; and
(b) not drive a vehicle in such a manner that it or
any part of such vehicle crosses the NO
OVERTAKING LINES marking;
have an identical significance. The major functional

difference therefore lies in the application of the NO
OVERTAKING LINE to two-way traffic and the
CHANNELISING LINE to one-way traffic.
4
NO OVERTAKING LINES shall be provided at vertical and

horizontal curves, and elsewhere, on two-way
roadways where overtaking is to be prohibited because of
dangerously restricted sight distances or other hazardous
conditions.
NO OVERTAKING LINES should be marked where the

Barrier Sight Distance between a point 1,05 m high
(equivalent to eye height) and a point 1,30 m high
(equivalent to vehicle height) on vertical or horizontal
curves is less than the value given in Table 7.4.The
Barrier Sight Distance allows sufficient time for two
vehicles approaching each other in a head-on situation to
stop if they should be left with no other option for
avoiding action. This distance therefore approximates to
twice the Stopping Sight Distance.
NO OVERTAKING LINE markings shall comprise a

single continuous solid white line with a minimum width of
100 mm. The effective continuity of a NOOVERTAKING
LINE is subject to a number of factors covered in the
following paragraphs.
The length of a NO OVERTAKING LINE depends on

whether its principle use is for traffic control purposes
(commonly urban), or for reasons of limited sight
distance (commonly rural).When used to control
overtaking manoeuvres under conditions of limited
sight distance a NO OVERTAKING LINE may be used
according to one of the systems given in Figure 7.3 in
which case the length will depend on an engineering
assessment (see Table 7.4, paragraph 7.2.5.10 and
The minimum length of a NO OVERTAKING LINE may vary

according to the circumstances in which it is being used.
Prescribed and recommended values are given in Table
7.5.
UNLESS the vehicle is driven:

(i) to gain direct access to any land on the opposite
side of the NO OVERTAKING LINE;
(ii) to gain direct access from any land to that
portion of the roadway on the opposite side of the
NO OVERTAKING LINE;
(iii) to pass a stationary obstruction in the roadway;
PROVIDED that, in all instances it is safe to do so.
2
The NO OVERTAKING LINE marking performs the

function of the marking previously known as a
BARRIER LINE. Terminology has been amended to
differentiate more clearly between the functions of
single and double barrier lines used with or without a
DIVIDING LINE markingWM3. An additional NO
CROSSING LINE marking RM2 is therefore provided.
The NO OVERTAKING LINE and NO CROSSING LINE
markings remain, in function, as barrier lines (see
Subsection 7.2.6).
The significance attached to NOOVERTAKING LINES is
such that these lines shall only be used between
portions of roadway carrying vehicles travelling in
opposite directions. If it is required to achieve a no
overtaking function within a portion of roadway carrying
only vehicles which are travelling in the same direction a
version of the CHANNELISING LINE marking RM3 shall
be used. Although the application of a CHANNELISING
LINE marking may commonly call for a wider line than is
used for a NO OVERTAKING LINE marking this need not
be the case. These markings can therefore appear
identical and on occasion they may
MAY 2012
9 In undertaking an engineering assessment consideration

should be given to:
(a)
(b)
(c)
operating speed;
Barrier and Decision Sight Distances;
the distance between the end of one section and
SADC - RTSM - VOL 1
ROAD MARKINGS
7.2.6
(d)
(e)
(f)
(g)
REGULATORY
-ment of road junctions. The treatment may vary according to many factors. Examples are given in Volume 2.
the start of a new section of NO OVERTAKING

LINE which should not be less than 120 m;
multi-lane approaches;
the existence of property accesses;
traffic volumes;
compliance with the DIVIDING LINE marking WM3
warrant given in Subsection 7.3.3.
11 In order to warn traffic that a DIVIDING LINE is about to

be combined with or replaced by a NO OVERTAK- ING
LINE, NO OVERTAKING LINE AHEAD arrow markings
WM8, should be marked on the DIVIDING LINE (see
Subsection 7.3.8).
10 In both rural and urban areas NO OVERTAKING

LINES may be marked as part of the geometric treat
TABLE 7.4
WARRANTS FOR NO OVERTAKING LINE
TABLE 7.4
Design Speed (km/h)
Minimum Barrier Sight Distance (m)
50
60
80
100
120
150
180
250
300
400
NOTES:
Distance are illustrated in Figures 7.4 and 7.5.
(1) Methods of determining the available Barrier Sight
TABLE 7.5
Condition
TABLE 7.5
MINIMUM NO OVERTAKING LINE LENGTH

Length (m)
Prescribed Min.<1l
Recommended Min.
Urban junction
18
Urban junction - traffic signal or

uncontrolled approach
18
Urban junction - STOP or YIELD

controlled approach
18
Rural junction
12
Rural junction - uncontrolled approach
12
Rural junction - STOP or YIELD

controlled approach
12
24
Rolling terrain/curving roadway
N/A
150
Mountainous terrain
N/A
60
or 27(3)
24
(4)
24 to 60
NOTES:
(1) The prescribed values apply ONLY PROVIDED a NO
OVERTAKING LINE has been warranted and there is
sufficient surfaced roadway to which the marking may
be applied.
(2) All lengths are a whole number of the relevant
markings MODULE lengths.
ROAD MARKINGS
(3) A length of 27 m is preferred for multi-lane approaches.

Greater lengths may be used.
(4) MINIMUM length should be increased with increased
operating speed. Greater lengths may be used.
SADC - RTSM - VOL 1
MAY 2012
7.2.7
REGULATORY
NOTES:
(1) The marking arrangements shown above indicate
"centre line" treatments for two-way roadways. To
avoid risks of confusion (particularly in a legal context)
the terms "centre line" and "barrier line" are no longer
used. The line separating opposing streams of two-way
traffic may comprise a DIVIDING LINE marking WM3
(permitting overtaking), a NO OVERTAKING LINE
marking RM1 (prohibiting overtaking but permitting
crossing), or a NO CROSSING LINE marking RM2
(prohibiting overtaking
and
crossing),or
some
combination of these lines.
(2) Details 7.3.1 and 7.3.2 show systems of line marking
between opposing streams of traffic which involve the
Fig. 7.3
MAY 2012
replacement of DIVIDING LINE WM3 by NO OVERTAKING LINE RM1.

(3) Detail 7.3.3 shows a system where, in effect, two NO
OVERTAKING LINES RM1 added to DIVIDING LINE
WM3, create a NO CROSSING LINE RM2.With such a
system it is necessary to discontinue the marking if it is
required to give access in a local situation to a
property or side road.
(4) Markings WM3, RM1 or RM2 may be used with or
without LEFT EDGE LINE marking RM4.1, or on a
multi-lane road they may be used with LANE LINE
marking GM1.
Line Combinations Incorporating No Overtaking Lines
SADC - RTSM - VOL 1
ROAD MARKINGS
7.2.8
REGULATORY
NOTES:
(1) It should be noted that the need for NO OVERTAKING
LINES, applied to both directions of travel, will result in
sections of NO CROSSING LINE (see Figure 7.3).
(2) The assessment should be carried out for vertical and
horizontal curvature at the same time. The
recommended minimum distance between successive
lengths of NO OVERTAKING LINE or NO CROSSING
LlNE is 120 m. This separation is relevant whether the
consecutive lengths of NO OVERTAKING LINE are in
the same direction or in opposite directions. The ade-
Fig. 7.4
ROAD MARKINGS
quacy of this distance should be checked by an

engineering assessment involving all factors relevant to
a specific site.
(3) The detail in Figure7.5 illustrates the effect of Minimum
Barrier Sight Distance applied to a horizontal curve. It is
recommended that this assessment be based on a line
of sight not encroaching beyond the shoulder breakpoint.
This makes allowance for occasional encroachment of
vegetation beyond the normal clear cut- line.
No Overtaking Lines for Vertical Curves
SADC - RTSM - VOL 1
MAY 2012
7.2.9
REGULATORY
Fig. 7.5
MAY 2012
No Overtaking Lines for Horizontal Curves
SADC - RTSM - VOL 1
ROAD MARKINGS
7.2.10
REGULATORY
NO CROSSING LINES
For dimensions
ref. Vol. 4
page
12.1.2
to
12.1.7
COLOUR:
White
RM2
7.2.6 No Crossing Lines

1 A NO CROSSING LINES regulatory marking RM2
imposes a mandatory requirement that drivers of vehicles
shall:
(a) not drive a vehicle in such a manner that it is
on the right side of such markings; and
(b) not drive a vehicle in such a manner that it or
any part of such vehicle crosses the NO
CROSSING LINES markings;
specified in the majority of instances.

3
NO CROSSING LINES shall be used in the same

manner as NO OVERTAKING LINE marking RM1 when it
is expressly intended to prohibit turning movements
across the line markings in addition to the actions
prohibited by a NO OVERTAKING LINE marking.
In urban areas, as development occurs, it may become

necessary to restrict right-turn access movements to and
from a property in the interests of safety and optimum
traffic flow. When the provision of a raised island or
central barrier is not possible NO CROSSING LINES may
be used in such circumstances. The application of this
form of control is particularly relevant in relatively close
proximity to traffic signal controlled junctions where right
turn access movement can be particularly hazardous
under moderate to heavy traffic conditions.
In rural areas NO CROSSING LINES will more

commonly be used on long lengths of roadways carrying
two-lane two-way traffic. Should it become necessary to
permit access to or from any property abutting such a
roadway the NO CROSSING LINES marking should be
replaced by a NO OVERTAKING LINE marking, the
minimum length of which should conform to the provisions
of Table 7.5.
UNLESS the vehicle is driven to pass any stationary

obstruction in the roadway and it is safe to do so.
2
NO CROSSING LINES markings shall always comprise

two continuous solid white lines. The minimum width of
each line shall be 100 mm. The separation of the two
lines may vary from a minimum of 50 mm without
roadstuds in urban areas, to a maximum of
approximately 400 mm to accommodate a central
DIVIDING LINE marking WM3 and two longitudinal rows
of RED roadstuds (see Section 7.5). The minimum
separation between NO CROSSING LINES and a central
DIVIDING LINE marking should be 50 mm if roadstuds
are not to be used. The minimum lengths of a NO
CROSSING LINES marking shall conform to those
prescribed for NO OVERTAKING LINE marking RM1 as
indicated in Table 7.5 in Subsection 7.2.5. It is
recommended that greater than minimum lengths be
ROAD MARKINGS
SADC - RTSM - VOL 1
MAY 2012
7.2.11
REGULATORY
CHANNELISING LINE
COLOUR:
For dimensions
ref. Vo/4
page
12.1.2
to
12.1.7
White
RM3
7.2.7
1
Channelising Line
'
A CHANNELISING LINE regulatory marking RM3

vehicles shall not drive a vehicle in such a manner
that It, or any part of it, crosses such a marking.
A CHANNELISING LINE shall only be used between
streams of vehicles travelling in the same direction.
With the exception of this factor a C H A N N E L I S I N G
LINE has the same significance as a NO CROSSING
LINE marking RM2.In effect a CHANNELISING LINE
also functions as a NO OVERTAKING LINE for vehicles
travelling in the same direction on a multi-lane
roadway (see paragraph 7.2.5.3).
A CHANNELISING LINE shall comprise a continuous

solid white line with a minimum width of 200mm except
when used on one side of a LANE LINE marking GM1
when a minimum width of 150 mm may be used, and
when used as a "Stacking Line" when a minimum width of
100 mm may be used. This has the effect that at
intersections "Stacking Lines" adopt the same width as the
preceding lane line or continuity line. The minimum
lengths of CHANNELISING LINES shall conform to
those prescribed for NO OVERTAKING LINE marking
RM1 as indicated in Table 7.5 in Subsection 7.2.5. A
width of 300 mm and a minimum length of 60 m are
recommended for roads with operating speeds of over
80 km/h.
A "Stacking Line" marking is a CHANNELISING LINE

used at junctions on multi-lane roads between lanes
carrying through traffic. "Stacking Lines" should be
located immediately in advance of the prolongation of the
near side edge of an intersecting side road. "Stacking
Lines" replace LANE LINE marking GM1 and have the
intended function of stabilizing traffic flow through a
junction by prohibiting lane changing or overtaking in the
immediate vicinity of the junction. A "Stacking Line" may
be used either in combination with a transverse STOP
LINE marking RTM1 or a YIELD LINE marking RTM2, or
without such markings.
MAY 2012
When a CHANNELISINGLINE marking has been used in

advance of a split in direction of traffic flows it will
commonly form the left boundary line of a channelising
PAINTED ISLAND. When such an island precedes a
kerbed or un-kerbed island or space to the right of a
turning roadway the CHANNELISING LINE may be
reduced to 100 mm minimum to form a continuing
RIGHT EDGE LINE marking RM4.2.This line may then
define the right edge and alignment of the turning
roadway, slip road or freeway off- or on-ramp.
CHANNELISING LINES should be considered in

situations where it is necessary to control one-way traffic
movement on a portion of roadway at more complex atgrade junctions or at freeway interchanges to prevent
weaving and other similar conflict movements when such
are potentially hazardous due to lane configurations
and/or heavy traffic volumes. In particular a
CHANNELISING LINE is recommended to demarcate
the diverging portion of an EXCLUSIVE or DEDICATED
exit or turn lane. ACHANNELISING LINE may occasionally
be warranted in combination with a LANE LINE marking
GM1 on a one-way roadway, to control lane changing or
overtaking manoeuvres, from the side on which the
CHANNELISING LINE is marked. This application may
be particularly appropriate when such manoeuvres have
been shown to be a contributory cause of accidents, i.e.
such as if a CHANNELISING LINE is marked across the
length of the exit to a freeway off-ramp to prohibit a lane
change from a right side lane towards the off-ramp, in a
potentially hazardous manner. Basic applications are
illustrated in Figure
7.6.
A CHANNELISING LINE should normally be preceded by

a section of CONTINUITY LINE marking WM2.
A CHANNEUSING LINE may be used to replace a

PAINTED ISLAND when junction space is very limited.
Additional examples of the use of CHANNELISING
LINES are included in Volume 2, Chapters 2 and 3.
SADC - RTSM - VOL 1
ROAD MARKINGS
7.2.12
REGULATORY
NOTES:
(1) Details 7.6.1 and 7.6.2 illustrate only three of the
many possible applications of CHANNELISING
Fig. 7.6
ROAD MARKINGS
LINE marking RM3.Further applications are covered in

Volume2, Chapters 2 and 3.
Channelising Lines
SADC - RTSM - VOL 1
MAY 2012
7.2.13
REGULATORY
LEFT EDGE LINE/RIGHT EDGE LINE

COLOUR:
For dimensions
ref. Vol. 4
page
12.1.2
to
12.1.7
RM4.1 Yellow
RM4.2White
Left Edge Line
RM4.1
Right Edge Line
RM4.2
7.2.8 Left Edge Line/Right Edge Line

1
shoulder between the roadway and the verge or kerb- line

on the left hand side of a roadway. When used without
a surfaced shoulder it should be marked a minimum
distance of 150 mm from the edge of roadway surface.
LEFT EDGE LINE and RIGHT EDGE LINE regulatory

markings RM4.1 and RM4.2 impose a mandatory
requirement on drivers of vehicles :
(a) in the case of a LEFT EDGE LINE marking RM4.1
marked on a roadway with more than one lane in
either or both directions of travel:
(i)
LEFT EDGE LINE markings should not be marked on the

right hand side of one-way carriageways of urban or rural
dual carriageways, including freeways. A RIGHT EDGE
LINE marking RM4.2, shall be used for this purpose if
required.
A RIGHT EDGE LINE shall comprise a continuous

solid white line with a minimum width of 100 mm.
RIGHT EDGE LINES shall be provided on the right side

of all one-way roadways comprising part of a dual
carriageway freeway whether the dividing space
between the carriageways is a median island or a barrier.
Use of the line may be similarly warranted on the right
side of one-way roadways comprising part of a nonfreeway dual carriageway road. However, subject to the
level of street lighting and the need to provide right
side visual delineation, it is not necessary to provide
RIGHT EDGE LINES adjacent to urban median
i s l a n d s which are defined by barrier or unmountable kerbs.
In addition to their regulatory function LEFT EDGE

LINES can perform an important safety function by:
not to drive on the area {shoulder) to

the left of such a line;
(ii) not to use the area {shoulder) to the left of

such a line for the purpose
of
overtaking another vehicle;
(iii) to make every reasonable effort
to
move their vehicle completely to the left
of such a line in the event of an
emergency stop;
(b) in the case of a RIGHT EDGE LINE marking RM4.2
when such marking is used on the right edge of a
one-way portion of roadway to demarcate a dividing
space or barrier which is not protected by barrier or unmountable kerbs not to drive a vehicle in such a
manner that it crosses such RIGHT EDGE LINE
so as to travel on, over, across or within the
median island, dividing space or barrier.
An authority marking o-way roadway with LEFT EDGE
LINE markings RM4.1,so that surfaced shoulders are
created, shall take the necessary steps to permit
overtaking on the left side of a turning vehicle proceeding in
the same direction (see paragraph 7.2.8.9).
2
A LEFT EDGE LINE shall comprise a continuous solid

yellow line with a minimum width of 100 mm.
A LEFT EDGE LINE may be used to demarcate the left

hand edge of the roadway, and a surfaced emergency
MAY 2012
(a) providing a continuous demarcation of the edge of

roadway, thereby reducing the tendency of drivers of
vehicles to drift off the edge of the roadway,
especially at night;
(b) providing lateral continuity of the edge of roadway
when a driver is faced with on-coming headlights on
a two-way roadway;
SADC - RTSM - VOL 1
ROAD MARKINGS
7.2.14
REGULATORY
(c) providing guidance to pedestrians and cyclists,

especially when no sidewalk is provided;
(d) reducing the travel, particularly by heavy vehicles,
on shoulders of limited structural strength.
8
When shoulders are not permanently surfaced their

gravel surface may provide adequate colour contrast
with the permanent road surface by day. At night,
however, this effect may be significantly diminished. As
a result the edge of the surfaced roadway can become
ravelled and ragged due to vehicles regularly straying
off and on the edge. This in turn can constitute a hazard.
Where there is a lack of colour contrast between shoulder
and travelled way, or the roadway edge condition needs
regular maintenance the marking of a LEFT EDGE LINE
is recommended.
When two-lane two-way roadways are marked with LEFT

EDGE LINES so that a shoulder is created these lines
should be tapered towards the edge of the roadway
opposite an intersecting side road to permit vehicles to
pass to the left of other vehicles which are waiting to
turn, or are in the process of turning, to the right, so
that they do not need to cross the LEFT EDGE LINE. The
LEFT EDGE LINE should be set back in this manner for
a sufficient distance to permit the smooth flow of traffic.
Marking RM4.1 should be run parallel to this edge and
150 mm from it. Whilst this treatment is recommended
to permit safe and legal overtaking manoeuvres the
adequacy of such a treatment with regard to traffic
volumes should be assessed by an engineering study.
The treatment described should not be considered as an
alternative to the provision of properly designed auxiliary
ROAD MARKINGS
lanes with continuous shoulders. LEFT EDGE LINES

may be continued round the left side of left turn lanes,
turning slip roads or corner perimeters at road
junctions.
10 When used on freeways LEFT EDGE LINES shall be
marked as described in earlier paragraphs. When
approaching an off-ramp the LEFT EDGE LINE should
turn and continue as the off-ramp LEFT EDGE LINE.
The main carriageway LEFT EDGE LINE should then
re-commence as the boundary of the freeway gore
island and continue until a point 600 mm transversely
to the right of the on-ramp right side CONTINUITY LINE
warning marking WM2.The freeway LEFT EDGE LINE
should then be discontinued until its prolongation
intersects the on-ramp LEFT EDGE LINE at which
point it should be continued. The sections where the
LEFT EDGE LINE has been omitted across the off-ramp
and on-ramp should be marked with a CONTINUITY
LINE (see Subsection 7.3.2).
11 If the terrain is such that slower vehicles are likely to
constitute an obstruction to normal traffic it is
recommended that shoulders formed by a LEFT EDGE
LINE should NOT be created. This should discourage
the development of the practice of slow-moving traffic
running on such shoulders. Preference should rather
be given to marking an additional lane line which will
permit safe overtaking by faster traffic.
12 Examples of typical applications which include the use
of LEFT EDGE LINE and RIGHT EDGE LINE markings
are given in Volume 2, Chapters 2 and 3.
SADC - RTSM - VOL 1
MAY 2012
7.2.15
REGULATORY
PAINTED ISLANDS
COLOURS:
Border:
Bars:
For dimensions
ref. Vol. 4
page
122.3
to
12.2.11
White and/or yellow

Yellow
RM5
7.2.9
1
Painted Islands
EXCEPT:
(a) if directed to do so by a traffic officer;
(b) in the case of an emergency.
2
marking with a minimum width of 200 mm up to a

maximum width of 600 mm so that there is a
minimum clear space between each marking of 50
mm if roadstuds are not used or 150 mm if
roadstuds are used.
A PAINTED ISLAND regulatory marking RMS imposes a

mandatory requirement that drivers of vehicles shall not
drive a vehicle In such a manner that it, or any part
of it, crosses such a marking, OR to park or stop a
vehicle upon such marking,
A PAINTED ISLAND MARKING shall comprise

EITHER:
(a)
a single continuous solid white boundary
line with a minimum width of 100 mm and another
boundary formed by a k e r b l i n e , AND within the
area contained by these boundaries, yellow marked
sloping bars in a diagonal pattern of a minimum
width of 150 mm and a maximum width of 1m,
measured across the fine at goo to the slope of the
bar; the recommended ratio of bar width to space
between bars is 1to 2 measured on the line of the
centre fine of the island; OR
(b) two continuous white boundary lines each with a
minimum width of 100 mm, AND, within the area
contained by these lines, yellow marked sloping
bars in either a diagonal or chevron pattern of a
minimum width of 150 mm and a maximum width of
1m, measured across the line at goo to the slope of the
bar :EXCEPT that in one-way roadway applications,
including freeway applications, one boundary line
may be a yellow line (LEFT EDGE LINE marking
RM4.1); the recommended ratio of bar width to
space between bars is 1 to 2 measured on the line of
the centre line of the island; OR
(c) two continuous solid white NOOVERTAKING LINE
markings RM1 containing a continuous solid yellow
MAY 2012
The diagonal or chevron bar of a PAINTED ISLAND

shall not normally extend to the boundary line. In order to
obtain maximum conspicuity from the painted island
marking a minimum gap of 150 mm should be left
between the ends of the sloping bars and a boundary
line. If an application calls for yellow sloping bar widths of
600 mm to 1 m these may be applied in an open box form
to economise on materials e.g. for a 1m bar the bar can
be made up of marked boundary lines 300 mm wide with a
gap between of 400 mm, both measured at 90 to the
slope of the bar.
PAINTED ISLANDS should be marked with bars in

one of two ways, according to the type of traffic flow
around the island:
(a) with diagonal bars sloping forward in the direction of
traffic movement at an angle of 30 to the centre line or
edge line as appropriate, when traffic flows ONLY on
the left, or ONLY on the right of the island, OR in
opposite directions on each side of the island;
(b) with chevron bars sloping forward in the direction of
travel of traffic, with an included angle of 60 (or 30
on each side of the centre line) when traffic flows
in the same direction on each side of the island.
The s e t t i n g out of a PAINTED ISLAND in the gore

approach to a channelising island may present difficulties
due to the rate of divergence of the traffic streams or the
offset of the island end. In some instances a curved
island centre line may be effective in producing
SADC - RTSM - VOL 1
ROAD MARKINGS
7.2.16
REGULATORY
an aesthetically acceptable set of sloping bars. In such

case the bars may not all slope at the same angle to the
centre line. It may be better in fact to maintain a
constant angle to the curving edge line of the island
6
There are many possible applications for PAINTED

ISLAND markings. Among the more common are:
(a) in advance of pedestrian refuge islands on two-way
roadways;
(b) in advance of the start of a median island;
(c) in advance of channelising kerbed islands;
(d) at freeway off-ramp gores;
(e) at freeway on-ramp gores following 180 to 360
loop ramps;
ROAD MARKINGS
(f) as a separator island between opposing flows of

traffic when there is insufficient space for a median
island or barrier;
(g) as a channelising device to prevent straight through
traffic entering a turning lane which is in line across a
junction from a similar lane serving turning traffic in the
opposite direction;
(h) as a "shadow" island next to a kerbed island to
control general traffic movement but allow overrunning by extra-large vehicles.
SADC - RTSM - VOL 1
MAY 2012
REGULATORY
7.2.17
PARKING BAYS
COLOUR:
White
Minimum
Minimum
Two-way
roadway
For dimensions
ref. Vo/4
page
12.1.2
to
12 1.7
One-way
roadway
Alt. 1
Alt. 1
Alt. 2
All. 2
with
NO PARKING
line
RM6
7.2.10
Parking Bays
1 PARKING BAY regulatory markings RM6 impose

mandatory requirements that drivers of vehicles shall:
fective marking that shall be provided for each bay shall

be ,for each side of the bay:
(a) park their vehicles wholly within the lines

defining the limits of a parking bay; AND
(b) park their vehicles within 150 mm of the kerb
line when the parking bays are marked at an
angle to such kerb; OR
(c) park their vehicles as far forward as possible
onto the adjacent verge if the roadway does not
have a kerb, without encroaching on any
sidewalk.
(a) a 600 mm length of white line extending from the

outer limit of the bay towards the kerb line at an
angle appropriate for the type of parking being
marked; AND
(b) a 600 mm length of white line parallel to the kerb line
forming a "T" with the line in (a).
PROVIDED that:
PARKING BAY markings shall be white lines with a

minimum width of 100 mm. They may take a range of
forms according to whether the parking is angled or
parallel to the kerb or edge of roadway, or whether it is
all-day parking or time-limited p a r k i n g . The
PARKING BAY marking spacing may also be varied as
necessary to cater for special vehicles such as
motorcycles, mini-buses or buses. (Examples of typical
p a r k i n g layouts in roadways are given in Volume 2.)
In order to give adequate indication of the limits of

individual parking bays for the purpose of reasonable
enforcement of relevant regulations the minimum ef-
MAY 2012
(i) if the parking bay is available during off-peak

hours only. and the space occupied by the bay
is used as a traffic lane during peak hours, the
length of line forming the head of the T may
be omitted;
(ii) if the line is the line at the beginning or end of a
number of parking bays only half of the
marking forming the head of the "T" shall be
marked, and the line shall be marked for the
full distance to the kerb.
4
When parking bays are marked to the minimum level

as described in paragraph 7.2.10.3(b)(i) it is
recommended that the NO STOPPING LINE marking
SADC - RTSM - VOL 1
ROAD MARKINGS
7.2.18
REGULATORY
RM12 or NO PARKING LINE marking RM13,applicable

during parts of the day, be marked in line with the outer
edge of the bays to improve the visibility of such line
markings and to give adequate general long1tudmal
delineation to a block of parking bays.
5
The minimum marking indicated in paragraph 7.2.10.3

may be supplemented by an additional inner 600 mm
length of white line extending outwards from the kerb or
channel towards the outer "T". The inner and outer lines
may be joined to make a continuous boundary line to the
parking bay if a road authority or developer wishes to
improve the visual impact of the markings. This will,
however, significantly increase the line marking
maintenance costs. The minimum width of a parking bay
should be 2,2 m and an effective length of at least 6 m
should be provided for all bays except those at the end
of a block of parallel bays UNLESS some other street

feature prevents end-on-entry to such bays.
6
The marking of a guide dot on the right hand side of the

parking bay, or on the kerb or sidewalk .in one-way
streets, is recommended at parallel parking bays to
improve the placing of cars within such bays.
PARKING BAY markings RM6 shall be marked on the

road surface to supplement the significance of a
regulatory sign related to parking or in conjunction
with parking meters. It is recommended that parking
bays should also be marked when there is no restriction
on their use or charge for their use. By so doing the use of
the available space will be optimised in the interests of all
road users.
ROAD MARKINGS
SADC - RTSM - VOL 1
MAY 2012
REGULATORY
7.2.19
EXCLUSIVE PARKING BAY
COLOUR:
For dimensions
ref.Vol. 4 pages
12.4.6 to
12.4.12
Yellow
RM7
7.2.11
1
Ambulance
Bus
Loading Zone
Rickshaw
Diplomatic
Minibus
Taxi
SOS phone
EXCLUSIVE PARKING BAY regulatory marking RM7

imposes a mandatory requirement upon drivers not to
park or stop their vehicles within the area of the bay
unless their vehicle Is of the class indicated by
letter(s) in supplementary oval marking RM7.1, OR in
the case of a bay marked at an SOS emergency
telephone not to park or stop their vehicle except in
an emergency.
(a) when the bay is a LOADING ZONE (Letter "L"

within marking RM7.1) no vehicle, other than a
goods vehicle, or a motorcycle, motor tricycle
or motor quadricycle designed or adapted to
convey goods on a public road shall park or
stop in the bay while it Is being used for the
loading or unloading of goods and only for a
period which is reasonably necessary for the
loading or unloading of goods;
(b) when used for a bus or minibus (letters "B" or "MB"
respectively within marking RM7.1) no vehicle
other than a bus or minibus, as appropriate,
while it is operating on a fixed route shall park
or stop in the bay.
EXCLUSIVE PARKING BAY markings may be used in a
similar manner contemplated for PARKING BAY
MAY 2012
Defence Force
Police
RM7.1
Exclusive Parking Bay

markings RM6,in which case the mandatory provisions of
paragraph 7.2.10.1 shall apply mutatis mutandis.
3
EXCLUSIVE PARKING BAYS shall be demarcated by a

continuous solid yellow boundary line on three sides with
a minimum width of 100 mm and a minimum depth from
the kerb line of 2,2 m. The length of the bay marking
is not fixed, but it shall be greater than 6 m. An oval
marking RM7.1 containing the appropriate letter(s),also
in yellow, shall be marked so that it is visible to drivers
even when the bay is occupied. Marking RM7.1 shall
be marked approximately in the centre of the bay. When
the bay is more than 30 m in length two or more RM7.1
markings shall be displayed.
An EXCLUSIVE PARKING BAY may be used in conjunction with a BUS STOP RESERVATION sign R325, a
MINIBUS STOP RESERVATION sign R326 or an SOS
emergency telephone in such a manner that it replaces
part or all of a shoulder demarcated by a LEFT EDGE
LINE marking RM4.1. In such circumstances the LEFT
EDGE LINE marking should be discontinued, OR,
preferably, tapered at an appropriate rate to the edge of
the roadway, then continued parallel to the edge of the
roadway and 150 mm from it for the required length of
the EXCLUSIVE PARKING BAY and then returned to its
normal shoulder position at an appropriate taper rate.
PROVIDED that specific applications of EXCLUSIVE

PARKING BAY marking RM7 impose additional
mandatory requirements upon drivers as follows :
Fire-fighting
SADC - RTSM - VOL 1
ROAD MARKINGS
7.2.20
REGULATORY
MANDATORY DIRECTION ARROWS

For dimensions
ref. Vol. 4
pages
12.3.2
to
12.3.4
RM8.1
COLOUR:
Yellow
RM8.2
RM8.4
RM8.3
RM8.5
RM8.6
RM8
7.2.12
1
Mandatory Direction Arrows
MANDATORY DIRECTION ARROW regulatory markings

RM8 impose a mandatory requirement that drivers of
vehicles shall only proceed in the direction
indicated by such arrow.
MANDATORY DIRECTION ARROWS shall be

marked in yellow and should be of a size as indicated in
Table 7.1. Arrows may be used to indicate a mandatory
requirement to turn left only, turn left or proceed straight
only, proceed straight only, turn right or proceed straight
only, turn right only or turn right or left only.
MANDATORY DIRECTION ARROWS will most

commonly be marked in lanes although in some
instances such as slip roads or turning roadways they
may be marked in such a roadway. The arrows may be
marked on controlled or uncontrolled approaches to a
junction whether the control is by means of a road sign
or a traffic signal. When marked in a lane they should
be located between the CHANNEUSING LINE markings
RM3 and approximately 1m before the point of entry
into a junction but not beyond any transverse road
marking. If a STOP LINE or YIELD LINE is provided,
and the word "STOP" or YIELD AHEAD marking is
used, the arrows should be located approximately 1m
before such markings.
ROAD MARKINGS
A MANDATORY DIRECTION ARROW

marked in:
shall
be
(a) a lane when the lane is an EXCLUSIVE or DEDICATED TURN lane;

(b) a lane when more than one directional movement is
permitted from the lane e.g. a right turn movement
AND a straight-on or through movement;
(c) a lane adjacent to a kerbed or painted channelising
island which defines a turning roadway or slip road;
(d) all lanes, when turning movements are permitted to the
left and/or right, from two or more lanes.
5
In order that drivers may be made aware of mandatory

direction control ahead as early as possible, MANDATORY
DIRECTION ARROWS shall be preceded by at least one or
preferably two DIRECTION ARROW AHEAD markings
WM7, in each lane which is controlled (see Subsection
7.3.7.)
Neither a MANDATORY DIRECTION ARROW nor a

DIRECTION ARROW AHEAD marking shall be used to
indicate a split in lanes ahead or an increase in the
number of lanes ahead e.g. when an exclusive right
turn lane is developed. The appropriate arrow marking in
such a situation is the BIFURCATION ARROW guidance
marking GM3.
SADC - RTSM - VOL 1
MAY 2012
REGULATORY
7.2.21
EXCLUSIVE USE LANE LINE
For dimensions
ref. Vol.4
pages
12.1.2
12.4.9
12.4.12
12.5.1
to 12.5.7
COLOUR:
Yellow
RM9
'
7.2.13 Exclusive Use Lane Line
1
EXCLUSIVE USE LANE LINE regulatory marking RM9,

when used in conjunction with an appropriate
EXCLUSIVE USE LANE SYMBOL or WORD marking
RM17,imposes a mandatory requirement that drivers of
vehicles shall not drive, park or stop In a lane with
such markings if the vehicles they are driving are
not of the class indicated by the SYMBOL or WORD
marking RM17; PROVIDED, that if such a marking
is used In conjunction with an appropriate road
sign, the Jane may be used by such class or classes
of vehicle as indicated by symbol on such sign. The
significance of the marking may be time-limited by
virtue of the enabling regulatory sign message (see
paragraph 7.2.13.7).
them. If a situation arises where it is required to provide

an EXCLUSIVE USE LANE with other lanes on both sides
of it then marking RM9 should be used on both sides of the
lane as described above.
4
EXCLUSIVE USE LANE LINE marking RM9 may be

designated for the exclusive use of a specific class of
vehicle by the addition of symbol marking RM17 and an
appropriate road sign at regular intervals, subject to a
maximum spacing of 250 m, as follows:
The use of EXCLUSIVE USE LANES by public transport

vehicles can result in many possible detail variations
according to mode of operation and multiple classes of
vehicle. The indication of such detail variations should
be made by use of the most appropriate road sign, in
conjunction with a standard or common road marking
treatment for all variations (with the exception of the
relevant GM6
or
GM7 markings). In urban
environments, particularly in one-way street networks,
exclusive use lane variations may include lanes
shared by more than one class of vehicle and/or the
use of an exclusive right side lane instead of the more
common exclusive left side lane. In this way marking
RM9 may be used to cater for the following situations
(see Chapter 2, Section 2.5):
(a) for exclusive use by bicycles - by the addition of

SYMBOL marking RM17.1 and CYCLE LANE
RESERVATION regulatory sign R304;
(b) for exclusive use by high occupancy vehicles - by the
addition of SYMBOL marking RM17.4 and HIGH
OCCUPANCY VEHICLE LANE RESERVATION
regulatory sign R336;
(c) for exclusive use by buses - by the addition of
WORD marking RM17.2, "BUS", and BUS LANE
RESERVATION regulatory signs R302 and/or R303;
(d) for exclusive use by trams - by the addition of
WORD marking RM17.2, "TRAM", and TRAM
LANE RESERVATION regulatory sign R339.
(a) right side exclusive use lanes by:
EXCLUSIVE USE LANE LINE marking RM9 shall

comprise a broken yellow line with a minimum width of
150 mm. A standard line-to-gap ratio of 1 to 1 shall be
used with line and gap lengths of 750 mm. When being
used to mark a full width traffic lane (2,8 m to over 4 m)
marking RM9 shall be marked in addition to, and on the
inside of, a LANE LINE marking GM1 or other
appropriate marking (such as a length of Stacking Line
CHANNELISING LINE RM3). The parallel lane lines
should be marked with a 50 mm lateral space between
(ii) buses and trams- R350;
MAY 2012
(i) buses - R348;

(ii) high occupancy vehicles - R352;
(b) shared use of a left side exclusive use lane by:
(i) buses and minibuses - R328 and R329;
(ii) buses and trams - R343 and R344;
(iii) buses, trams and minibuses - R346 and R347;
(c) similar shared use of a right side exclusive use lane
by:
(i) buses and minibuses - R349;
(iii) buses, trams and minibuses- R351.

5
It should be noted that in terms of the legal definitions of

the different classes of public transport vehicles a "midi
bus" is covered by the definition of a "bus". A midi bus may
therefore use a facility set aside for the use of buses
unless expressly prohibited from doing so. In
SADC - RTSM - VOL 1
ROAD MARKINGS
7.2.22
REGULATORY
order to keep the road marking of public transport

exclusive use lanes by more than one class of vehicle
as simple as possible it is recommended that WORD
message markings be limited to "BUS" and/or "TRAM"
irrespective of whether the lane in question is also used
by minibuses or midi buses. This recommendation
does not preclude the use "MINI BUS" or "MIDI BUS"
word messages (which will have to occupy two lines of
message within the lane). The positioning of R M 1 7
markings should be done with particular care if
pedestrians are likely to need to cross exclusive use
lanes (see Volume 2, Chapter 8).
6
The most common use of marking RM9 is likely to be to

mark an exclusive use lane used by buses and/or other
public transport vehicles (including high occupancy
vehicles).Such lanes may be WITH-FLOW i.e. the
traffic in the exclusive use lane is travelling in the same
direction as traffic in the adjacent lane, or CONTRAFLOW i.e. the traffic in the exclusive use lane is travelling
in the opposite direction to traffic in the adjacent lane(s).
The indication of CONTRA-FLOW exclusive use lanes
is of particular importance to pedestrians. To assist
pedestrian awareness of a CONTRA-FLOW situation
is recommended that, when a CONTRA-FLOW lane is
created in a street which previously catered only for
one-way traffic, the street be marked and signed as a
two-way traffic street (see Volume 2,Chapter 8). When
signing a CONTRA- FLOW exclusive use lane the signs,
such as R303,should be provided to face in both
ROAD MARKINGS
directions, preferably mounted back-to-back on a

common support.
7
The significance of EXCLUSIVE USE LANES may be

time-limited by means of SELECTIVE RESTRICTION
versions of the various regulatory signs mentioned in
paragraphs 7.2.13.2 and 7.2.13.4 which state the time
of applicability of the signs, and thereby the markings.
An EXCLUSIVE USE LANE LINE marking RM9 shall

end AT LEAST 20 m before an intersecting side road
where vehicles are permitted to turn left or right, as the
case may be, across the line of the lane. In such
situations the use of warning road markings END OF
EXCLUSIVE USE LANE ARROWS WM11.1 or
WM11.2 is recommended.
EXCLUSIVE USE LANE LINE marking RM9 shall be

used with SYMBOL marking RM17.1, with the same
colour and dimensions as given in paragraph 7.2.13.3,
to demarcate a bicycle lane. The minimum width
recommended for a bicycle lane is 1,5 m. If a bicycle
lane marked by line RM9 is under 2,8 m i n width a
LANE LINE marking GM1 shall not be provided as
well as marking RM9. An exclusive use bicycle lane
may sometimes be contiguous with a roadway and at
other times be separated from the road. Marking RM9
is not required when the bicycle lane is separated from
the road (see Volume 2, Chapter 3).
SADC - RTSM - VOL 1
MAY 2012
REGULATORY
7.2.23
BOX JUNCTION
COLOUR:
For dimensions
ref. Vol. 4
page
12.2.12
Yellow
7.2.14
1
Box Junction
the extent and nature of the problem which it is considered
would be assisted by the use of BOX JUNCTION
markings. A traffic survey should be undertaken to
determine what benefits, or disbenefits might be
achieved, and to consider what other remedial measures
might be effective.
A BOX JUNCTION regulatory marking RM10 imposes a

mandatory requirement that drivers of vehicles shall not
enter the box marked area within a junction If they
are not able to leave such box marked area due to
stationary vehicles ahead of them,
EXCEPT that, vehicles turning to the left or to the right
may enter such box junctions.
BOX JUNCTION markings shall comprise continuous

yellow boundary lines of a minimum width of 100 mm,
enclosing cross-hatched continuous yellow diagonal
lines of a minimum width of 100 mm. The boundary
lines should preferably be spaced at least 500 mm from
PEDESTRIAN CROSSING LINE markings RTM3 or
pedestrian guide markings, when these are marked.
The cross-hatching lines should be related to the
diagonals of the overall BOX JUNCTION marking. If the
perimeter of the box is less than 20 m in length the
cross-hatching should be limited to the diagonals. If the
box has a perimeter of 20 m or more in length
additional cross-hatching should be marked at
approximately equal spacings between the diagonal and
the corner of the box so that no two lines are more than
approximately 3 m apart. If the sides of the box junction
are such that one pair of sides are more than twice the
length of the other pair then the cross-hatching may be
modified to produce a more "square" appearance. In this
case diagonals will not be marked but the other
guidelines will still apply. lnsufficient cross-hatching will
result in the BOX JUNCTION marking RM10 having
poor visual impact particularly when certain road profiles occur such as a crest curve within a junction (see
Figure 7.7).
Care must be taken with the application of BOX

JUNCTION markings. They are not a substitute for
traffic signals. They are simply an aid to traffic flow
when, for various reasons, traffic queues may extend
across junctions to the extent that this has a detrimental
effect on surrounding junctions in the area leading
eventually to a "lock-up" of such junctions. All junctions
are not suitable for BOX JUNCTION markings. An
engineering study should be undertaken to ascertain
MAY 2012
Factors which should be considered are:

(a) the j u n c t i o n should not be controlled by traffic
signals;
(b) blocking back from one or more adjacent junctions
should already be occurring, even if only for short
periods;
(c) there should preferably be heavy traffic flows on
both opposing approaches to the junction;
(d) entrances to and exits from the junction should be
opposite each other; however, in exceptional
circumstances the markings may be considered for a
right-hand stagger on the minor road provided there is
a maximum box length of 30m and asymmetrical box
shapes are avoided (two half boxes may be
considered as an alternative);
(e) normally there should be at least two lanes on each
major road approach;
(f) the roadway beyond the junction should be free of
obstructions (this may require the relocation of bus
stops and/or the imposition of time limits on loading
operations);
(g) when there is a sufficiently high percentage of right
turning traffic BOX JUNCTION markings are less
effective, therefore such sites should be given
particularly careful attention.
A HALF BOX JUNCTION marking may be used, in

which only half the junction is marked. This is
commonly appropriate at T-junctions. Marking RM10 may
also be placed over part of an approach lane, outside the
area of the junction. This application may be useful to
keep a right turning path clear in narrow roadways (see
Figure 7.7).
BOX JUNCTION marking RM10 shall be applied using

materials with a superior skid resistance quality.
SADC - RTSM - VOL 1
ROAD MARKINGS
7.2.24
REGULATORY
Detail 7.7.1
Box Junction Markings in a One-Way
Detail7.7.2
Box Junction Markings Applied to T u r n i n g Lanes Only
NOTE:
(1) The Details given here are representative only. Many
other variations are possible.
Fig.7.7
ROAD MARKINGS
Typical Box Junction Markings
SADC - RTSM - VOL 1
MAY 2012
REGULATORY
7.2.25
ZIG-ZAG ZONE LINES
For dimensions
ref. Vol. 4
page
12.2.13
COLOUR:
White
RM11
7.2.15
1
Zig-Zag Zone Lines

controlled mid-block pedestrian crossing, PROVIDED
that for reasons of safety, road curve delineation etc., a
NO OVERTAKING or NO CROSSING LINE marking
may be retained in addition to marking RM11.
PEDESTRIAN CROSSING AHEAD LINES should
extend at least 30m back from the YIELD LINE marking
RTM2 on each approach.
ZIG-ZAG ZONE LINES regulatory markings RM11

impose a mandatory requirement that drivers of
vehicles:
(a) shall not bring their vehicles to a stop within the
"zig-zag" zone marked by such lines EXCEPT
to:
(i) yield right-of-way to pedestrians on the
crossing; or
Parking bays should not be marked within 30 m of a

non-signalised mid-block pedestrian crossing. They
may, however, be provided within 30 m of the crossing if
they are marked on an area that is fully recessed to the
left of the normal kerb line. If parking bays are
provided in this manner the ZIG-ZAG ZONE LINE
markings RM11 shall be retained.
Pedestrian crossings should be located so that no

crossing of zig-zag marking RM11 by traffic is
necessary.
There are a number of different ways in which a pedestrian

crossing can be indicated. Details of the relevant
markings are covered in Subsections 7.2.1, 7.2.2,
7.2.3, 7.2.4, this subsection and Subsection 7.4.2. It is
important that a high degree of standardisation
be achieved in the practice of indicating
pedestrian crossings
in the interests
of
pedestrian safety. Details of the various options for the
indication of pedestrian crossings are given in Volume 2,
Chapters 2 and 3.
(ii) stop behind a vehicle complying with

paragraph (i);
(b) shall not change lanes within the zig-zag zone.
AND the markings impose a mandatory requirement
that pedestrians shall not cross the roadway within a
zig-zag zone except at a PEDESTRIAN CROSSING
LINES marking RTM3 or BLOCK PEDESTRIAN
CROSSING marking RTM4.
2
ZIG-ZAG ZONE LINE markings shall comprise a broken

white zig-zag line with a minimum width of 100 mm, using
a line length of 2 m and a gap length of 150 mm.
The total area on both approaches contained within the

zig-zag marking shall be known as the zig-zag zone.
ZIG-ZAGZONE LINES shall replace LEFT EDGE LINE

markings RM4.1, LANE LINE markings GM1,and
DIVIDING LINE markings WM3, or NO OVERTAKING
LINE markings RM1,on both approaches to a non-signal
MAY 2012
SADC - RTSM - VOL 1
ROAD MARKINGS
7.2.26
REGULATORY
NO STOPPING LINE
COLOUR:
For dimensions
ref. Vol. 4
page
12.1.2
to
12.1.7
Red
24 hours
Selective periods
RM12
7.2.16
1
No Stopping Line
(a) shall not stop their vehicles adjacent to such

line;
(b) where such line is a broken line, shall not stop
their vehicles adjacent to such line during the
time period indicated by an accompanying road
sign.
2
broken red line with a minimum width of 100 mm.

(The line length may be varied to suite the PARKING
BAY markings RM6. For 6 m long bays a line length
of 4 m and a gap of 2 m is recommended.)
A NO STOPPING LINE regulatory marking RM12

imposes a mandatory requirement that drivers of vehicles:
A NO STOPPING LINE shall comprise:

(a) for 24-hour applicability, a continuous solid red line
with a minimum width of 150 mm; OR
(b) for applicability during limited periods of the day, a
ROAD MARKINGS
A NO STOPPING LINE may be marked parallel to a left

side kerb line EXCEPT that for urban one-way roadways
the line may also be marked on the right side. The line may
be marked on the kerb itself to improve visibility of the
line and to reduce wear on the marking. Otherwise the
line may be marked between 150 mm and 2,5 m from
the kerb line depending on what other markings are
present on the road surface.
SADC - RTSM - VOL 1
MAY 2012
REGULATORY
7.2.27
NO PARKING LINE
COLOUR:
Yellow
24 hours
For dimensions
ref. Vol. 4
page
12.1.2
to
12.1.7
Selective periods
RM13
7.2.17
No Parking Line
urban roadway which is subject to the general speed
limit for urban areas, other than a freeway.
1 A NO PARKING LINE regulatory marking RM13 imposes

a mandatory requirement that drivers of vehicles:
(a) shall not park their vehicles adjacent to such
line;
(b) where such a line is a broken line, shall not
park their vehicles adjacent to such line during
the
time
period(s)
indicated
by
an
accompanying road sign.
2
A NO PARKING LINE may be marked parallel to a left

side kerb line at a minimum distance of 150 mm and a
maximum distance of 2,5 m from such kerb, EXCEPT
that for urban one-way roadways the line may also be
marked on the right hand side. It is recommended that
the line be marked 2,5 m from the edge of the roadway
when used in isolated situations to improve awareness
of the marking.
NO PARKING LINES m a y b e s h o r t i n l e n g t h
and are commonly used in urban areas
where it is impractical to erect an
i n d i v i d u a l NO PARKING sign R216, or one of its
variants. It should be noted that parking may be
automatically prohibited by general road traffic
legislation in some situations. On an area-wide basis
the effect of not duplicating these messages may have
a significant economical benefit (see Volume 2,
Chapter 3).
A NO PARKING LINE shall comprise:

(a) for 24-hour applicability, a continuous solid yellow
line with a minimum width of 100 mm; OR
(b) for applicability during limited periods of the day, a
broken yellow line with a minimum width of 100 mm.
(The line length may be varied to suite the
PARKING BAY markings RM6. For 6 m long bays
a line length of 4 m and a gap of 2 m is
recommended.)
A NO PARKING LINE shall only be marked on an
MAY 2012
SADC - RTSM - VOL 1
ROAD MARKINGS
7.2.28
REGULATORY
NO MOTOR CYCLES MARKING

For dimensions
ref. Vo/4
page
12.4.13
COLOUR:
Yellow
RM14
7.2.18
No Motor Cycles Marking.
NO MOTOR CYCLES regulatory marking RM14

imposes a mandatory requirement that drivers of motor
cycles shall not proceed beyond such a marking.
NO MOTOR CYCLES marking RM14 shall comprise an

elongated image representing the prohibition shape and
symbol of sign R222 and it shall be yellow in colour.
Marking RM14 may be used in addition to NO MOTOR

CYCLES sign R222 to amplify the message of the sign.
Marking RM14 may also be used on its own at specific
points where provision of a sign is not practical. It is
recommended that in the latter circumstances an effort
be made to erect sign R2.22 in close proximity to
marking RM14, if not at the same point.
Notwithstanding the provision of marking RM14 and/or

sign R222 it is good practice to give motor cyclists an
advance indication of a prohibition on motor cycles ahead
of them. Sign R222 may be incorporated into a map-type
or diagrammatic sign with a distance indication to the
point of prohibition. The use of marking RM14 in advance
of the point of prohibition is not recommended.
ROAD MARKINGS
SADC - RTSM - VOL 1
MAY 2012
REGULATORY
7.2.29
TRAFFIC CIRCLE MANDATORY DIRECTION ARROWS
For dimensions
ref. Vol. 4
page
12.3.5
12.3.6
COLOURS:
Arrows:
Outer
circle:
Inner
circle:
Yellow
White
Yellow
RM15
7.2.19 Traffic Circle Mandatory Direction

Arrows
1
The TRAFFIC CIRCLE MANDATORY DIRECTION

ARROWS regulatory markings RM15 indicate a
shall only proceed in the direction indicated by
the arrows. When a raised channelising island is not
provided at a traffic circle a painted traffic island
shall be marked in the appropriate position relative to
the design of the traffic circle, which shall indicate a
shall drive their vehicles in such a manner as to
not encroach onto the circle, nor to fully cover
the circle or pass to the right of it.
TRAFFIC
CIRCLE
MANDATORY
DIRECTION
ARROWS shall be marked on the road surface in
yellow, in sets of three arrows, at all mini circles where
the size of the circle is such that the full circular
roadway created can be seen by approaching drivers.
The three arrow markings shall be equally spaced but
may be positioned to best suit the number and angle
of intersection of the approach roadways.
The provision of a painted traffic island, round which

traffic is required to drive in a clockwise direction, is an
alternative to a raised channelising traffic circle and is
particularly appropriate for use in mini circles. If a
raised island is not constructed a painted traffic island
shall be provided at a junction intended to operate as
a mini circle. The marked circle is a form of PAINTED
ISLAND marking RM5.The circumference of the circle
should comprise a white boundary line with a minimum
width of 300 mm. The central portion may be marked
with a solid yellow marking so that there is a minimum
gap of 200 mm between the central area and the
boundary line. For larger painted circles the central
area need not be fully painted. This area may be
replaced by an inner circular yellow marking 300 mm
wide.
A minimum diameter of 2 m and a maximum diameter

of 6 m are recommended for marked mini circles. It is
MAY 2012
recommended that the road surface be raised but

mountable by traffic over the area of the marked circle.
Central channelising islands may be defined by
mountable or un-mountable kerbing depending on the
dimensions of the circle and the junction.
5
The recommended lengths of arrow for use with mini

circles up to 2 m in diameter is 4 m, whilst for larger
circles 5 m arrows may be used. The size of arrow
chosen should also be dependent on the width of the
circular roadway. If the roadway width is narrow the
smaller arrow should be used. If necessary 7 , 5 m
arrows may be specified for larger circles (see
Volume2, Chapters 2 and 3).
As with any form of road marking care must be always

be taken to reduce the risk of presenting motor-cyclists
with large areas of surface with poor friction properties.
Since a relatively large portion of the road surface
within a traffic circle may be marked by arrows and a
central circle the use of materials with the best friction
qualities is recommended.
7 Traffic circles may range widely in size and functions.

They may be used in the form of mini circles as an
alternative to 4-way stop or traffic signal control,
particularly as part of a traffic calming exercise. Traffic
circles, or roundabouts, may also be used as a form of
geometric junction design with specific traffic capacity
design parameters, often as an alternative to traffic signal
control. If a roundabout is designed to accommodate more
than one lane of traffic on any approach the road marking
treatment should be similar to that for other types of
junction. CHANNELISlNG LINE marking AM3 ("stacking
line"), LANE LINES marking GM1 and PAINTED ISLAND
marking RM5 will commonly be required. It should be
noted that a CHANNELISING LINE marking is subject to a
minimum length requirement (see Table 7.5 in Subsection
7.2.5). For details of appropriate road signs see
Subsection 2.2.4.
SADC - RTSM - VOL 1
ROAD MARKINGS
7.2.30
REGULATORY
DISABLED PERSONS PARKING BAY

For dimensions
ref. Vol. 4
pages
12.1.2
12.4.4
COLOURS:
Yellow
RM16
7.2.20
1
Disabled Persons Parking Bay
DISABLED PERSONS PARKING BAY regulatory

marking RM16 imposes a mandatory requirement
upon drivers of vehicles not to park their vehicles
within the area of the bay unless their vehicle is
transporting a person or persons with a physical
disability.
DISABLED PERSONS PARKING BAY markings

RM16 may be used in a similar manner contemplated
for EXCLUSIVE PARKING BAY marking RM7, when
provided as a parallel parking bay.MarkingRM16 may,
however, be provided in any of the traditional patterns
of parking bay, in which case the requirement not to
use the parking bay unless the vehicle is transporting
a person with a physical disability is applicable.
DISABLED PERSONS PARKING BAYS shall be

demarcated by a continuous solid yellow boundary
line on three sides with a minimum line width of 100
mm. The internal area of the parking bay shall
additionally be marked with a yellow diagonal line, of
minimum width 100 mm, running from the front left
corner of the bay to the inner or back right corner. A
yellow DIS- ABLED PERSONS SYMBOL marking
RM17.3 shall be marked approximately in the centre of
this diagonal line. When the parking bay is a parallel
bay it should have a minimum width from the kerb line
of 2,2 m. It is
ROAD MARKINGS
recommended
that angled or 90 DISABLED
PERSONS PARKING BAYS be marked at a greater
width than normal to allow for the frequent need to
accommodate a wheelchair next to the parked vehicle.
4
Marking RM16 may be marked in convenient positions

within ranks or rows of conventional PARKING BAY
markings RM6 to best suit the needs of disabled
persons for safe movement from the parking area to
their destination. Whenever practical, and subject to
overall demand, it is recommended that RM16
markings be placed in a convenient position in a
segregated group. Such a practice is likely to assist
enforcement.
Since marking RM16 is a regulatory marking it can be

enforced without additional regulatory signs. RM16
parking bays are commonly placed within large parking
areas such as at shopping centres or educational
institutions. It is therefore recommended, particularly
in such environments, that DISABLED PERSONS
VEHICLE PARKING RESERVATION regulatory
signs R323-P be provided. These signs will further aid
observance of the bays or enforcement, and will also
make the location of the bays within the parking area
discernible
from
a
distance.
SADC - RTSM - VOL 1
MAY 2012
REGULATORY
7.2.31
EXCLUSIVE USE LANE/PARKING SYMBOLS
COLOUR:
For dimensions
ref. Vo/4
pages
12.4.2
to
12.4.4
12.5.9
Yellow
RM17.1
RM17.2
RM17.3
RM17.4
RM17
7.2.21 Exclusive Use Lane/Parking

Symbols
1
EXCLUSIVE USE LANE/PARKING SYMBOLS (which

include WORD markings for this function) may be used in
conjunction with EXCLUSIVE USE LANE LINE
marking RM9 or DISABLED PERSONS PARKING
BAY marking RM16, as appropriate to indicate to
drivers the specific applicability of markings RM9
and
RM16. Approved EXCLUSIVE USE
LANE/PARKING SYMBOLS are:
(a) yellow BICYCLE SYMBOL marking RM17.1which
shall be used in conjunction with EXCLUSIVE USE
LANE LINE regulatory marking RM9 (see
Subsection7.2.13);
(b) yellow BUS,TRAM or other WORD symbol marking
RM17.2 which shall be used in conjunction with
EXCLUSIVE USE LANE LINE regulatory marking
RM9;
(c) yellow DISABLED PERSONS SYMBOL marking
RM17.3 which shall be used with DISABLED
PERSONS PARKING BAY regulatory marking
RM16 (see Subsection 7.2.20);
MAY 2012
(d) yellow HIGH

OCCUPANCY VEHICLE (HOV)
SYMBOL markingRM17.4 which shall be used with
EXCLUSIVE USE LANE LINE regulatory marking
RM9 (see Subsection 7.2.13).
Only approved symbols shall be used.
2
The length of RM17 markings should generally be in

accordance with Table 7.1.Dimensionaldetails of all
RM17 symbol or word markings are given in Volume 4,
Chapter 12.
If a new symbol is being considered for use with EXCLUSIVE LANE marking RM9 under free-flow traffic
conditions the length relationship between the symbol and
a normal pictogram of the subject should involve a
lengthwise elongation of the order of three times or
more. The marking should be sized to be fully
contained within a lane. If a suitable symbolic message
cannot be derived an appropriate RM17.2 word message
may be used.
SADC - RTSM - VOL 1
ROAD MARKINGS
7.3.1
WARNING
RAILWAY CROSSING AHEAD

For dimensions
ref.Vol.4
page
12.4.13
COLOUR:
White
WM1
7.3.1 Railway Crossing Ahead

1
RAILWAY CROSSING AHEAD warning marking WM1

is to warn road users of a railway crossing ahead.
A RAILWAY CROSSING AHEAD marking is classified

as a symbol marking and shall comprise a cross
consisting of two continuous white lines of minimum
width 200 mm and length 4 000 mm in urban areas, and
400 mm and 7 500 mm in rural areas.
MAY 2012
3 Warning marking WM1 should be used in conjunction

with one of the warning signs GATE W314, or
RAILWAY
CROSSING
W318,
or
HEIGHT
RESTRICTED W320,as appropriate. The marking
should be located between the sign and the railway
crossing (see Volume 2, Chapter 7, for the application
of signs and markings to railway crossings).
SADC - RTSM - VOL 1
ROAD MARKINGS
7.3.2
WARNING
CONTINUITY LINE
For dimensions
Ref. Vol. 4
page
12.1.2
to
12.1.7
COLOUR:
White
Reduced
Standard
Extra
WM2
7.3.2
Continuity Line
A CONTINUITY LINE warning marking WM2 is to warn

road users of a discontinuity in the through portion
of the roadway and to warn road users that if they are
travelling to the left of such a line on the left side of
the roadway, or to the right side of such a line on the
right side of the roadway, the portion of roadway on
which they are travelling will shortly deviate from the
through roadway.
A CONTINUITY LINE marking shall comprise a broken

white line with a minimum width of 200 mm, marked as a
Standard, Reduced or Extra density line as indicated in
Table 7.6. The recommended line width for use on
freeways is 300 mm.
markingRTM1,or YIELD LINE marking RTM2,are

significantly set back from the edge of roadway
(particularly when the side road intersects on a
horizontal and/or vertical curve);
(d) as a definition of the edge of roadway if an edge line
is not used;
(e) in place of a LANE LINE marking GM1 to warn of the
fact that the lane in question is not on the through
travelled way but is dedicated to a left or right turn
movement ahead.
5
If a CONTINUITY LINE application is required over

some considerable length, particularly for an EXCLUSIVE
or DEDICATED turn lane, or a weaving lane on a
freeway, the marking should be commenced as a
reduced density line. This should then be changed to a
standard density marking and then, if an increased level
of warning message is required, to an extra density
marking. It is recommended that whenever space
permits, a section of CHANNELISING LINE regulatory
marking RM3 should be preceded by a section of
CONTINUITY LINE.
Further details involving applications of CONTINUITY

LINE warning markings are given in Volume 2, Chapters
2 and 3.
A CONTINUITY LINE shall only be used to define the

continuity of the through travelled way and if used
between two streams of traffic shall only be used
between streams travelling in the same direction.
A CONTINUITY LINE should be used:
(a) as a continuation of a LEFT EDGE LINE marking
RM4.1 to warn that such a line is discontinued or
diverted at an off-ramp or an on-ramp on freeways;
(b) at a turning slip road, at junctions with a geometric
design which includes raised or painted islands;
(c) on the main road at junctions where STOP LINE
CONTINUITY LINE- LINE/GAP MODULES
TABLE 7.6
TABLE 7.6
Rural
Urban
Line Density
Module(m)
Line/Gap (m)
Module(m)
Line/Gap (m)
Standard
9 m-
1,5 m,3 m,1,5m,3m
12m-
2 m,4 m,2 m,4 m
Reduced
9m-
1,5m,7,5m
12m-
2m,10m
Extra
9 m-
1,5m,1,5m,1,5m,1,5m,1,5m,1,5m
12m-
2m,2m,2m,2 m,2 m,2m
ROAD MARKINGS
SADC - RTSM- VOL 1
MAY 2012
DIVIDING LINE
COLOUR:
For dimensions
ref. Vol. 4
page
12.1.2
to
12.1.7
White
Standard
Extra
WM3
7.3.3 Dividing Line

1
A DIVIDING LINE warning marking WM3 is to warn

road users that vehicles travelling on the other
side of such a marking are travelling in the
opposite direction (and if they wish to cross such a
line, for whatever reason, they must wait until it is safe
to do so).
A DIVIDING LINE marking shall comprise a broken

white line with a minimum width of 100 mm and a
line-to-gap ratio of 1 to 2 using dimensions on a 12m
module of 4 m and 8 m on rural roads, and on a 9 m
module of 3 m and 6 m on urban roads. PROVIDED
that the 12 m module using a 4 m line on an 8 m gap
may be used on urban or peri-urban roads with a speed
limit of 80 km/h or higher. When a DIVIDING LINE is
used on multi-lane roadways it is recommended that the
line width be increased to 150 mm and that the line-togap ratio be altered to 1 to 1 (see Figure 7.2).
A DIVIDING LINE marking shall only be used between

portions of roadway carrying traffic travelling in opposite
directions. The marking may be used in conjunction with
MAY 2012
a NO CROSSING LINE regulatory marking RM2 or a NO

OVERTAKING LINE regulatory marking RM1 (see
Subsections 7.2.5 and 7.2.6). It should be noted that a
DIVIDING LINE has the same marking module length as
a LANE LINE marking GM1, but has a different line-togap ratio. On multi-lane two-way roadways it is
recommended that the DIVIDING LINE and LANE LINE
modules be commenced at the same point whenever
possible (see Figure 7.2).
4
A DIVIDING LINE shall be marked on all permanently

surfaced rural roads with a surface width of 5,5 m or
more. A DIVIDING LINE may be marked on roads of
lesser width, in rural or urban areas, if, on engineering
assessment, it is considered beneficial in safety terms to
do so. The marking may be used also for relatively short
distances. Likely situations for such use include sharp
horizontal and/or vertical curvature, the approaches to
road junctions, railway crossings or bridges/culverts, on
roadways under 5,5 m in width, to warn traffic to pay
particular attention to the risk of straying into the path of
oncoming traffic.
SADC - RTSM - VOL 1
ROAD MARKINGS
7.3.4
WARNING
REVERSIBLE LANE LINES

For dimensions
ref. Vol. 4
page
12.1.2
to
12.1.7
COLOUR:
White
Alternating Directions of Flow
WM4
7.3.4
1
Reversible Lane Lines
A REVERSIBLE LANE LINE warning marking WM4 is

to warn road users that the lane so marked may be
used by vehicles in the opposite directions at
different times of the day and/or night. PROVIDED
that warning marking WM4 s h a l l only be used in
conjunction with signing and/or other traffic control
measures which make it clear in which direction the
lane is in use at a particular time.
(b) temporary delineation devices.

3
A REVERSIBLE LANE LINE marking shall comprise

two broken white lines marked side by side, each of
minimum width of 100 mm, spaced 100 mm apart, and
with a line-to-gap ratio of 1 to 2, using dimensions of 3
m and 6 m on urban roads. (This is in effect a double
DIVIDING LINE warning marking WM3.) When the
reversible lane is NOT a kerbside or median island-side
lane both sides of the lane shall be marked using
REVERSIBLE LANE LINE markings.
The use of REVERSIBLE LANE LINE markings should

only be considered after a detailed engineering study
of alternative methods of traffic control and after careful
assessment of the necessary regulatory, warning
and/or guidance signs or signals.
INFORMATION ARROW markings GM4.2 should be

marked as described in Subsection 7.4.4.
Such signs or devices are:

(a) an overhead variable message sign or signal
indicating whether the lane is open or closed to
travel in a particular direction, or whether the lane
is available only to a specific class of vehicle
(such a message may be given by use of a
custom designed overhead variable message
guidance sign or by use of OVERHEAD LANE
DIRECTION CONTROL signals S16 and S17);
YIELD CONTROL AHEAD

For dimensions
ref. Vol. 4
page
12.4.14
COLOUR:
White
WM5
7.3.5 Yield Control Ahead

1
A YIELD CONTROL AHEAD warning marking WM5 is
to warn road users of a YIELD sign R2 or YIELD

LINE marking RTM2 ahead (including any and all
derivatives of sign R2).
2
A YIELD CONTROL AHEAD marking shall comprise an

elongated white open block triangular symbol. The
length of the marking should be determined from Table
7.1.
3 It is recommended that a YIELD CONTROL AHEAD

marking be marked on the road surface approximately
1m in advance of the YIELD LINE marking RTM2. The
ROAD MARKINGS
Marking may also be displayed in advance of a

junction controlled by a YIELD sign R2 where
inadequate approach sight distance or other factors
make the form of control unexpected. A white
INFORMATION ARROW marking GM4.1 may also be
marked beyond marking WM5 to indicate that the yield
control is some distance ahead. The marking should be
used in conjunction with warning sign YIELD
CONTROL AHEAD W303 and should be located
between the warning sign and the YIELD regulatory
control sign and/or marking.
SADC - RTSM- VOL 1
MAY 2012
WARNING
7.3.5
LANE REDUCTION ARROWS
COLOUR:
For dimensions
ref. Vol. 4
page
12.3.7
12.3.8
White
WM6.1
WM6.2
WM6.3
WM6.4
WM6.5
WM6
7.3.6
Lane Reduction Arrows

marking GM1 be continued INTO the tapering
section of roadway since this will result in late efforts
by drivers to merge into one traffic stream. This will, in
turn, result in unnecessary "friction", when traffic density is
even moderately high, to the extent that traffic will slow
significantly in the taper or even come to a stop.
1 A LANE REDUCTION ARROWS warning marking

WM6 is to warn road users that a lane on a multi lane roadway ends some distance ahead either from
the left or the right, or from both left and right.
2
A LANE REDUCTION ARROWS marking shall comprise

two white arrows, normally one straight and one bent,
(WM6.1 or WM6.3) but occasionally two bent arrows
(WM6.2). Arrows shall be located on the centre lines of the
appropriate lanes. The bent arrow head shall be inclined
towards the lane which continues. When two lanes
reduce in width from both sides of the roadway to form one
lane, two bent arrows shall be used.
The length of the straight arrow should be determined

from Table 7.1.
In order to achieve smooth, high speed, merging of two

adjacent streams of traffic at a lane drop the LANE
LINE marking GM1 should be terminated before the
beginning of the edge line and/or no overtaking line
taper. For high speed roads it is recommended that
three sets of the appropriate LANE REDUCTION ARROWS WM6 be marked on the lane marked section so
that the last of the WM6 arrow markings coincides with
the last GM1 marking. Provided the LANE LINE marking
GM1 has been set back from the beginning of the taper
as recommended extra single bent arrow markings
(WM6.4 or WM6.5) may be provided one quarter and
one half of the distance into the lane line free plus taper
section (see Figure 7.8 and Table 7.7). The treatment
described is a standard geometric traffic engineering
principle detailed in the MUTCD from the United States.
Under no circumstances should LANE LINE
60
80
100-120
MAY 2012
PAINTED ISLAND marking RM5 should be marked on the

shoulder or the dividing line on the side of the road which
is tapered. Lane reduction markings may be used in
conjunction with DIAGRAMMATIC guidance signs
GS101 to GS106 and their overhead or temporary
variants (see Section 4.12).
A lane reduction may be a permanent or temporary

feature of a roadway and may be achieved on the left
(slow) side OR the right (fast) side. The selection of a
left or r i g h t s i d e l a n e d r o p i s dependent on
many factors and should be determined as a
result of a thorough engineering assessment. Any
detail given in this manual does not imply a preference
for one system over the other.
If it is necessary to drop more than one lane on a

section of roadway each lane should be dropped
separately with a correctly designed taper and the
appropriate road signs and markings, including
LANE REDUCTION ARROWS. There should also be a
stabilising section of roadway between successive lane
drops. Such a treatment is particularly appropriate for
temporary lane drops at roadworks. The use of temporary
bonded tapes for LANE REDUCTION ARROWS is
recommended at temporary lane drops.
LANE REDUCTION MARKING SPACING
TABLE 7.7
Operating Speed
Distance to
Last Arrow
96
120
144-192
TABLE 7.7
Marking Spacing (m)

Urban
Rural and Freeway
27
36
36
36
48
SADC - RTSM - VOL 1
ROAD MARKINGS
A
NOTES:
(1) The detail represents a typical road marking treatment
for a lane drop (dropping the "slow" lane).The
lengths of taper and recovery area are not to scale.
the taper. The overall length of roadway from the end

of the lane marking should be defined by engineering
assessment (see United States MUTCD).
(2) It is strongly recommended that the length of roadway

required to achieve safe merging of traffic include a
section without LANE LINE marking GM1 in addition to
(3) Single bent arrows may be used as illustrated (see

paragraph 7.3.6.4).
Fig 7.8
ROAD MARKINGS
Example of the Use of Lane Reduction Arrows
SADC - RTSM- VOL 1
MAY 2012
WARNING
7.3.7
MANDATORY DIRECTION ARROW AHEAD
For dimensions
ref. Vol.4
page
12.3.2
to
12.3.4
COLOUR:
White
WM7.1
WM7.2
WM7.3
WM7.4
WM7.5
WM7.6
WM7
7.3.7
Mandatory Direction Arrow Ahead
MANDATORY DIRECTION ARROW AHEAD warning

markings WM7 are to warn road users that a
MANDATORY DIRECTION ARROW marking RM8 is
ahead which will require the driver to proceed only in
the direction indicated by the arrow. The MANDATORY DIRECTION ARROW AHEAD marking used
in a lane shall have the identical shape to the
MANDATORY DIRECTION ARROW marking RM8
used in such a lane.
MANDATORY DIRECTION AHEAD arrows shall be

marked in white and should be of a size as indicated in
Table 7.1.
At least one WM7 arrow marking shall precede an RMB

arrow marking, EXCEPT when the RMB marking is in
a recessed EXCLUSIVE or DEDICATED left or rightturn lane which is less than 25 m in length. The MANDATORY DIRECTION ARROW AHEAD marking shall
MAY 2012
be marked at least 25m in advance of the RM8 marking

to which it refers. A spacing between markings of 30m
to 40 m is preferred. Where sufficient approach length
is available the use of two WM7 arrow markings located
at spacings of 30m to 40 m is recommended. However,
NO WM7 arrow shall be marked in such a way that
another intersecting side road is located between the
WM7 marking and the junction to which it refers.
4
MANDATORY
DIRECTION
ARROW
AHEAD
markings shall NOT be used to indicate the
development of additional lanes, such as left or
right turn lanes, because the mandatory
direction arrows which follow in the two lanes
may bear no relationship to the arrow used to
indicate the l ane split. If it is required to indicate a
lane
split
the
appropriate version of
the
BIFURCATION ARROW marking GM3 should be
used (see Subsection 7.4.3).
SADC - RTSM - VOL 1
ROAD MARKINGS
WARNING
7.3.8
NO OVERTAKING LINE OR NO CROSSING LINE AHEAD
For dimensions
ret. Vol. 4
pages
12.3.9
12.3.10
COLOUR:
White
WM8
WM8.1
WM8.2
WM8.3
7.3.8 No Overtaking Line or No Crossing

Line Ahead
1
A NO OVERTAKING LINE OR NO CROSSING LINE

AHEAD warning markings WM8 are to warn road
users that a NO OVERTAKING LINE marking RM1
or NO CROSSING LINE marking RM2, is ahead.
A NO OVERTAKING LINE or NO CROSSING LINE

AHEAD marking shall normally comprise a white arrow
which shall be marked on top of an appropriate DIVIDING
LINE marking to form the composite marking WM8.2. If
marking WM8 is required in both directions within a
common section of DIVIDING LINE the composite
marking WM8.3 may be used. Marking WM8.1 may be
used on its own if necessary.
Two, and preferably three, such arrow markings should

be marked in advance of the start of RM1 or RM2
markings at decreasing spacings of four, three and two
DIVIDING LINE modules towards the start of such
regulatory markings. (This amounts to 24 m, 60 m and
108 m from the start of the no overtaking line for rural
and 18 m, 45 m and 81 m for urban conditions - see
Volume 2, Chapter 2.)
The length of the WM8 marking shall be the same as the

length of the DIVIDING LINE marking WM3.
ARRESTOR BED/ESCAPE ROAD AHEAD

COLOUR:
For dimensions
ref. Vol.4
page
12.2.6
and
12.2.7
Red and
White
WM9.1
7.3.9
WM9.2
Arrestor Bed/Escape Road Ahead
An ARRESTOR BED/ESCAPE ROAD AHEAD warning

marking WM9.1/WM9.2 is to warn road users that an
arrestor bed/escape road is ahead.
ARRESTOR BED AHEAD marking WM9.1 shall comprise

a chequer-board arrangement of white and red markings
elongated in the direction of travel. Recommended
dimensions are 3 m by 1 m, with gaps in the longitudinal
direction between markings of 3 m. The lateral gaps will
depend on the width of surface but should be of the order
of 250-300 mm. An ARRESTOR BED AHEAD marking
"pattern" comprises two transverse rows of rectangular
markings.
ESCAPE ROAD AHEAD marking WM9.2 shall comprise a similar pattern to marking WM9.1 but using
hollow box markings in the same alternating red and
white pattern. Marking WM9.2 may commence in the
middle of a roadway (see Volume 2, Chapter 2).
ROAD MARKINGS
Arrestor beds may be provided on the left or right side of a

carriageway according to the road geometry and the
topography of a site. For additional warning of the exit to
the arrestor bed the red and white blocks should be
marked along the shoulder, in advance of the exit for
approximately 75 m.
The markings shall be applied in skid resistant

materials
of
a
superior
quality.
ARRESTOR
BED/ESCAPE ROAD AHEAD markings may be used in
conjunction with white ROADSTUDS and shall be used
in conjunction with DIAGRAMMATIC guidance signs in
the GS500 series (see Section 4.12 and Volume 2,
Chapters 2 and 11). It is suggested that LEFT EDGE
LINE marking RM4.1 be continued unbroken across the
entry to an arrestor bed.
SADC - RTSM- VOL 1
MAY 2012
WARNING
7.3.9
SPEED HUMP
COLOUR:
For dimensions
ref. Vol. 4
page
12.2.16
White
WM10
7.3.10
Speed Hump
A SPEED HUMP warning marking WM10 is to warn

road users of a speed hump in the roadway.
A SPEED HUMP marking shall comprise diagonal white

lines with a minimum width of 200 mm. The marking
shall be applied to the approach side of the speed
hump. Its use on the whole speed hump is optional.
It is recommended that when speed humps are used

a NO OVERTAKING LINE marking RM1 be marked
from 9 m in advance to9 m beyond the speed hump.

4
If speed humps are used in areas which are

environmentally sensitive in that special roadway finishes
have been used the SPEED HUMP marking need not
be used. lt is recommended that a similar pattern of
diagonal lines be incorporated into the roadway surface
finish if possible.
Examples of typical applications of SPEED HUMPS

are given in Volume 2, Chapter 12.
END OF EXCLUSIVE USE LANE ARROWS

COLOUR:
White
For dimensions
ref. Vol. 4
page
12.3.11
12.3.12
WM11
7.3.11
WM11.1
End of Exclusive Use Lane

Arrows
END OF EXCLUSIVE USE LANE ARROW warning

markings WM11.1 and WM11.2 are to warn road
users that an exclusive use lane has ended and that
they may move Into the continuation of such lane
subject to normal lane changing protocols.
END OF EXCLUSIVE USE LANE ARROW markings

WM11.1 and WM11.2 shall be marked in white. Marking
WM11.1 shall have a minimum overall length of 7,2 m
and marking WM11.2 shall have a minimum length of
6,0 m. The arrow markings shall be positioned
symmetrically over the relevant LANE LINE marking
GM1 or CONTINUITY LINE marking WM3 so that the
transverse shaft falls in a gap in these lines.
WM11.2
Exclusive use lanes may be provided for priority

movement of buses, trams, high occupancy vehicles
MAY 2012
or bicycles,(see Subsection 7.2.13).When other traffic is

to be permitted to turn left (or right) at an intersecting
side road EXCLUSIVE USE LANE LINE marking RM9
should be stopped in advance of the side road to permit
traffic to move into the lane prior to turning. Marking
WM11.1 may be used to indicate that this option is
available and shall be followed, in the turning lane, by a
MANDATORY DIRECTION ARROW marking RM8.1 (or
RM8.5).It may be necessary to terminate an exclusive use
lane to permit other traffic use of the lane for some
distance. In this case arrow marking WM11.2 may be
used.
4
If an exclusive use lane is provided on the right side of a

roadway mirror-images of markings WM11.1 and
WM11.2 may be used.
SADC - RTSM - VOL 1
ROAD MARKINGS
7.4.1
GUIDANCE
LANE LINE
COLOUR:
For dimensions
ref. Vol 4
page
12.1.2
lo
12.1.7
White
Reduced
Standard
Extra
GM1
7.4.1 Lane Line

1
A LANE LINE guidance marking GM1 may be used to

demarcate traffic lanes for road users travelling
on a roadway or portion of roadway In the same
direction.
A LANE LINE marking shall only be used within a

portion of roadway carrying only vehicles which are
travelling in the same direction. On a section of roadway
LANE LINE markings should generally be parallel to a
DIVIDING LINE marking WM3, a NO OVERTAKING
LINE marking RM1 or a NO CROSSING LINE marking
RM2. On multi-lane roadways it is recommended that
all broken line modules be synchronised across the road
cross-section {see Subsection 7.1.5, Figure 7.2, Subsections 7.2.7 and 7.3.2 and paragraph 7.4.1.5).
The minimum width of a lane is generally covered by

standards or specifications used by road authorities. It is
recommended that a LANE LINE marking GM1 is
provided when a portion of a roadway carrying traffic
travelling in one direction is 6,8 m or more in width, and
that no lane be marked with a width less than 2,75 m.
A STANDARD LANE LINE marking MODULE shall

comprise a broken white line with a minimum width of
100 mm and a line-to-gap ratio of 1 to 2 with dimensions of
2 m lines and 4 m gaps for freeways and rural roads and
1,5 m lines and 3 m gaps for urban roads. Marking GM1
may also be used in a REDUCED or EXTRA density
MODULE form. A REDUCED density module utilises a
line-to-gap ratio of 1 to 5 wit h dimensions of
2 m and 10 m on freeways and rural roads and 1,5 m
and 7,5 m on urban roads, and is generally appropriate to
long straight sections of roadway. An EXTRA density
module utilises a line-to-gap ratio of 1 to 1 with the
dimensions of 2 m lines and 2 m gaps for rural roads
and 1,5 m lines and1,5 m gaps for urban roads. As can be
seen in Figure 7.1 the effect of these dimensions is that a
module may consist of one {reduced), two (standard)
or three (extra) line/gap groupings.
MAY 2012
It is generally recommended at multi-lane junctions,

whether on free-flowing or STOP/traffic signal controlled approaches, that "Stacking Lanes" be marked on
all multi-lane approaches. A "Stacking Lane" comprises
a minimum length of solid CHANNELIS- ING LINE
marking RM3 (12 m in rural and 9 m in urban areas),
PRECEDED by a length of EXTRA density LANE LINE
marking GM1 for all through, or shared through/turn
lanes (or CONTINUITY LINE WM3 for EXCLUSIVE or
DEDICATED turn lanes - see Subsections 7.2.7 and
7.3.2). The minimum recommended length for this
section of EXTRA GM1 marking is two modules or 24 m
in rural and 18 m in urban situations. Longer lengths
may be specified, particularly when longer than 36 m
or 27 m queues of traffic are likely to form. In urban
environments provided with on-street parking, including
one-way street networks, this marking arrangement
enables legal movement from parking on one side of
the street to a turn lane on the other side.
EXTRA LANE LINE marking GM1 may also be specified

for curves and other areas where drivers are known to
stray out of their lanes, but in which the marking of a
CHANNELISING LINE marking RM3 is not considered
appropriate i.e. on multi-lane undivided roadways.
LANE LINE marking GM1 should be replaced by a

CONTINUITY LINE marking WM2 to i ndicate
DEDICATED or EXCLUSIVE exit or turning lanes,
whether to the left or right, from which traffic may not
proceed in the direction of the through roadway (see
The rural module LANE LINE marking GM1 may be

considered for use in peri-urban or urban areas with a
speed limit of 80 km/h or higher. The urban module may
similarly be specified for sections of rural road with a
speed limit under 80 km/h.
SADC - RTSM - VOL 1
ROAD MARKINGS
7.4.2
GUIDANCE
GUIDE LINES
For dimensions
ref. Vo/ 4
page
12.1.2
to
12.1.7
COLOUR:
White
GM2
7.4.2 Guide Lines

1
not warranted; such situations include:
GUIDE LINE guidance markings GM2 may be used to

give additional guidance to road users within a
junction. Use of the marking is OPTIONAL.
A GUIDE LINE marking shall comprise a broken white

line with a minimum width of 100 mm and a line-to-gap
ratio of 1 to 3 with dimensions of 500 mm and 1,5 m.
Guide line marking in modules is not appropriate.
GUIDE LINE markings may be used to provide

guidance to both drivers and pedestrians in a number
of ways, examples of which are:
(a) to provide TURNING GUIDANCE, particularly for
right turning traffic at dual carriageway or other wide
junctions when a GUIDE LINE may be marked in a
curve to guide turning traffic through the most
efficient path in terms of safety and turning
capacity
this
application
is
highly
recommended when traffic is permitted to turn
from more than one adjacent lane-in which
case a GUIDE LINE should be marked from the
right side of each lane to discourage traffic from
straying into the path of the other turning lane;
(b) to provide ALIGNMENT GUIDANCE across wide
and/or complex junctions when there is a shift in
alignment through a junction (in such situations a
GUIDE LINE may be marked from the end of one or
all lane lines (or stacking lines), across the junction
in a straight or curved alignment as appropriate,
to meet the appropriate far side lane line);
(c) a pair of parallel guide lines may be used at
uncontrolled junctions, to guide pedestrians to a
preferred crossing point when a formal pedestrian
crossing is
ROAD MARKINGS
(i) footpath extensions in wide road reserves when

the surfaced roadway(s) take up a small portion
of the reserve;
(ii) turning roadways at channelised junctions to
guide pedestrians on the most efficient or safe
route through a complex junction.
4
Attention should be given to the appearance of guide

line(s) when viewed by drivers travelling on the
intersecting roadway to avoid the risk of creating a
confusing situation for such drivers.
When
used
in
the
manner
indicated
in
paragraph7.4.2.3(a) one or more YIELD LINE markings
RTM2 may be incorporated into the guideline marking to
advise drivers of the likely need to yield, within the turn, to
oncoming traffic.
When GUIDE LINE markings are used in the manner

indicated in paragraph 7.4.2.3(c) there is a risk, as there
is with all forms of pedestrian crossing, whether
controlled or uncontrolled, that pedestrians may infer a
false sense of security from the markings. It should
therefore be understood that the principle employed in
the use of such markings is one of guidance only. This
guidance is directed mainly at pedestrians but is also
of value to drivers. The alternative practice of using a
PEDESTRIAN CROSSING LINES marking RTM3 at an
uncontrolled junction, or in mid-block for that matter, is
not recommended because such a marking is normally
associated with traffic signal control and is even more
likely to infer a false sense of security to pedestrians.
SADC - RTSM - VOL 1
MAY 2012
GUIDANCE
7.4.3
BIFURCATION ARROWS
For dimensions
ref. Vol 4
pages
12.3.13
12.3.14
COLOUR:
White
GM3.1
GM3.3
GM3.2
GM3
7.4.3
1
Bifurcation Arrows
A BIFURCATION ARROWS guidance marking GM3

may be used to Indicate to road users an increase in
the number of lanes ahead.
A BIFURCATION ARROWS marking shall comprise

two elongated white arrows. These may be arranged in
any appropriate combination of straight and inclined
arrows to indicate the general direction in which the
additional lane is provided. The angle included
between the arrows may be varied according to the rate
of taper by which the additional lane is created. The
marking should be located within the tapering section of
roadway between 10 m and 25 m from the start of
the additional lane.

3
This type of arrow marking shall be used to offer drivers

guidance only. The marking bears no relationship to any
MANDATORY DIRECTION ARROW markings RMS
which may occur in the roadway ahead (see also
A BI-FURCATION ARROWS marking may be used to

guide drivers in generally free running, higher speed
traffic conditions when an extra lane is added, when an
EXCLUSIVE or DEDICATED right or left tum lane is
provided or when directional ramps split (commonly
within systems interchanges).
INFORMATION ARROWS
For dimensions
ref. Vol 4
page
12.3.15
COLOUR:
White
GM4.1
7.4.4
1
GM4.2
GM4
Information Arrows
An INFORMATION ARROW guidance marking GM4.1 and

GM4.2 may be used to indicate to road users the
direction of travel permitted in a particular lane or
roadway. Marking GM4.2 is appropriate in a lane subject
to controlled reversals in the direction of travel permitted
and may be used to supplement EXCLUSIVE USE
LANE LINE regulatory marking RM9 or REVERSIBLE
LANE warning marking WM4 (see Sub- sections 7.2.13
and 7.3.4).
An INFORMATION ARROW marking GM4.1 shall
comprise a white arrow with a length according to
Table7.1. Marking GM4.2 shall be sized in such a
manner that both arrow heads are the same size as those
of an equivalent GM4.1 arrow head. An INFORMATION
ARROW marking should be located on the approximate
centre line of the lane. The shape of the INFORMA-
MAY 2012
TION ARROW marking is different to that of all other

arrow markings.
3
The arrow can be useful when drivers may have difficulty

in determining exit paths from entry paths. The arrow
should be used in preference to WORD markings
GM7 such as "NO ENTRY", KEEP LEFT'' or
"AHEAD".
INFORMATION ARROW marking GM4 is also of

advantage in one-way streets, particularly in guiding traffic
entering such roadways from minor intersecting roads,
in support of regulatory signs such as NO ENTRY R3,
ONE-WAY ROADWAY R4.1, R4.2 or R4.3, or KEEP
LEFT or RIGHT R103 or R104, or PROCEED LEFT,
RIGHT or STRAIGHT ONLY R105, R106 or R107, as
appropriate.
SADC - RTSM - VOL 1
ROAD MARKINGS
7.4.4
GUIDANCE
BICYCLE GUIDE LINES

COLOUR:
For dimensions
ref. Vo/4
page
12.1.2
to
12.1.7
White
GM5
7.4.5 Bicycle Guide Lines

1
BICYCLE GUIDE LINES guidance marking GM5 is a

transverse marking which may be used to indicate to
road users the section of roadway to be used by
cyclists to cross the roadway.
BICYCLE GUIDE LINES shall comprise a pair of broken

white lines with a minimum width of 300 mm and a lineto-gap ratio of 1 to 3 using dimensions of 300 mm and
900 mm. For the normal application of this marking the
pairs of lines shall be spaced at least 1,5 m apart.
Bicycle crossings may require to be marked when an

exclusive bicycle path, or shared bicycle/pedestrian
path, crosses a roadway, normally in a mid-block situ-
ROAD MARKINGS
ation, OR where a bicycle lane running parallel to one

roadway crosses an intersecting side road (see Subsection 7.2.13).
4
Bicycle crossings will frequently be adjacent to pedestrian

crossings. In such situations, if space is limited, one
BICYCLE GUIDE LINE of the marking may be omitted
and that side of the bicycle crossing may be defined by
the PEDESTRIAN CROSSING LINES marking RTM3, or
BLOCK PEDESTRIAN CROSSING marking RTM4. If
there is insufficient space for two separate crossings a
pedestrian crossing should be marked and both
pedestrians and cyclists directed to use it.
SADC - RTSM - VOL 1
MAY 2012
GUIDANCE
7.4.5
ROAD MARKING SYMBOLS
COLOUR:
For dimensions
ref. Vol 4
pages
12.4.2
to
12.4.5
White
GM6.1
GM6.2
GM6.3
GM6.4
GM6
7.4.6
1
Road Marking Symbols
ROAD MARKING SYMBOLS may be used to guide

road users as an additional form of marking to
standard signs and markings. Approved ROAD
MARKING SYMBOLS are:
(a) white BICYCLE SYMBOL marking GM6.1 shall be
used at bicycle crossings in conjunction with
BICYCLE GUIDE LINES marking GM5;
(b) white AIRPORT SYMBOL marking GM6.2 which
may be used within a lane or portion of roadway to
give directional guidance indicating that the lane so
marked leads to an airport;
(c) white DISABLED PERSONS SYMBOL marking
GM6.3 which may be used to indicate areas set
aside for use by disabled persons;
(d) white HIGH OCCUPANCY VEHICLE (HOV) SYMBOL marking GM6.4 which may be used to give
guidance to drivers of HOV vehicles other than with
marking RM9.
ROAD MARKING SYMBOLS shall comprise white

symbolic markings with a length generally in
accordance with Table 7.1. If a ROAD MARKING
SYMBOL is being developed for use under freeflowing traffic conditions the length relationship
between the symbol and a normal pictogram of the
subject should involve a lengthwise elongation of the
order of three times or more. The marking should be
sized to be fully contained within a lane.
If a suitable symbolic message is available it should

be used in preference to a WORD marking GM7.
Care should be taken in the use of symbols with large

surface areas that a potential skidding hazard is not
being created for motor-cycles. Markings using
materials with the best possible skid resistance
characteristics should therefore be specified.
Only approved symbols shall be used.
MAY 2012
SADC - RTSM - VOL 1
ROAD MARKINGS
WORD MARKINGS
COLOURS:
For dimensions
ref. Vol 4
pages
12.5.1to
12.5.9
White
GM7
7.4.7 Word Markings

1
WORD MARKINGS are guidance markings GM7 which

may be used when it is absolutely necessary to give
additional guidance to road users. An appropriate,
approved, ROAD MARKING SYMBOL shall always be
used in preference to a word message.
WORD MARKINGS shall comprise white letters and/or

numerals. The letter height should be in accordance
with the provisions of Table 7.1.It should be noted that the
long-standing letter height of 5,5 m, used on rural roads,
has been retained instead of converting to the 5 m used
for many other markings.
In situations where lane selection is critical, and guidance

signing opportunities are limited, guidance word
messages consisting of route numbers or abbreviated

destination names e.g. "JHB" or "DBN" may be used to
advantage. The
use
of
route
numbers is
recommended in preference to abbreviations.
4
The amount of WORD MARKINGS used at any one

point should be limited to reduce the risk of creating a
skid hazard. The message should be as concise as
possible. If a multi-word message (two or three words) is
used the first word in the message should be marked on
the road surface first, followed by subsequent words at
spacings of one to two times the marking height apart.
KERBFACE MARKING
COLOURS:
For dimensions
ref. Vol 4
page
12.1.2
to
12.1.7
Black and
white
GM8
7.4.8
Kerbface Marking
1 KERBFACE guidance marking GM8 may be used to

indicate to road users the presence of kerbing on the
kerb line of a roadway. Use of the marking is
OPTIONAL.
2
In terms of practical economic, aesthetic and design

considerations it is not required nor recommended
that all k e r b i n g be marked with KERBFACE
marking GM8.
KERBFACE marking GM8 shall comprise alternating

sections of black and white painted kerbing. The lengths
of the black and white sections should be equal, and in
the range of 600 mm to 1 000 mm.
ROAD MARKINGS
KERBFACE marking GM8 can be used to improve

conspicuity and therefore the visual impact of a section of
kerbing which has been placed to a greater or lesser
degree in the path of on-coming traffic (the marking of
kerbing within dual carriageway junctions should be
undertaken with care since it is possible for different
sections of kerbing to blend into each other, possibly
resulting in confusion as to the layout of the junction).
Experience has shown that the paint used on kerbfaces

needs to be to a road marking paint specification for
durability. To ensure the effectiveness of the marking
under adverse conditions or at night it is recommended
that retroreflective white paint be used.
SADC - RTSM - VOL 1
MAY 2012
7.5.1
ROADSTUDS
7.5
ROADSTUDS
7.5.1 Introduction
(b)
(c)
(d)
(e)
1 ROADSTUDS may be used to supplement road markings

more especially in situations where the road markings are
subject to conditions of poor or limited visibility.
2
The greater height of a roadstud above the road surface

and the incorporation of retroreflective lenses, which
efficiently reflect vehicle headlamp beams over
considerable distances, can improve the guidance
normally given by road markings, under conditions where
these become ineffective.
7.5.3
1
This section covers the manner in which roadstuds

may be used and situations in which they are not
recommended. Details are given of typical situations
where the use of roadstuds may be beneficial. A road
authority may, however, adopt a policy to use roadstuds universally on a particular class of road or on all
roads within its jurisdiction.
It is recommended that only roadstuds which comply
with the requirements of the South African Standard
Specification SABS 1442-1987, Roadstuds or similar, be
used.
It is essential that the meaning imparted by roadstuds and

the guidance given by them is consistent and
predictable. Only three colours of roadstud may be
used to supplement road markings. The meanings
intended to be conveyed by these three colours, in
conjunction with the relevant road markings are:
(a) RED shall mean PROHIBITION;
(b) YELLOW shall mean WARNING;
(c) WHITE shall offer GUIDANCE.
The colours permitted, and their functions, are:

(a) RED:
(i) to supplement any road marking to indicate
potential "wrong-way" driving situations;
(ii) in conjunction with a white NO CROSSING
line marking RM2;
(iii) in conjunction with a white RIGHT EDGE LINE
marking RM4.2;
(iv) in conjunction with a white NOOVERTAKING
line marking RM1;
(b) YELLOW:
(i)
i conjunction with yellow road markings with the

n
exception
noted
in
sub-paragraph
7.5.2.2(a)(i);
(c) WHITE (or clear):
(i)
in conjunction with white road markings with

the
exception noted in sub-paragraph
7.5.2.2(a)(i).
Roadstuds may be omnidirectional, uni-directional or bidirectional. Omnidirectional class roadstuds are

available in white (clear) and may be specified for white
roadstud applications where a uni- or bi-directional
requirement is not specifically required. Uni-directional
roadstuds may be specified for use in white, yellow or
red. Bi-directional roadstuds may be specified as:
(a) white/white;
MAY 2012
Uses of Roadstuds
It is recommended that ROADSTUDS be considered for

use to supplement any of the following types of road
marking when any of the conditions listed in paragraph
7.5.3.2 exist separately or in combination:
(a)
(b)
(c)
(d)
(e)
(f)
(g)
(h)
(i)
(j)
(k)
7.5.2 Colour Coding

1
white/red;
yellow/yellow;
yellow/red;
red/red.
NO OVERTAKING LINE RM1;

NO CROSSING LINE RM2;
CHANNELISING LINE RM3;
LEFT EDGE LINE RM4.1;
RIGHT EDGE LINE RM4.2;
PAINTED ISLANDS RM5;
CONTINUITY LINE WM2;
DIVIDING LINE WM3;
REVERSIBLE LANE WM4;
ARRESTOR BED AHEAD WM9;
LANE LINE GM1.
When the following conditions occur either separately or

in combination the use of roadstuds may be warranted:
(a) regular occurrence of mist, fog or rain resulting in:
(i) significantly reduced visibility;
(ii) reduced performance of conventional
markings due to standing water;
(b) heavy traffic volumes resulting in:
road
(i) poor visibility due to glare from the head lamps of

oncoming vehicles;
(ii) restricted forward vision due to traffic density and
resulting close following distances;
(iii) rapid wear of conventional road markings;
(c) isolated low standard road design resulting from:
(i) changing vertical and/or horizontal alignment;
(ii) reduced carriageway width or lateral clearance to
street furniture;
(iii) a speed limit set well below the general limit for
the class of road, or an advisory speed
displayed which is much lower (>20%) than the
general speed limit;
(iv) poor surface water drainage;
(d) hazardous sites, with documented accident records,
involving:
(i) T-junctions;
(ii) wrong-way travel;
(iii) complex lane layouts;
(iv) sharp curves;
(v) at grade railway crossings;
(e) roadworks sites of significant
demarcate:
time
duration
to
(i) temporary road alignments;
SADC - RTSM - VOL 1
ROAD MARKINGS
7.5.2
ROADSTUDS
or "Intermediate" to "Abnormal".
(ii) temporary lane arrangements;

(iii) rapid lane indication after resurfacing;
(f) on all freeways (both Class A1 and Class A2).
3
The use of roadstuds is generally NOT recommended

where:
(a) cyclists may be affected;
(b) traffic speeds are low;
(c) street lighting is of a sufficient standard to ensure
adequate night-time visibility;
(d) road resurfacing is planned in the near future;
(e) specifically across the exit point to freeway offramps and the entry point of freeway on-ramps and
any other similar situation where traffic leaves or
joins a major roadway in a free-flowing or merging
manner.
The requirement in paragraph 7.5.3.3(e) will have the

effect that roadstuds will not commonly be used with
certain applications of CONTINUITY LINE marking
WM2.
On multi-lane roads all roadstuds on parallel longitudinal

lines should be spaced to fall on common crosssections. I t is preferable to design the roadstud
placement for complex areas first.
The spacings of multiple line markings such as NO

OVERTAKING LINES RM1 with DIVIDING LINE WM3, and
NO CROSSING LINES RM2, should be such that, if a
roadstud is to be placed between two parallel lines, there
should be a minimum of 150 mm between the lines to
allow a minimum side clearance between line and
roadstud of 25 mm.
Other roadstud applications with continuous lines require the roadstud to be placed to the side of a line
using a preferred separation of 50 mm and a minimum
separation of 25 mm. Wherever possible the roadstud
should be placed on the side of a line outside the
travelled way.
Where roadstuds are specified with the single continuous

longitudinal line markings such as a CHANNELIS- ING
LINE RM3, or a single NO OVERTAKING LINE
RM1,they should be placed on the road surface prior to
marking. They may then be masked to avoid overpainting
When a longitudinal marking is more than 200 mm wide it is

recommended that two roadstuds of the appropriate
colour be placed side by side and at recommended
longitudinal spacings. It is also recommended that in
such applications "Intermediate" or "Abnormal" spacings
are used. Examples of such markings/double stud
applications are 300 mm wide CHANNELISING LINES
RM3 and EXTRA DENSITY CONTINUITY LINES WM2.
A limited range of roadstud and line road marking

combinations is given in Figures 7.9 to 7.11. These
figures show all roadstuds as bi-directional. Such a
specification is optional in certain respects.
7.5.4 Temporary Roadstuds

1
Temporary roadstuds may be specified for use at major

roadworks sites, particularly at temporary changes in
road alignment.
A limited number of temporary roadstud designs have

been produced which conform to the requirements that
they should be inexpensive (therefore expendable and
not re-used),and quick, easy and inexpensive to apply
and reasonably durable in heavy traffic conditions.
A white or yellow temporary roadstud which can comply

with these performance parameters may be considered for
use at very close spacings to simulate a road marking
line.
Uni-directional or Omnidirectional roadstuds may be

specified as follows:
(a) on a one-way roadway all roadstuds may be unidirectional;
(b) on an undivided multi-lane roadway with more than
three lanes the roadstuds used with lane line marking
may be uni-directional or omnidirectional and those
used with edge line markings may be uni-directional.
7.5.5 Longitudinal Spacing and Lateral

Position
1 When roadstuds are specified for use they should be
spaced
longitudinally in
accordance
with the
recommendations in Table 7.8.The descriptions
"Normal", "Intermediate" and "Abnormal" given in Table
7.8 are general terms intended to offer a limited grading of
the severity of conditions which may warrant the use of
roadstuds with road markings. The actual level of severity
of condition to which individual road authorities relate
these terms is subject to their specific policies on the use
of roadstuds.
2
As a result of these options designers should check the

policies of any authority for which they undertake work to
determine the specific requirements of the authority.
A wider range of roadstud applications is covered in
In addition to the requirements of Table 7.8 roadstuds

shall be spaced so that there are at no time fewer than
three roadstuds visible to a driver to define each specific
longitudinal line. This may result in a need to upgrade
the spacing category from "Normal" to "Intermediate",
TABLE 7.8.
RECOMMENDED LONGITUDINAL ROADSTUD SPACING
TABLE 7.8.
Normal (m - c/c)
Intermediate (m- c/c)
Abnormal (m - c/c)
Rural
24
12
Urban
18
Temporary
12
3 down to 1
ROAD MARKINGS
SADC - RTSM - VOL

1
MAY 2012
7.5.3
ROADSTUDS
Detail 7.9.1 2 Lane/2 Way - No Surfaced Shoulders
Detail 7.9.2
2 Lane/2 Way - With Surfaced Shoulders
Detail 7.9.3
2 Lane/2 Way- No Overtaking Line
Detail 7.9.4
2 Lane/2 Way- No Overtaking/No Crossing Lines
Fig. 7.9
MAY 2012
Typical Roadstud Use on Two-way Roadways
SADC - RTSM - VOL 1
ROAD MARKINGS
7.5.4
Fig.7.10
ROAD MARKINGS
ROADSTUDS
Typical Roadstud Use on 2 Way Multiple-Lane

Roadways with Dividing Lines
SADC - RTSM - VOL

1
MAY 2012
Detail7.11.1 Typical Cross-Section Layout
Detail 7.11.2 Treatment at Off-Ramp Terminal

Junction
Detail 7.11.3 Treatment at Dedicated Exit Lane (Channelising Line over 200 mm Wide)
Fig.7.11
MAY 2012
Typical Roadstud Use on Freeway Carriageways
SADC - RTSM - VOL 1
ROAD MARKINGS
7.6.1
OTHER DELINEATION DEVICES
GUARDRAIL DELINEATORS
COLOURS:
For dimensions
ref. Vol 4
page
12.6.1
PERMANENT
TEMPORARY
Black semi-matt on yellow
retroreflective
Both sides
Reverse side
TD1
D1
7.6.1 Guardrail Delineators

1
GUARDRAIL DELINEATORS D1 are retroreflective

devices used to warn road users of a barrier
guardrail (see Chapter 10 for the definition of a barrier).
GUARDRAIL DELINEATORS shall be attached

securely to W-section, or similar, barriers within the
recessed section at a maximum spacing of four
standard 7.62 m guardrail sections. The retroreflective
area of each face shall be a maximum of 70 cm 2. The
use of higher than Class 1 grade retroreflective material
may be considered, particularly in areas subject to
regular poor visibility conditions.
The "wrong" side of all permanent GUARDRAIL DELINEATORS shall be covered with red retroreflective
material to discourage the possibility of wrong-way
travel (see Subsection 7.5.2).
MAY 2012
Temporary GUARDRAIL DELINEATORS TD1 shall be

double-sided and black and yellow in colour. The maximum
spacing shall be reduced to two standard7,62 m guardrail
sections.
A barricade which is not capable of withstanding vehicle

impact, but which may have the general appearance of a
barrier,
shall
be
provided
with
GUARDRAIL
DELINEATORS D1 or TD1.
If a concrete "New Jersey" style barrier is to be used,

either temporarily or permanently, it is recommended that
such barriers be provided with GUARDRAIL DELINEATORS D1 or TD1. A recess capable of wholly
containing the delineator within the vertical projection of
the lower edge of the barrier should be provided.
SADC - RTSM - VOL 1
ROAD MARKINGS
7.6.2
FLOOD or SNOW DELINEATORS

COLOURS
For dimensions
ref. Vol4
Not Applicable
Red and white

retroreflective
with black semimatt numerals
D2
7.6.2
Flood or Snow Delineators
FLOOD or SNOW DELINEATORSb2 are retroreflective

devices used to warn drivers that the road ahead is
submerged by floodwater or snow drifts to an
extent that it may be hazardous for drivers to
proceed.
FLOOD or SNOW DELINEATORS may comprise a

vertical post with a minimum width of flat surface of 150
mm facing traffic in both directions. The flat surface may
be covered in red and white retroreflective materials in a
chequer-board pattern of 500 mm intervals. The height
of the delineator should be a minimum of 3 m, and
each metre should be marked in a white panel by a
black semi-matt numeral.
Use of FLOOD or SNOW DELINEATORS is

particularly appropriate to long shallow valleys where
a high level bridge has not been provided and where, in

the event of flooding, the extent of the flooding may be
difficult to judge. The delineation devices may also be
useful in mountain passes to indicate the extent of snow
falls and the alignment of the roadway ahead.
4
FLOOD or SNOW DELINEATORS should be spaced

approximately 50 m to 200 m apart, on both sides of the
roadway, located outside the shoulder break point. They
should be placed so that the vertical and horizontal
profile of the road is accurately delineated. They should
be well founded to resist water flow but in such a way
that if the roadway is washed away they will also fail.
SHOULDER DELINEATORS
COLOURS
For dimensions
ref. Vol4
Not Applicable
Black and white

or natural colour
with yellow
retroreflective
panel(s)
D3
7.6.3
1
Shoulder Delineators
SHOULDER DELINEATORS D3 are devices used to

indicate to drivers the alignment of roads, and in
particular the limits of gravel shoulders around
curves.
There is no prescribed shape or size for such devices. It is
recommended that they be light in colour. A minimum
area of 800 cm2 facing in each direction is recommended,
with a recess in each side in which yellow retroreflective
material with a minimum area of 50 cm2 may be placed
Spacings of 50 m on curves between 300 m and 100
m radius, and 100 m on straights and curves over 1
000 m radius are recommended. If smaller radius
ROAD MARKINGS
curves are used spacings should be reduced to

those given in Table 3.5 for signs W405 and W406
4
SHOULDER DELINEATORS should be located on both

sides of the roadway 0,3 m outside the shoulder breakpoint.
Distances or road maintenance information may be

included on such devices.
SHOULDER DELINEATORS are not a substitute for

DANGER PLATES W401 or W402, or SHARP CURVE
CHEVRONS W405 or W406. If either of these types of
hazard markers are used then shoulder delineators
become superfluous.
SADC - RTSM - VOL 1
MAY 2012
7.6.3

TRAFFIC CONES
COLOURS:
For dimensions
ref. Vo/4
Not Applicable
Red-orange with white

or yellow retroreflective
sleeve
TD4
7.6.4 Traffic Cones

1
TRAFFIC CONES TD4 are portable temporary devices

used to indicate to drivers a temporary shift in
alignment around a localised work area, an
accident site or a roadblock.
TRAFFIC CONES shall have a minimum height of 450

mm in urban areas and 600 mm on high speed roads. A
height of 750 mm or more is preferred for all longer term
high speed road applications other than when used by
accident response units.
TRAFFIC CONES should not be used for applications

lasting more than 8-10 hours and preferably not on an
overnight basis. DELINEATOR PLATES lW401 and
lW402, should be used for applications lasting more
than 8-10 hours and/or overnight.
If traffic cones are used for short periods at night-time
they should have at least half of the cone surface
covered with a white or yellow retroreflective material.
This may be achieved by the use of removable sleeves of
retroreflective material. The normal colour for TRAFFIC
MAY 2012
CONES is a fluorescent red-orange. However, under

certain types of street lighting, an all yellow or white
cone can be more effective. A light road surface colour
may require that the base of a white cone is black or
some other dark contrasting colour.
5
The cone base should be NON-CIRCULAR for stability.

The cone design should be such that the weight in the
base prevents them from being blown over by
passing
vehicles.
Recommended
nominal base
diameters are 250 mm (for 450 mm height) and 400 mm
(for 750 mm height) with proportional dimensions for other
sizes.
Since traffic cones are intended to be used for easy and

rapid deployment they should be stackable for compact
storage but still be designed for easy separation.
Traffic cones should never be placed on the roadway

without appropriate advance temporary signs. Cones
should be under constant supervision so that if
knocked over or moved they can be replaced in their
correct position.
SADC - RTSM - VOL 1
ROAD MARKINGS
NATIONAL VARIANTS
7.7.1
7.7
NATIONAL VARIANTS
7.7.1
General
(f) Mauritius
Mau;
(g) Mozambique
Moz;
(h) Namibia
Nam;
Sey;
(i) Seychelles
RSA;
( j ) South Africa
Swa;
(k) Swaziland
Tan;
(I) Tanzania
Zam;
(m) Zambia
Zim.
(n) Zimbabwe
5
When National Variants occur they will be
covered in Subsections of this Section, bearing the
name of the country. All National Variants are identified in
the Contents by a black dot thus - . The purpose in
identifying variants is to assist education on road
traffic signs within the region for travellers beyond
National borders, and to assist road marking
contractors and road authorities.

2
For the purposes of identification any such road markings

are considered as NATIONAL VARIANTS specific to one
or more of the SADC member countries. Variants can
different symbol for a road marking function used in
most member countries; or
(b) as a UNIQUE variant where the road marking is
used in only one country; or
language of a SADC member country which does
not have English as an official language (at the time of
All road markings are listed once in colour in the

Contents section and are provided with text describing
their meaning and function. Any additional National
variants involving a modified or different symbol will
be identified pictorially in the National Variants
section. Any National Variants which are unique to
one country will appear in the National Variants
section complete with appropriate text.
All road markings are allocated numbers. An
additional variant is allocated a three letter suffix
identifying the country to which it belongs. In the case
of a unique variant such a road marking will be
allocated a unique number which includes the
appropriate National three letter suffix. If the road
marking becomes more widely used the use of the
suffix w i l l be discontinued. The letter codes allocated
for each member country are as follows:
(a) Angola
(b) Botswana
(c) Democratic Republic
of Congo
(d) Lesotho
(e) Malawi
MAY 2012
7.7.2 Angola
1
Due to the fact that traffic travels on the right side of the
roadway in Angola certain road markings are used in
what amounts to a mirror image application of those
used in other member countries. Most of these, such as
STOP LINE marking RTM1, and YIELD LINE marking
RTM2, are so obvious that they are not identified here
as specific National Variants.
Two specific markings are illustrated in Figure 7.23 to

ensure their correct application. These markings are:
(a) PAINTED ISLAND regulatory marking RM5-Ang;
(b) TRAFFIC CIRCLE MANDATORY DIRECTION
ARROWS regulatory marking RM15-Ang.
These two markings are in fact also mirror images of the
markings illustrated in Section 7.0 but are shown in Figure
7.23 because of their particular safety aspects with
regard to direction of travel.
Ang;
Bot;
DRC;
Les;
Mal:
Road markings are much more generic than road signs and
there are very limited requirements for National
Variants.
7.7.3 Angola and Mozambique

1
Since English is not an official language in Angola and

Mozambique the application of Portuguese WORD
MARKING guidance markings GMB is likely.
SADC - RTSM - VOL 1
ROAD MARKINGS
7.7.2
NATIONAL VARIANTS
RM5-Ang
Refer: 7.2.9 page 7.2.15
RM15Ang
Refer: 7.2.19 page 7.2.29
Fig 7.12
Road Markings with Reversed Elements - ANGOLA
ROAD MARKINGS
SADC - RTSM - VOL 1
MAY 2012
SOUTHERN
AFRICAN
DEVELOPMENT
COMMUNITY
NAVIGATIONAL AIDS
SECTIONS
8.1
Introduction
NAVIGATIONAL
8.2
Types of Navigational Aids
AIDSWARNING
SIGNS
8.3
Route Optimisation
8.4
Route Numbering
8.5
8.6
National Variants
MAY 2012
CHAPTER
SADC RTSM - VOL1
8.1.1
INTRODUCTION
CHAPTER 8: NAVIGATIONAL AIDS

8.1 INTRODUCTION
8.1.1 General
1
As the complexity of a road network increases the

variety of routes leading through junctions and interchanges may create alternative routes by which drivers
may reach a destination. Drivers therefore need
navigational information to enable an optimum route to be
chosen, followed, or adopted when required by local
conditions, until their destination is reached. For the
majority of drivers and trips, this navigational information is
personal knowledge based on experience. Strangers
who do not know a route or area should, however,
acquire all or most of their navigational information as a
result of PRE-TRIP PLAN- NING.
Once on the road, drivers should be guided throughout
the trip by appropriate messages, which are consistent
with their expectations, and which enable them to reach
their required destinations, with a minimum of
disruption to themselves and to other traffic. Since a
tourist has been defined elsewhere as any person
undertaking temporary, short term trips to destinations
outside the place where they normally live and work, it
can be interpreted that the driver referred to in the text is a
tourist.
This Chapter therefore gives guidelines, designed to help
the responsible rural and metropolitan road authorities
develop a uniform approach on navigational aids for the
road users, as part of the Motorist (Road user)
Information System. Municipal road authorities shall
consult with other relevant local authorities and with
the national and other road authorities to ensure that
continuity of destination signage through their areas is
achieved.
signs to assist foreign visitors, who may lack even basic

local knowledge.
8.1.3The Road Network

1
The road network comprises a number of components

which can be classified in a hierarchical manner. The
principal components are the LINKS or connecting
routes, and the NODES or destinations. In order for
drivers to travel along a LINK towards the NODE of their
choice they require some form of ORIENTATION at the
point of entry to the LINK (often another NODE).
Orientation is thus a function or property of a NODE or
destination.
A systematic approach to providing the necessary

navigational
information,
requires
that
these
components be classified into hierarchies. Each SADC
member state has its own road network (see Figure 8.2),
and numbered SADC routes have been identified which are
superimposed on the individual national networks
without affecting these.
The SADC numbered route
network is shown in Figure 8.1.
8.1.4
1
In order to develop this uniform approach a number of

assumptions relating to the navigational process have to
be made. These assumptions are:
(a) that drivers have a general knowledge of the
relative locations of FAMILIAR destinations;
(b) that maps and route numbers form the primary
information system on routes on which the majority
of trips occur, whether these are work, business,
pleasure or directly related to tourism;
(c) that guidance signs play an essential supporting
role to the primary information system;
(d) that direction signs and the destinations displayed on them, and interchange exit numbers
should be designed on the basis that drivers do use
maps, and plan their trips when these are to
areas with which they are not familiar.
Although these assumptions are made in order to place

practical limits on the scale of navigational information
given to drivers, they shall be applied with
circumspection. In some cases one or more of the
assumptions may clearly not be appropriate, and extra
steps should be taken to ensure that adequate
navigational information is available. Such steps may
typically result in the use, for instance, of supplementary
guidance signs in the form of TOURISM
MAY 2012
Regardless of the status of the authority responsible for a

particular route, links or routes may be classified as
follows :
(a) INTER-STATE routesnumbered major inter-national
routes;
(b) PRIMARY or TRUNK routes - numbered major interprovincial or national links;
(c) SECONDARY or ARTERIAL routes - numbered minor
inter-provincial or major inter-regional or intraregional links;
(d) TERTIARY or REGIONAL routes - numbered minor
inter-regional or major intra-regional links;
(e) ACCESS routes - direct access links to local
destinations;
(f) METROPOLITAN
routesnumbered
intrametropolitan links.
8.1.2 Assumptions
1
Link or Route Classification
INTER-STATE,
PRIMARY,
SECONDARY
and
TERTIARY routes are primarily rural routes but they
can start in metropolitan or major urban areas and will
commonly traverse these types of areas as well. Rural
ACCESS routes can be defined simply as in
paragraph 8.1.4.1(e). In urban areas their route access
function is more difficult to define as a wider range of
route types is covered. Urban ACCESS routes, as a
group, may include collector-distributor roads which
may be classified lower than urban Class "B" roads.
(i.e. ACCESS routes are not numbered routes.) They
may also include direct access roads which have a
similar function to their rural counterparts. Since
collector-distributor roads, by definition, may serve
several local destinations the choice of ORI- ENTATION
points, which will commonly be suburb names, will
become difficult at this level. Whilst METROPOLITAN
routes, as defined in paragraph 8.1.4.1(f), will commonly
lie wholly within a metropolitan area, when such areas
SADC- RTSM - VOL 1
NAVIGATIONAL AIDS
8.1.2
INTRODUCTION
abut each other the METROPOLITAN route numbering

system may extend across common boundaries.
3
4
For details of route numbering refer to Section 8.4.

Road classification is discussed in Chapter 1, Section
1.2 in a general way, and in Chapter 4,Section
4.5 with regard to urban roads.
8.1.5 Node or Destination Classification

1
8.1.6 Orientation Point Classification

1
From a study of International and National maps, the

locations of major orientational centres of attraction
should be identified. In effect the selection is based on the
likelihood of a tourist being able to identify with such
orientation points. For the purposes of classification the
attraction or orientational value of destinations may be
described by a number of "Levels". Up to six levels may be
considered and the parameters for these levels should
be based on various characteristics of candidate towns
(see Subsection 8.3.2).Member countries may have
appropriate listings of local authorities which can serve as
a basis for ORIENTATION POINT classification.
The classification of orientation points should be related

to the class of LINK on which they occur and to their
NODE classification. The relationship between NODES,
LINKS and ORIENTATION POINTS is given in Table 8.1.
Nodes or destinations are selected by way of a

methodology described in Section 8.S,and are then
classified into the following :
(a) FAMILIAR destinations - those orientation points
which are assumed to be known to virtually all
drivers, including foreign visitors, in terms of the
general direction required to be taken to reach
them, and the approximate distance to be covered in
order to reach them;
(b) CONTROL destinations - are orientation points
which offer drivers en route checks or verifications as
to their position or progress;
(c) SERVICE destinations- are points on routes where
road users would expect to be able to obtain various
services such as vehicle service, food and
accommodation.
TABLE8.1
Destinations names for use on primary signs are

selected from the FAMILIAR and CONTROL levels.
SERVICE destinations appear on the confirmation signs
together
with
CONTROL
destinations
(and/or
FAMILIAR destinations in certain cases).
ORIENTATION POINTS
TABLE 8.1
Links (Routes)
Nodes
(Destinations)
Inter-State
Primary
Secondary
Tertiary
Access
Metropolitan
Familiar
Level 1
Level 2
Level 3
Level 4
Metro Level A
Control
Level 2
Level 3
Level 4
Level 5
Metro Level B
Service
Level 3
Level 4
Level 5
Level 6
Metro Level C
Level 4
Level 5
Level 5
Level 6
Level 6
Metro Level D
Metro Level E
Level 6
NOTES:
(1) Generally only FAMILIAR and CONTROL Nodes
should appear on direction signs. SERVICE nodes
should be included on confirmation signs, except in
cases where destination signs will logically require
the inclusion of these.
NAVIGATIONAL AIDS
(2) Border posts should be listed as a unique Orientation Level. They may be elevated to Level2 status for
direction sign purposes.
(3) This table is used to determine the basic destination
classification (see 8.S.3).
SADC - RTSM - VOL 1
MAY 2012
8.1.3
INTRODUCTION
Fig 8.1
MAY 2012
Map Showing Numbered SADC Routes

(Superimposed on Member State
Primary Routes)
SADC- RTSM - VOL 1
NAVIGATIONAL AIDS
8.1.4
Fig 8.2
INTRODUCTION
Map Showing Selected Primary Routes,

and two Superimposed SADC (Inter-State) Routes
(With Some Level1 and Level 2 Destinations)
NAVIGATIONAL AIDS
SADC - RTSM - VOL 1
MAY 2012
TYPES OF NAVIGATIONAL AID

8.2
8.2.1
8.2.1 General
1
(iv) all orientation points displayed as destinations on

signs along the roads;
In order for strangers to find their way safely to a

previously unvisited destination they have to have
adequate access to a range of navigational aids. Such
aids to navigation need to be available in an "off-theroad" form for PRE-TRIP PLANNING, and in an "on-theroad" form for IN-TRIP USE. Unvisited trip destinations
may range from those visited after crossing several
countries (with unknown towns and cities, which need
to be successfully navigated through, along the way),
to destinations in an unfamiliar part of a major
metropolitan area, from that in which the driver lives
and works (e.g. Johannesburg).
Aids to driver navigation may take several forms. In

undertaking a trip, and particularly one into unfamiliar
territory, a number, or all, of these may be utilised.
The following forms of navigational aid should be

provided to road users in accordance with the provisions
of subsequent Subsections:
(v) tourist attractions indicated on TOURISM signs

along the roads;
(vi) new roads under construction, or roads of which
the construction in the near future has been
confirmed;
(vii) all street names in urban areas (subject to map
scale);
(d) the map should be supplemented by "Route
Schedules" stating the terminal points of routes
with route numbers and all other orientation points
along these routes (this should include Tourist
Routes when appropriate);
(e) subsequent changes and additions to the map and
schedules should be indicated in a different colour or
by some other coding system.
4
Sign mounted roadside maps of local areas may be

provided. These are used with benefit in major tourist
areas and in industrial areas, where the percentage of
drivers not familiar with the area may be well above
average. These maps should be provided with an
adequately signed pull-off area or layby, to give drivers
time to take in the required information without
obstructing other traffic. Typical examples of industrial
area roadside maps and tourist area roadside maps are
given in Chapter 5 and Section 4.10 respectively.
Local road authorities should submit information

pertaining to route numbers and schedules to the controlling road authority for approval. The co-ordination and
control of route numbering should be maintained by a
Route Numbering Sub - Committee of the relevant
Road Traffic Sign Technical Committee.
Tourist publicity material should, where practical,

include mini- route maps to indicate the location of tourist
attractions. The principles appropriate to road maps
apply equally here.
(a) ROAD MAPS (including roadside maps and tourist

publicity material);
(b) ROAD REPORTS;
(c) ROUTE NUMBERS;
(d) GUIDANCE SIGNS (including tourism signs),
CONFIRMATION SIGNS, TOWN NAMES &
STREET NAMES;
(e) PROPERTY NUMBERS, PRIVATE AND COMMERCIAL NAME SIGNS.
8.2.2 Road Maps

1
ROAD MAPS are representations of LINKS or routes,

connecting NODES or destinations, according to a
hierarchical scale. A driver should use road maps to do
pre-trip planning and also to monitor progress and
position en route. It Is therefore essential that
navigational Information on road maps shall
correlate with navigational information given on
roads, and VICE VERSA.
It is the function of map producers to print and distribute
road maps to the public although authorities may provide this service themselves. The supply of current
map information to map producers is the
responsibility of the road authorities.
8.2.3 Road Reports

1
Road reports give up-to-date information on road and

traffic conditions and warn about delays and hazardous
conditions. A driver should therefore use road reports to
make final adjustments to his pre-trip planning, and road
reports received en route may give an opportunity to
avoid congested or hazardous road sections.
Although this information is made known through the

press, radio, television and the Internet as a general
service to the public, it is the duty of the road
authorities to collect and supply this information.
Road reports for release to the media should be coordinated and issued by the National Road Authority
through approved bodies.
Each authority responsible for a numbered route

should, on request, submit accurate current road
condition information for such roads to the head office of
the National Road Authority. This road report shall
The information supplied to map producers should

(a) the base used for the map shall be the National
Geo-reference System and this shall be indicated
on the map;
(b) the scale of the map shall suit the density of lines
and shall be shown on the map;
(c) the map should clearly indicate as much of the
following as is practical :
(i) freeway, toll, dual carriageway, surfaced single
carriage way and un-surfaced roads;
(ii) all route numbers allocated to routes;
(iii) interchange
exit
numbers
allocated
to
interchanges on freeways and other classes of
road, together with street names in urban areas;
MAY 2012
(a) where available a suitable road map complying with the

requirements given in Subsection 8.2.2 should
SADC - RTSM - VOL 1
NAVIGATIONAL AIDS
8.2.2
be marked with the sections referred to in the

report;
(b) conditions on all sections of Inter-State and Primary
routes shall be described; Secondary, Tertiary and
lesser routes reports need only be submitted for
problem sections;
(c) the ROUTE NUMBER, with a description of terminal
orientation points and total length of the route, shall
be indicated;
(d) road types, namely - freeway, toll, dual carriage
way, four lane undivided, three lane single carriage
way (including climbing lanes), single carriage way
shall be indicated;
(e) anticipated traffic conditions involving abnormal
vehicles, high percentages of heavy vehicles, farm
tractors, capacity constraints;
(f) special features such as:
(i) toll plazas;
(ii) rest and service areas;
(iii) 24-hour fuel facilities;
orientation points which link into the route which is the

subject of the report.
8.2.4
1
As a road grows in importance the necessity to identify it

as a specific route reaches the stage when the
responsible road authority may decide to allocate a
route number to it.
The allocation of a route number to a route creates an

obligation on the relevant authority to place signs
indicating the number of the route, and to notify map
producers as soon as possible of the number and the
extent of the route, in accordance with the
requirements of paragraph 8.2.2.3.
Route numbering criteria are dealt with in detail in

Section 8.4.
8.2.5 Guidance Signs, Confirmation

Signs, Town and Street Names
..
Guidance signs give en route navigational information to

guide drivers during trips, so that they may reach their
destinations in safety and with the minimum of
disruption. These signs shall comply with the
requirements
of
design,
placement, operation,
maintenance and uniformity as set out in this Manual.
Note should be taken that guidance signs are solely for the
purpose of providing navigational information, and are
not an advertising medium.
The decision to use a particular legend on a sign should

be made on the basis of an engineering study, with the
objective of guiding drivers along the optimum route to a
destination.
The primary guidance signing system may be

supplemented by tourism signs where appropriate as set
out in Chapter 4,or Volume 2,Chapter 4:Tourism Signing.
(iv) SOS services;

(v) arrestor beds;
(vi) points of scenic interest;
(g) sections of route which are not operating at their
normal level of service for whatever reason,
together with a description of the orientation points at
the extreme ends and the length of section shall be
given;
(h) hazardous conditions on sections such as :
(i) road-works, including detailed information on
half-width construction, surfaced or gravel
deviations, road closures, detours, presence of
construction
workers
and
vehicles,
maintenance activities such as resealing,
patching, line marking and work on shoulders;
(ii) poor pavement conditions such as pot-holes,
uneven surface, slippery when wet, loose stones
and falling rocks;
(iii) geometric conditions on alternative routes
including sharp curves, steep grades, concealed
junctions and/or entrances,
surfaced or
unsurfaced shoulders;
(iv) floods or wash-aways;
8.2.6 Property Numbers, Private and

Commercial Name
Signs
1
(v) areas prone to climatic conditions such as mist,

snow, rain, or smoke;
(vi) high frequency accident locations;
(vii) any other hazardous conditions on the road.
4
When giving this information the road authority should

relate it to orientation points along the route in question. In
addition, when this is relevant, the distance for which the
condition occurs should be given and the time period
for which it is expected to exist. Recommended
alternative routes should also be detailed, in relation to
NAVIGATIONAL AIDS
Route Numbers
All properties in urban areas must be clearly identified by a

number allocated and controlled by the local authority.
These should be clearly displayed, and readable by the
driver, from a vehicle in motion. Letter size should conform
to that appropriate to the travel speed on the road, but
should not be less than 100 mm. The presence of a
consistent property numbering system is important in
locating the final destination. (See South African
Standard Specification SANS 972: Parts 1 and 2
2004/2005 :
Signs for Street and Property
Identifcation.)
Private and commercial name signs may be used to
supplement the property number.
SADC - RTSM - VOL 1
MAY 2012
8.3.1
ROUTE OPTIMISATION
8.3
ROUTE OPTIMISATION
8.3.1 General
1
The choice of an optimum route is dependent on interrelated variables, such as the level of familiarity of
orientation information, the purpose of the trip, the time and
cost relationships as perceived by the road user, the
type of vehicle, and also the avoidance of less
attractive or sensitive areas.
In situations in urban areas where space is limited for the

location of guidance signs, route numbers, followed by
the appropriate cardinal direction, may be the only
orientational information which can be given. In such
cases it will be necessary to offer drivers confirmation or
reassurance, as soon as possible after they make a turn,
to indicate that they are heading towards a sufficiently
familiar metropolitan orientation point.
LEVEL 1 orientation points should be established, on

the basis that almost all drivers will have sufficient
geographical knowledge of the chosen points, for these
points to offer basic orientation, in terms of direction
and distance. These points will also be most easily
found on road maps, which will assist drivers who
have virtually no geographical knowledge of the area.
LEVEL 2 orientation points should also be established. This

can be done on the basis that nearly all drivers resident
in the province concerned, will have sufficient geographical
knowledge for the chosen points for them to offer
orientation, in terms of direction and distance. Towns
identified as main centres for sub-regional development
could form the basis of this classification.
LEVEL 3 orientation points should be established in a

similar way, based on the likelihood that nearly all
drivers resident in a region, will have sufficient geographical knowledge for the points to offer adequate
orientation in terms of direction and distance.
LEVEL 4 orientation points are higher level local

authorities, which have not been included in levels 1, 2
and 3 above. Classification as a LEVEL 4 orientation
point may change from time to time.
8.3.2 Assumptions
1
A system of establishing a hierarchy of Orientation

Points or LEVELS (as described in Subsection 8.3.3),
and subsequently identifying suitable destination
points, was developed for use in South Africa. Much
information regarding growth points and regional subdevelopments was obtained from various government
departments.
It is suggested that the various SADC member countries

may establish similar systems of their own, should the
South African based system prove unsuitable.
The selection of orientation points, and their levels of

importance, is the foundation of an efficient guidance
signing system. It has been found in South Africa that
the selection of orientation points can be topical or
even controversial. In the process of selecting
orientation points on a numbered route, the decision to
elevate town A to a higher level of classification than
town B has often led to dissatisfaction. Great care
must be taken not to allow subjective
arguments to cloud an objective analysis.
8.3.3 Orientation Points

1
Journeys start at a place, and may proceed through

various orientation points, to end at another place
which, in itself, is also an orientation point. These
orientation points are nodes or destinations in the route
network, and are grouped in a hierarchy as set out in
Table 8.1.
The familiarity of an orientation point to road users is
likely to have a significant effect on the route choice,
since there is a natural tendency to choose the known in
preference to the unknown. Familiar orientation points
are therefore more likely to affect the route choice of
drivers not familiar with the area.
Orientation points must be established for PRIMARY,
SECONDARY and TERTIARY routes. These are
effectively rural routes, although they may traverse metropolitan areas. The establishment of orientation points
within metropolitan areas can be difficult, and is likely to
be most effective when carried out on a basis of
historical
and
geographical
factors. Orientation
information given, on direction signs at systems interchanges on freeways in these areas, generally follow the
same rules as those given for interchanges in rural areas.
When the route in question is a freeway within an urban
or metropolitan area, the information given on the
freeway exit signs, at an access interchange, is not
generally designed to offer orientation on the freeway.
The exit information displayed in urban areas at such
interchanges includes the interchange exit number, the
town or city name and the intersecting route number
and street name(s).
NAVIGATIONAL AIDS
10 LEVEL 5 orientation points are medium level local

authorities. Classification as a LEVEL 5 orientation
point may change from time to time.
11 LEVEL6 orientation points are lower level local
authorities and other places. Classification as a LEVEL
6 orientation point may change from time to time.
12 LEVEL 4, 5 and 6 orientation points have been
established to distinguish between destinations at the
lower levels. Many of the towns/township communities
chosen may be regarded as parts/suburbs of the
destinations appearing in the higher levels, and must
be indicated at appropriate levels in the road network.
8.3.4 Trip Purpose

1
The purposes which influence the choice of an optimum route are:

(a)
(b)
(c)
(d)
business trips;
commercial (including industrial) trips;
trips to work and home;
tourism/leisure trips.
In the particular case of tourists' needs for route selection,

the basic direction signing system shall be adequate, to
enable drivers not familiar with the area to reach the
general area of their intended destination. This is always
provided tourists have reasonable access to suitable
up-to-date maps. Special efforts should particularly
be made to ensure that such
SADC RTSM VOL 1
MAY 2012
8.3.2
ROUTE OPTIMISATION
maps are available to foreign visitors. When

discussing signing aspects with tourist facility operators,
road authority representatives are recommended to
encourage such operators to include basic route
identification information, relevant to numbered routes in
particular, in their letterhead, booking forms or
brochures.
3
It may be necessary in the general area of the more

frequently visited tourist regions, and of the more
obscure and inaccessible ones, to provide tourism signs
which are supplementary to the basic DIRECTION signs
system. Details of these signs are given in Section 4.10
and warrants for their use are covered in Volume 2,
Chapter 4:Tourism Signing.
(b)
(c)
(d)
2
Route identification, by the allocation of route numbers

and signing, may be used to optimise route selection, to
the benefit of network capacity. The optimum route may
be selected, by determining the values attached to the
various factors for occasional and first time motorists,
not familiar with the area, and then by selecting the
best alternative after comparing the potential cost
savings.
This procedure is strongly recommended for determining

the optimum routes in metropolitan areas. In rural areas,
however, where alternative routes are not commonly
available, the selection of the optimum rural route can
be simplified by considering the relative importance of
destinations and assuming that passenger carrying
vehicles will generally prefer the quickest route, and
freight carrying vehicles will generally prefer the shortest
route.
Decisions on route numbering, the selection of

destinations to be displayed on guidance signs, and the
use of trail blazer signs, are, over a period of time,
generally part of an iterative process, based on the
various optimum routes which form a network hierarchy
between the various orientation points these routes serve.
As such, in order to maintain a measure of optimisation in a
system, changes may be necessary, with time and
alterations in traffic patterns. It is, however,
recommended that route numbers, once allocated, should
not be changed unless as part of a major system upgrade,
and such changes must be carried out with the necessary
publicity.
The time and cost relationships which influence the

choice of an optimum route are:
(a) minimum time;
(b) minimum distance;
(c) minimum cost.
8.3.6 Vehicle Type

1
The vehicle types which influence choice of the optimum route can be classified into :
(a) freight carrying vehicles;
(b) passenger vehicles;
(c) multi-passenger carrying
vehicles.
8.3.7Less Attractive or Sensitive Areas

1
Based on the knowledge that tourists will be strongly

influenced by route signing, it is desirable to avoid less
attractive or sensitive areas. Adaptation of route
information to indicate a route other than the most
obvious or direct, may be considered .Such areas
include:
The signing of alternative or "preferred" routes may be

accomplished within the normal parameters of direction
sign policy. In certain circumstances it is likely,
however, that additional signs may be necessary to
supplement the basic direction sign system. This need
should be restricted as far as possible by road authorities.
8.3.8 Route Identification and Signing
8.3.5 Time and Cost Relationships

1
residential areas;
poor standard roads;
security risk areas.
(a) central business districts;
NAVIGATIONAL AIDS
SADC RTSM VOL 1
MAY 2012
ROUTE NUMBERING
8.4
8.4.1
ROUTE NUMBERING
8.4.1 General
1
When a road network becomes complex, the task of

navigating within the network, or through the network,
also becomes complex. This complexity is particularly a
problem for visitors to a region or area, because they are
not familiar with place names at the same hierarchical
level as local drivers. Factors which result in such a
situation are:
issue a route numbering map for the area. In practice this

may be accomplished in co-operation with automobile
associations, or map producers and should be
supported by a publicity campaign.
2
(a) when pairs or sets of NODES or destinations, are

served by more than one LINK;
(b) when only one LINK is available and this serves
several destinations or NODES;
(c) when complex manoeuvres are required, in order to
return to a major route serving as an exit route from
the region or area.
(a)
(ii) grade of local authority (see relevant Government publication);

(iii) high intensity attractors, namely - sports
stadia, universities, regional shopping centres,
hospitals or tourist areas;
(b) road type and quality;
(c) trip characteristics, such as :
(i) numbers of vehicles attracted;
Although such routes could be allocated a name, this is

generally considered an impractical navigational
technique. Such a practice would require larger signs,
which would often be difficult to fit into the available
roadside space. Readability of guidance signs could be
compromised, and a confusing situation could develop
due to the need to display destination names and route
names. In metropolitan areas such routes coincide with
named streets. These street names may change several
times along the length of a route, and to allocate a route
name in such circumstances could confuse rather than
assist drivers. Conversely the use of a route number can
effectively combine the various sections of contiguous, but
differently named streets, into a cohesive route for
drivers.
Historically a number of routes may have been named.

These may be retained provided the signing of these
names is not incorporated into the navigational signing
system. The signing of such routes is covered in
Chapter 4.
In a similar manner, other en route features such as

bridges, passes, tunnels, toll plazas, rest and service
areas and tourist routes may be named and signed with
benefit to the navigational process. However, such
signs shall be considered as of secondary, or
supplementary, value to the navigational guidance signing
of routes and destinations.
orientation point characteristics, such as :

(i) category, namely - city, town, suburb, industrial
area or recreational area;
When one or more of these factors exists, signing by

destination name or street name alone is no longer
adequate. This problem can be overcome by allocating a
specific ROUTE NUMBER to the optimum route
between ORIENTATION POINTS.
2
An ideal situation would be one in which all trip

purposes could be accommodated on a route to give
minimum time, distance and cost. This is, however, not
always possible, and the following criteria should be
considered when deciding whether a route should be
numbered, or which route should be numbered:
(d)
(e)
(f)
(g)
Interchange (EXIT) or junction numbers may provide an

effective supplementary navigational aid to route
numbers.
(ii) quick trip preference (work and business);

(iii) short trip preference (commercial and industrial);
(iv) leisure trips;
all numbered routes should start and end at
orientation points, and as far as possible at
another numbered route, and be of reasonable
length;
a numbered route should avoid changing direction at
junctions as far as possible, and should not double
back and cross itself, or cross another numbered
route (except parallel minor routes), more than once;
a numbered route should be continuous throughout a
metropolitan area, as well as through contiguous
metropolitan areas. with the same number and
symbol (care shall be exercised when numbering a
route which is "circular");
all routes which are wholly contained in a metropolitan
area, even if they are roads administered by a provincial
authority, should preferably be given a metropolitan route
number, and all rural routes passing through or
terminating in a metropolitan area should retain their
non-metropolitan route numbers.
The effectiveness of the route numbering system, in a

metropolitan area, should be assessed at intervals of
from five to ten years, subject to the rate of development
in the area. When changes are made, maps shall be
updated as quickly as possible and interim publicity should
be initiated to make drivers aware of changes.
8.4.2 Metropolitan Route Numbering

Criteria
8.4.3 Rural Route Numbering Criteria
The metropolitan planning authority should co-ordinate

the numbering of metropolitan routes, in consultation with
the provincial road authority, and the various local
authorities in the area. When the numbering system
has been agreed, and the guidance signs in the area
effectively indicate the relevant route numbers, it is
recommended that the metropolitan planning authority
MAY 2012
As mentioned in Subsection 8.3.7, a simplified procedure

may be utilised to determine an optimum rural route
between orientation points, as a candidate for route
numbering. In most member states several Primary
routes are numbered and it is not envisaged that major
changes to them will take place. The following criteria
should be applied, to decide if a route will qualify for a route
number, and in what other category such a route should
be classified :
SADC - RTSM - VOL 1
NAVIGATIONAL AIDS
8.4.2
ROUTE NUMBERING
(a) the population level of the relevant orientation points as given in Table 8.2:
TABLE 8.2
POPULATION
Population of Orientation Point
Level
> 100 000

50 000 - 100 000
10 000 - 50 000
5 000 - 10 000
500 - 5 000
<500
1
2
3
4
5
6
TABLE 8.2
(b) the rural route hierarchy level as given in Table 8.3:

TABLE 8.3
ROUTE HIERARCHY
Class of route
Level
Primary
Secondary
Tertiary
1
2
3
TABLE 8.3
(c) the numbering of a route, and the category in which it should be numbered, are summarised in Table 8.4:
TABLE 8.4
ROUTE CATEGORY AND NUMBERING CRITERIA
TABLE 8.4
Level from Tables 8.2 and 8.3

Relevant Factor
Secondary
Routes
Tertiary
Routes
Tertiary
Parallel Routes
Route terminal orientation

point population level
1 4(1)
1 - 5 (1)
1 - 5 (1)
< 2(2)
< 3 (2)
< 3 (2)
< 2
<3
<3
Population level difference

between route terminal points
Route hierarchy level of
joining route at terminal points
NOTES:
(1) These tables (8.2-8.4) indicate, for example, that a
Secondary numbered route terminal orientation
point, should have a population of 5000 or more.
(2) Similarly, the population level difference, for example, for a Secondary numbered route should not be
greater than two levels as given in Table 8.2.If one
MAY 2012
route terminal has a population of 100 000 the other

should not have less than 10 000.
(3) This Table indicates the levels required before a
route should be allocated a number, and into which
route category it should be allocated.
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NAVIGATIONAL AIDS
ROUTE NUMBERING
8.4.3
(d) in order to qualify as a particular category of route the following criteria as given in Table 8.5 should also be complied with:
TABLE8.5
Relevant Factor
Distance between route
terminal orientation points
Road surface
SUPPLEMENTARY CRITERIA
Secondary
Routes
> 100 km
80% of route
surfaced
TABLE 8.5
Tertiary
Routes
Tertiary
Parallel Routes
>20km
>10km
All weather
Fully surfaced
(e) When considering routes to coastal destinations, at

least three of the following criteria should be
satisfied:
population of the control town must be equal
to a grading higher than 5, (see Table 8.2);
route to join with another numbered route;
route should have a length not less than
20 kilometres;
have an all-weather surface; or
serve two or more communities.
Full details of the display of route numbers on guidance

signs are given in Chapter 4.The points covered by the
following paragraphs are of particular relevance to the
navigational aids policy.
Once a route has been allocated a number, the route in

question should be checked, in relation to the relevant
part of the overall route network, for compliance with the
following:
Once a route has been allocated a number, all ROUTE

MARKER, DIRECTION and FREEWAY DIRECTION
signs, shall display the route number appropriate to any
directions and/or destinations given on the signs. The
route identification letter, route number, and when
applicable the cardinal direction, shall be displayed in
yellow retroreflective material without any form of
surrounding symbol, EXCEPT that on ROUTE MARKER
signs the background symbol appropriate to the category
of route shall be used. In the case of ROUTE
MARKER CONFIRMATION signs the signs shall have the
shape of the relevant symbol (see Chapter 4, Section
4.7).
When the sign indicates a route or direction which is not

on the intersecting route, but is reached VIA the
intersecting route i.e. "indirectly", the route number
shall be displayed within brackets of yellow retroreflective
material. This form of display applies to all TRAILBLAZER signs (see Section 4.7).
In metropolitan areas a unique background symbol

may be adopted for each specific metropolitan area, for
use on METROPOLITAN ROUTE MARKER signs. The
symbol shall meet with the approval of all local
authorities in the area, and shall also be submitted to the
relevant Authority for approval (see Volume 4, Chapter
4, Section 4.3).
If a route is a toll route, the route number shall be

displayed followed by the TOLL ROUTE symbolGDS9.
When alternative routes to toll routes are signed,
supplementary signs displaying the number of the toll route
and the ALTERNATIVE ROUTE symbol GDS-10,
should be erected as required to identify the alternative
route. This alternative route may already have another
route number, which should be displayed on the
guidance signs provided according to normal principles.
(a) the allocation of more than one number to one

section of road, should be avoided as far as possible,
but if it is unavoidable that numbered routes
overlap, all numbers shall be displayed;
(b) all roads to which abnormal vehicles will be directed
shall be allocated route numbers (if the route or
section of route does not otherwise qualify according
to the criteria laid down, it should be numbered as a
Regional route);
(c) all numbered routes should start and finish at the
appropriate level of orientation point, and as far as
possible at another numbered route;
(d) a numbered route should avoid changing direction at
road junctions, as far as possible, and it should not
double back or cross itself or cross another
numbered route (except parallel Regional routes),
more than once;
(e) a number should not be allocated to a route in an
urban area, which is not identified as a major
route.
8.4.4 Traffic Assignments by Computer

1
In extremely complex situations, either metropolitan or

rural, routes which may qualify for numbering, may be
identified, by studying traffic volumes assigned to the
network, by computer.
Such assignments normally require large quantities of

data to be effective. However, such data may exist as a
result of other transportation studies, in which case the
use of the assignment process may be justified and indeed
effective.
MAY 2012
It is anticipated that in time the assessment of the

importance of a route or LINK, and of a destination or
NODE, will be computerised at primary, secondary and
tertiary levels.
8.4.5 Route Number Display
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NAVIGATIONAL AIDS
SELECTION OF DESTINATIONS
8.5
8.5.1
8.5.1 General
8.5.2 Metropolitan Destination Selection
1 Since metropolitan areas invariably have a complex

road network, and a wide range of available destinations
for use on guidance signs, the selection of effective
destinations is likely to be a difficult task. In
metropolitan areas, there may be locations where an
excessive number of destinations for guidance signs,
would exceed the "bits of information" that the roaduser can satisfactorily assimilate. In such locations it is
recommended that the higher order (LEVEL 1 or
METRO-LEVEL A) orientation points be used on freeways, to reduce the number of destinations to an
acceptable minimum. However, when destinations are
required, a traffic assignment model of the metropolitan
area can be adapted to analyse the needs for destination
signing. This analysis should incorporate such route
network characteristics as the type and standard of the
link, distances between destinations, a destination
hierarchy based on category of place (e.g.. city, town,
suburb, industrial or recreational area) and the grade of
local authority, and population size. The analysis should
be sensitive to trip purpose and traffic composition, and
be adaptable to take less attractive or sensitive areas
into consideration. The objectives of the analysis are to
compare alternative destination selections, and to
establish routes which offer adequate orientational
guidance to drivers not familiar with the area. In doing
so the analysis should also optimise the time, distance,
and cost components for all road users.
The message on guidance signs should enable drivers to

make the correct decision regarding their next driving
action, on the journey towards their final destination. In
simple terms, this action is likely to be one of the
following:
(a) to continue on the route on which they are travelling;
(b) to turn onto an intersecting route (either numbered or
non-numbered);
(c) to stop for rest or service.
The minimum navigational information which drivers not

familiar with the area require, to ensure a correct and
safe driving action at a decision point, varies
according to the road geometry of the situation. The first
decision required, when a change in direction is
possible, can be made on the basis of as little information
as the straight-on route number and the route number
of the crossing route. Approaching a high speed
freeway exit this information, supplemented by the
interchange exit number, can be sufficient to make the
decision to exit the route on which the driver is
travelling, or not to exit. At the off-ramp junction with
the cross road, however, as with all other at-grade
junctions, the minimum information shall be increased to
include the route number of the cross route plus at least
one orientating destination for each direction in which
the driver may tum. This minimum information may be
supplemented, when necessary, by other guidance signs
such as TOURISM signs. Such treatment will become
more appropriate at junctions with un- numbered roads
at the lower levels of the road hierarchy.
The destination part of the message should orientate

drivers. It is therefore
essential that the
destinations displayed to drivers, when they
make a change of direction, are familiar to them. In
metropolitan areas space may preclude the provision
of DIRECTION signs. ROUTE MARKER signs will then
represent the minimum level of guidance signing, and the
orientation offered by these signs is the cardinal direction
in which the sign is pointing.
The orientation message, displayed should correlate

with what are familiar orientation points for drivers,
whether this is as a result of knowledge gained from
pre-trip planning, or general knowledge. The objective
of destination selection is therefore to display
familiar orientation points, needed by drivers, to
follow the optimum route to reach their final destinations.
The selection of the destination to be displayed on any

direction or confirmation sign may often seem to be a
simple task. However, the increasing complexity of a
modern road network, demands that a systematic and
consistent approach be adopted by road authorities,
whenever a destination is selected for permanent display on guidance signs.
The interchange exit number, place name, cross road

route number (where allocated), and/or street name, in
urban areas, will confirm to drivers what point in their
journey they have reached.
MAY 2012
The different types of interchanges on freeways in

metropolitan areas also play a major role in the selection
of destination names to be displayed on direction signs.
At systems interchanges, that is freeway-to-freeway
interchanges, usually only long distance orientation, or
LEVEL 1 information is provided as primary information,
because of generally limited available space. However,
in many cases LEVEL A metropolitan orientation
information has to be added, in order to provide a
cohesive information system. At access interchanges,
that is interchanges providing access to the local street
system, or the area in the immediate vicinity of the
freeway or interchange, local orientation information is
provided. In the case of access interchanges in urban
or metropolitan areas, it is, for various reasons (including
ease of identification and the correlation of information
given on maps and signs), considered highly appropriate to
only display the name of the crossing street, together with
the route number where applicable, and not selected
names from sometimes a great number of suburb names.
The names of major traffic generators, such as large
industrial areas and destinations outwards from the city
centre should, however, be added to direction signs at
such interchanges, provided that sufficient space is
available.
In order to formulate a worthwhile set of policies for a

metropolitan signing system a Study Team, Working
Group, or Steering Committee, under the aegis of the
metropolitan planning authority should be established to
assume technical responsibility for all aspects of the study,
including detailed methodology, procedures to be
adopted, and liaison with interest groups such as the
Automobile Association, Publicity Associations, Tourism
Board, organised local commerce, etc.
SADC - RTSM - VOL 1
NAVIGATIONAL AIDS
8.5.2
To assist in the formulation of acceptable policies for

input into the direction sign system design, the various
local authorities should be consulted in addition to the
core city authority and the national and provincial road
authorities, to determine the existing situation regarding signing in their areas. The factors which affect the
selection of destinations and routes, which are specific
to the metropolitan area under study, can thus be
established.
It is recommended that in formulating a systematic area

policy, a minimum level of guidance signing be
accepted, and that guidelines be established which
indicate when a higher level of signing is appropriate.
The guidelines should be based on the principles of
continuity, consistency and uniformity as detailed in
Chapter 4.
provide a generic procedure for all the SADC countries

is considered to be impractical. Each country has its
own characteristics and qualities;
2 for example the area
of Tanzania is 945 090
km, whereas the area of
2
Mauritius is 2 040 km Clearly the Route Numbering
policy and Destination Selection procedures for these
two states will be quite different. It is therefore
recommended that the procedures set out below be
used as a guide. An example of destination analysis
procedure is contained in Section 8.6: National
Variants.
2
(a) class of route;

(b) distance between destinations;
(c) classification of intersecting routes (if and when
they occur).
8.5.3 Rural Destination Selection

1
The selection of rural route destinations is dependent

on a variety of factors. These vary from driver
expectations, distances between points, classification
of road, to geographical considerations. To attempt to
TABLE 8.6
The factors which influence the selection of destination

names to be displayed on direction signs are:
The following procedures are recommended:

(a) using Tables 8.6,8.7 and 8.8,together with the list
of Orientation Points as classified according to the
principles listed under Subsection 8.1.6 (including
FAMILIAR DESTINATIONS: BASIC ORIENTATION LEVELS
Class of route
Destination to be displayed
Primary route
(a)
(b)
Secondary route
LEVEL 2 orientation point
Tertiary route
LEVEL 3 orientation point
TABLE8.7
On Class A1 or A2 roads: LEVEL 1 Orientation Point

On Class B roads: LEVEL 2 Orientation P oint
CONTROL DESTINATIONS: BASIC ORIENTATION LEVELS
Class of Route
TABLE 8.7
Primary route
(a)
(b)
On Class A1 or A2 roads: LEVEL 2 Orientation Point.

On Class B roads: LEVEL 3 Orientation Point.
Secondary route
LEVEL 3 Orientation P oint.
Tertiary route
TABLE 8.8
TABLE 8.6
SERVICE DESTINATIONS: BASIC ORIENTATION LEVELS

Destination to be displayed {l)
Class of route
Primary route:
(a)
(b)
Class A1 or A2 roads:
Class B roads:
Secondary route
Tertiary route
NAVIGATIONAL AIDS
TABLE 8.8
SADC RTSM VOL 1
LEVEL 3 Orientation Point.

LEVEL 4 Orientation Point.
MAY 012
8.5.3
Table 8.1) make a list, in order along the route, of

all the destinations;
(b) for each orientation point also:
(i) the Orientation LEVEL;
(ii) the distance to the nearest km, between
successive points;
(iii) the Route Number (i.e. classification) of any
intersecting route
ORIENTATION LEVEL. Where an intersecting route

passes through an Orientation Point, the BASIC ORIENTATION LEVEL may be up-graded. In this respect,
the following criteria are recommended
(a) where the intersecting route is of an equal or
higher road classification, then the BASIC ORIENTATION LEVEL may be up-graded;
(b) where both distance and intersecting route criteria
apply, the BASIC ORIENTATION LEVEL of
orientation may be up-graded by TWO levels;
(c) on a primary route, even if both up-grading criteria
are applicable, the BASIC ORIENTATION LEVEL
only be up-graded ONE level.
Only listed Orientation Points are to be used.

4
In terms of the distance criteria, as set out in Tables

8.9, 8.10 and 8.11, these BASIC ORIENTATION LEVELS may be up-graded to the next higher level, should
the km distance between successive destinations
exceed those recommended.
A further criterion, i.e. the classification of the intersecting route, may also be applied to up-grade the BASIC
TABLE 8.9
Upon completion of this procedure a list of Orientation

Points on the Route, together with a final classification
of up-graded FAMILIAR, CONTROL and SERVICE
destinations will be available. This final classification
UPGRADED TO FAMILIAR DESTINATION
TABLE8.9
Class of route
Maximum distance
between consecutive
destinations and/or
Intersecting Route of
the same Class
(or Higher)
Primary route
150 km
100 km
Secondary route
100 km
(a) On Class A1 or A2 roads: LEVEL 2 Orientation P oint( 1 ) )

(b) On Class Broads: LEVEL 2 Orientation Point
LEVEL 3 Orientation P oint ( 2))
Tertiary route
LEVEL 4 Orientation P oint(2)>
50 km
TABLE8.10
UPGRADED TO CONTROL DESTINATION
TABLE 8.10
Class of Route
Maximum distance
between consecutive
destinations and/or
the same Class
(or Higher)
Primary route
150 km
100 km
Secondary route
100 km
(a) On Class A1 or A2 roads: LEVEL 3 Orientation Point(1)

(b) On Class 8 roads: LEVEL 3 Orientation Point
LEVEL 4 Orientation P oint( 2))
LEVEL 5 Orientation P oint( 2 )
Tertiary route
50km
TABLE 8.11
UPGRADED TO SERVICE DESTINATION
TABLE 8.11
Class of route
Maximum distance
between consecutive
destinations and/or
the same Class
(or Higher)
Primary route:
150 km
100 km
Secondary route
100 km
(a) Class A1 or A2 roads: LEVEL 4 Orientation P oint<(1)>

(b) Class Broads: LEVEL 5 orientation point
LEVEL 5 Orientation P oint(2)2
Tertiary route
50 km
LEVEL 6 Orientation P oint<(2)>
NOTES:
(1) For Primary Routes it is recommended that an
Orientation Level should only be up-graded by ONE
Classification Level even if both distance and
intersecting route criteria are applicable.
MAY 2012
(2) For Secondary and Tertiary routes, an Orientation

. Level may be up-graded by TWO levels if both
distance and intersecting route criteria apply.
SADC - RTSM - VOL 1
NAVIGATIONAL AIDS
8.5.4
will determine what destination names appear on the

direction signs (an example of this procedure, as applied
to a South African route, may be found in Section
8.6).
7
At this stage, the destinations to be displayed on

DIRECTION signs at junctions/interchanges can be
determined. Depending on individual member policies,
these should be "FAMILIAR", but never less than
"CONTROL".
Destinations that are finally classified as SERVICE

destinations should only be displayed on CONFIRMATION signs, or at a final turn towards such a SERVICE
destination, if it is not located directly on the route.
Where primary routes intersect, as well as where two

routes follow a common section, two destinations will
have to be displayed; these could be either FAMILIAR or
CONTROL depending on policy and circumstances.
extent that it is difficult to provide meaningful continuity of

a destination name to a driver not familiar with the area.
In such a case, the road authority may decide not to
upgrade the basic destination classification to be
displayed on DIRECTION signs, or may decide to
display only orientation points that had been upgraded to
"FAMILIAR" destinations.
11 Particular care should be taken to ensure that the
terminal orientation point of a route, or the point where
two coinciding routes split, is adequately signed. The
road authority may decide to display such a point as a
"CONTROL" or "SERVICE" destination even if it would not
otherwise be warranted.
12 Where primary routes are being developed in such a
way that certain orientation points will be by-passed by a
considerable distance, it may be necessary to regard such
orientation points purely as "SERVICE" destinations.
10 In areas approaching metropolitan areas, the route

network may become increasingly complex, to such an
NAVIGATIONAL AIDS
SADC RTSM VOL 1
MAY 012
8.6.1
NATIONAL VARIANTS
8.6
NATIONAL VARIANTS
8.6.1 General
1
The objective of the SADC Road Traffic Sign System is

to achieve the highest possible degree of harmonisation
of the system throughout the region. However, due to
differences in the road networks of member countries,
there will be occasion for a variation of basic principles
and policies. This is especially true in the establishing
of a Route Numbering and Destination Selection
Systems.
The principles and policies set out in this Chapter are
based on a system evolved in South Africa over a period of
more than 20 years. The following Subsections are
examples of the application of various Navigational Aids to
the South African road network. These examples are
merely a guide for other member countries.
but not to conflict with any adjacent National, Provincial or Regional route number;
(i) Tourist Routes: "T" followed by a number (refer to
Volume 2, Chapter 4: Tourism Signing).
3
At the time of publishing no routes have been

allocated numbers in the R200 to R299, or R800 to R999
groups.
In the case of new or upgraded routes crossing provincial

borders, the Route Numbering Working Group shall coordinate and award new route numbers. In the case of all
other route numbers the relevant Provincial road authority
or metropolitan planning authority can decide on new
numbers within the limits stated. Details of all new routes
and their numbers must be submitted to map producers
and to the Secretary of the Route Numbering Working
Group.
8.6.2 Orientation Points

1
Section 8.3 discusses the concept of Orientation Points

and a method of establishing a system of grading these
points into various LEVELS. The temptation to include almost every place into the system should be
avoided, since an oversupply of Orientation
Points can result in a congested and ineffective
Destination Analysis.
8.6.4 South Africa Rural Destination

Selection- Corridor Procedure
1
The procedures given in the following paragraphs, and

as set out in Figure 8.2 illustrate the methodology
recommended in Subsection 8.5.3 to determine rural
route destinations.
Tables 8.12 to 8.19 list Orientation Points in South

Africa as established in their LEVEL categories. These
lists have been updated and revised as a result of the
increase in number of provinces in South Africa.
Tables 8.20 to 8.23 similarly list destinations of different

levels of importance for Namibia. Other member states
are encouraged to prepare similar lists which can be
added to this chapter when available.
The example considers National Route N4 between

Pretoria and Maputo. From Pretoria to east of Middelburg
the route is a Class A1 road, then it becomes a Class
A2 road up to Machadodorp, and a Class B road to
Maputo.
The basic methodology recommends an up-grading of

orientation points by one level if they are situated on a
Class B or lesser route; i.e. a Level 3 SERVICE Orientation
Point would be deemed to become a CONTROL
Orientation Point. However, if this application results in a
preponderance of FAMILIAR orientation points in the final
analysis, it is recommended that the result be
reviewed. It is recommended that on Primary routes a
Basic SERVICE destination may not be up-graded to a
FAMILIAR destination.
With the aid of a road map, write down all the place
names, in order, along the N4 route, starting from
Pretoria, to Maputo. These names must only be names
from the list of established ORIENTATION POINTS, as
listed in Tables 8.12 to 8.14 (Figure 8.3-Column 1).
Next to these names write down the BASIC ORIENTATION LEVEL, as set out in Tables 8.6 to 8.8 (Figure 8.3
-Column 2).
Using a route number map, write down all the NUMBERED ROUTES joining the N4 at (or near) these
orientation points (Figure 8.3 Column 3).
In the next column write down the POINT TO POINT KM

DISTANCE between these orientation points (Figure 8.3 Column 4).
Now write down the BASIC ORIENTATION LEVEL

CLASSIFICATION in Column 5, based on Table 8.1, as
well as taking into consideration the road classification
(Figure 8.3 - Column 5).
The process of possible up-grading now takes place.

Assess, according to the distance criteria, if the
Orientation Level must be upgraded (Yes/No) (Figure
8.3- Column 6).
(Continued on page 8.6.8)
It should also be noted that Orientation Points in

Metropolitan Areas are defined and identified at METRO
LEVEL.
8.6.3 South Africa - Route Number

Allocation
1
All route numbers shall comprise a route identification

letter together with the specific number allocated to the
route. Additional information (toll route symbol, alternative
route symbol or cardinal direction letter) may be
displayed with the route number. This is detailed in
Chapter 4.
The following number groups have been allocated to the

different route categories. These allocations were made
when South Africa consisted of four provinces, hence the
varied groupings in the R300 to R499 category, as well as
the R500 to R599 category.
(a) National Routes: N1 to N20;
(b) Provincial Routes: R21 to R99;
(c) Regional Parallel Routes: R1xy (where xy is the
number of the parallel National Route; e.g. R104 is
parallel to the N4);
{d) Regional Routes in the Eastern, Western and
Northern Cape:R300 to R499;
(e) Regional Routes in Gauteng, Mpumalanga, North
ern Province and North West : R500 to R599;
(f) Regional Routes in KwaZulu-Natal:R600 to R699;
(g) Regional Routes in the Free State:R700 to R799;
(h) Metropolitan Routes: M followed by any number -
MAY 2012
SADC - RTSM - VOL 1
NAVIGATIONAL AIDS
8.6.2
NATIONAL VARIANTS
LEVEL1(FAMILIAR) ORIENTATION POINTS- RSA
TABLE 8.12
Eastem
Cape
Free State
Gauteng
King Williams
Town
East London
Bloemfontein
Johannesburg Durban
Pretoria
Kwazulu/
Natal
TABLE 8.12
Mpumalanga
Northern
Cape
Limpopo
North West
Western
Cape
Nelspruit
Kimberley
Pietersburg
Mafikeng
CapeTown
Pietermaritzburg
Port Elizabeth
TABLE 8.13
LEVEL 2 (CONTROL) ORIENTATION POINTS- RSA
Eastern
Cape
Free State
Gauteng
Aliwal North
Cradock
Graaff-Reinet
Grahamstown
Middelburg
Queenstown
Uitenhage
Umtata
Bethlehem
Bothaville
Botshabelo
Ficksburg
Harrismith
Kroonstad
Mangaung
Maokeng
Odendaalsrus
Parys
Phuthaditjhaba
Sasolburg
Thabong
Virginia
Welkom
Alberton
Benoni
Boksburg
Brakpan
Carletonville
Centurion
Germiston
Heidelberg
Kempton Park
Krugersdorp
Nigel
Randburg
Randfontein
Roodepoort
Sandton
Soweto
Springs
Kwazulu/
Natal
Amanzimtoti
Ballito
Dundee
Empangeni
Eshowe
Estcourt
Graytown
Hawick
lsipingo
Kokstad
Ladysmith
New Germany
Newcastle
Ningizimu
Pinetown
Port Edward
Port
Shepstone
Vanderbijlpark Queensburgh
Vereeniging
Richards Bay
Stanger
Tongaat
Umhlanga
Verulam
Vryheid
Westville
NAVIGATIONAL AIDS
TABLE 8.13
Mpumalanga
Northern
Cape
Limpopo
North West
Western
Cape
Bethai
Ermelo
Middelburg
Secunda
Standerton
Witbank
De Aar
Kuruman
Prieska
Springbok
Louis Trichardt
Phalaborwa
Potgietersrus
Thohoyandou
Klerksdorp
Lichtenburg
Potchefstroom
Rustenburg
Vryburg
Beaufort-West
Bellville
Caledon
George
Malmesbury
MosselBay
Oudtshoom
Saldanha
Vredenburg
Vredendal
Worcester
SADC - RTSM - VOL 1
MAY 2012
NATIONAL VARIANTS
TABLE 8.14
Eastern
Cape
Burgersdorp
Butterworth
Fort Beaufort
Humansdorp
Port Alfred
Stutterheim
Uitenhage
8.6.3
Free State
Bainsvlei
Frankfort
Heilbron
Henneman
Ladybrand
Reitz
Senekal
Thaba Nchu
Gauteng
Akasia
Bedfordview
Bekkersdal
Bronkhorstspruit
Davey1on
Edenvale
Evaton
Kagiso
Kwa-Thema
Meyerton
Midrand
Modderfontein
Sebokeng
Tembisa
Vosloorus
Westonaria
TABLE 8.15
Kwazulu/
Natal
Mpumalanga Northem
Cape
Glencoe
Hluhluwe
Kingsburgh
Kloof
Marburg
Margate
Mkuze
Balfour
Barberton
Carolina
Delmas
Evander
Groblersdal
Kinross
Mooi River
Nongoma
Scottburgh
Ulundi
Utrecht
Uvongo
Winkelspruit
Leandra
Lydenburg
Marble Hall
Piet Relief
Volksrust
White River
Free State
Gauteng
Kwazulu/
Natal
Mpumalanga
Aberdeen
Adelaide
Barkly-East
Despatch
Elliot
Allanridge
Brandfort
Bultfontein
Hoopstad
Koffiefontein
Lenasia
Randvaal
Dannhauser
Eston
Harding
Mandini
Matatiele
Belfast
Brey1en
Hectorspruit
Komatipoort
KwaMhlanga
Willowmore
North West
Limpopo
Colesburg
Ellisras
Brits
Christiana
Douglas
Giyani
Keimoes
Messina
Fochville
Postmasburg Naboomspruit Hartbeespoort
Upington
Namakgale
Jan Kempdorp
Orkney
Warrenton
Nylstroom
SchweizerSeshego
Reneke
Thabazimbi
Stilfontein
Tzaneen
Ventersdorp
Zeerust
Warmbaths
Western
Cape
Bredasdorp
Ceres
Clanwilliam
Grabouw
Hermanus
Knysna
Moorreesburg
LEVEL 4 (SERVICE) ORIENTATION POINTS RSA
Eastem
Cape
Joubertina
Kirkwood
SomersetEast
Venterstad
TABLE 8.14
LEVEL 3 (SERVICE) ORIENTATION POINTS- RSA
Masilo
Petsana
Phiritona
Phomolong
Theunissen
Viljoenskroon
Villiers
Vrede
Vredefort
Wepener
Wesselsbron
Winburg
Zastron
MAY 2012
Munster
Malelane
Richmond
Sable
St Lucia
Trichardt
Umbogintwini WatervalBoven
Umtentweni
Umzinto North
Umzinto
Northem
Cape
Barkly-west
Britstown
Carnarvon
Danielskuil
Kakamas
Noupoort
Olifantshoek
Port Nolloth
Victoria West
SADC - RTSM - VOL 1
Paarl
Piketberg
Plettenberg Bay
Riversdale
Robertson
Somerset-West
Stellenbosch
Strand
Swellendam
Velddrif
Wellington
TABLE 8.15
Limpopo
North West
Western
Cape
Duiwelskloof
Bloemhof
Ashton
LebowaKgomo Coligny
Bonnievale
Delareyville
Brackenfell
Koster
Darling
Leeudoringstad De Doorns
Thembalethu
Wolmaranstad
Durbanville
Franschhoek
Goodwood
Gordons Bay
Grootbrakrivier
Hartenbos
Heidelberg
Kleinmond
Ladismith
Laingsburg
Lambert's Bay
Langebaan
Mbekweni
Mitchell's Plain
Montagu
Muizenburg
Porterville
Stilbaai
Touws River
Tulbach
Vanrhynsdorp
Villiersdorp
Wolseley
NAVIGATIONAL AIDS
8.6.4
NATIONAL VARIANTS
TABLE 8.16
Eastern
Cape
Free State
Gauteng
Kwazulu/
Natal
Mpumalanga
Northern
Cape
Alexandria
Barkley-East
Bedford
Boesmansriviermond
Cathcart
Dordrecht
Engcobo
Hankey
lndwe
Jansenville
Kei Mouth
Keiskammahoek
Kenton-on-Sea
Kirkwood
Klipplaat
Bethulie
Boshoff
Clarens
Clocolan
Cullinan
Magaliesburg
Munsieville
Nancefield
Assagay
Bendigo
Bergville
Camperdown
Amersfoort
Amsterdam
Badplaas
Balmoral
Deneysville
Rayton
Dewetsdorp
Edenburg
Edenville
Excelsior
Fauresmith
Fouriesburg
Hertzogville
Hobhouse
Jacobsdal
Jagersfontein
Komga
Lady Grey
North West
Western
Cape
Boichoko
Mahwelereng
Brandvlei
Marken
Calvinia
Settlers
Delportshoop T o l we
lpelegeng
Makwassie
Ottosdal
Reivilo
Albertinia
Barrydale
Betty's Bay
Bitterfontein
Clewer
Colenso
Gillits
Graskop
Hambanati
Greylingstad
Hibberdene
Hendrina
Hillcrest
Kaapmuiden
Hilton
Kriel
Machadodorp
lxopo
Melmoth
Mashishing
Mtubatuba
Montrose
Mtunzini
Ogies
PaulpietersburgOhrigstad
Fraserburg
Tshipise
Garies
Griekwastad
Groblershoop
Hopelawn
Kenhardt
Loeriesfontein
Marydale
Nonzwakazi
Paballelo
Petrusville
Sannieshof
Swartruggens
Tshing
Calitzdorp
Citrusdal
De Rust
Graafwater
Greyton
Hopefield
Klawer
Lingelethu
Murraysburg
Napier
Onrusrivier
Kestell
Koppies
Pennington
Pongola
Phola
Pilgrims Rest
Philipstown
Pofadder
Lusikisiki
Lindley
Ramsgate
Siyabuswa
Richmond
Maclear
Molteno
Mount Frere
Pearston
Peddie
Port St Johns
Seymour
Marquard
Matwabeng
Memel
Namahadi
Paul Roux
Petrus Steyn
Petrusburg
Shelly Beach Wakkerstroom Ritchie

Strydenberg
Sobantu
Steadville
Sutherland
Umdloti Beach
Vander Kloof
Umkomaas
Williston
Weenen
Yellow Wood
Park
Sterkstroom
Steynsburg
Steytlerville
Tarkastad
Ugie
Philipolis
Rammulotsi
Reddersburg
Rouxville
Smithfield
Springfontein
Steynsrus
Tembalihle
Trompsburg
Tweeling
Tweespruit
Ventersburg
Warden
NAVIGATIONAL AIDS
SADC - RTSM - VOL 1
Limpopo
TABLE 8.16
Prince Alfred
Prince Alfred
Hamlet
Riviersonderend
St Helena Bay
Stanford
MAY 2012
8.6.5
NATIONAL VARIANTS
TABLE 8.17
TABLE 8.17
Mpumalanga
Northern
Cape
Limpopo
Burgersfort
Chrissiesmeer
Dullstroom
Hazyview
Karino
Andriesvale
Campbell
Hanover
Hotazel
Kamieskroon
Alldays
Amalia
Agulhas
Baltimore
Bray
Atlantis
Dendron
Broederstro om Aurora
Gravelotte
Derby
Avontuur
Haenertsburg HartbeesfonteinDoringbos
Morgenzon
Stoffberg
Van Dyksdrif
Kathu
Kleinsee
Kraankuil
Lime Acres
Hoedspruit
Klaserie
Letsitele
Mica
Lykso
Ottoshoop
Pie!Plessis
Stella
Eendekuil
Eerste Rivier
Gansbaai
Gouda
Drummond
Loxton
Northam
Taung
Hogsback
Verkykerskop
ldutywa
Jamestown
Kareedouw
KeiRoad
Klipfontein
Magusheni
Middledrift
Mount Ayliff
Mount Fletcher
Nieu-Bethesda
Patensie
Paterson
Qumbu
Riebeeck-East
Everton
Gingindlovu
Hattinghspruit
Himeville
lllovo
Kranskop
Mariaanhill
Marina Beach
Mount Michael
Mpolweni
Saicor
Southbroom
Talana
Umhlali
Underberg
Lutzville
Roedtan
Mata-Mata
Soekmekaar
Matsap
Vivo
Middelpos
Mount Rupert
Nieuwoudtville
Onseepkans
Sakrivier
Schmidtsdrif
Steinkopf
Three Sisters
Twee Rivieren
Van Wyksvlei
Vosburg
Windsorton
Road
Groot
Drakenstein
Herbertsdale
Herolds Bay
Hotagterklip
Hottentotskloof
Khayelitsha
Klaarstroom
Klipheuwel
Koringberg
Kraaifontein
Leeu-Gamka
Matjiesfontein
McGregor
Nuwerus
Port Beaufort
Prince Albert
Sada
Wartburg
Spitskopvlei
St Francis Bay
Widenham
Winterton
Sterkspruit
Zinkwazi
Eastern
Cape
Free State
Gauteng
Addo
Alicedale
Ann's Villa
Baroe
Bathurst
Arlington
Cornelia
Dealesville
Kransfontein
Luckoff
Bapsfontein
Ashburton
Devon
Blythedale
Ennerdale
Bothas Hill
Hammanskraal Canelands
Cato Ridge
Cofimvaba
Cookhouse
Flagstaff
Hamburg
Oranjeville
Rosendal
Soutpan
Van
Stadensrus
Verkeerdevlei
Hofmeyer
Kwazulu/
Natal
Cedarville
Creighton
Dalton
Darnall
Whittlesea
Wolwefontein
MAY 2012
SADC - RTSM - VOL 1
North West
Vergelee
Western
Cape
Prince Albert
Road
Rawsonville
RiebeeckCastle
RiebeeckWest
Sedgefield
Stormsvlei
Strandfontein
Struisbaai
Suurbraak
Uniondale
Van Wyksdorp
Voorspoed
Wemmershoek
NAVIGATIONAL AIDS
NATIONAL VARIANTS
8.6.6
TABLE 8.18
NO LEVEL ALLOCATED ORIENTATION POINTS - RSA
Eastern
Cape
Free State
Alice
Vegkop
Coega
Kidds Beach
Gauteng
Kwazulu/
Natal
Mpumalanga
Hekpoort
Walkerville
Lady Frere
Mqanduli
Babanango
Orpen Gate
Balgowan
Bulwer
Bridge
Gate
Malelane Gate
NumbiGate
lnchanga
Roossenekal
Limpopo
Northern
Cape
NorthWest
Pafuri Gate
Paul Kruger
Gate
Phalaborwa
Gate
Punda Maria
Gate
Western
Cape
Cango Caves
Crocodile
Mabopane
Lions River
Ngqeleni
Rhodes
TABLE 8.18
Pudimore
Sun City
Kuilsrivier
Waenhuiskrans
Yzerfontein
Midmar
Notthingham
Road
Park Rynie
Willowvale
Tsole
Rosetta
Umlaas Road
TABLE8.19
BORDER POST ORIENTATION POINTS- RSA
TABLE 8.19
Botswana
Lesotho
Mozambique
Namibia
Swaziland
Zimbabwe
Bray
Groblersbrug
Pioneer Gate
Pontdrif
Stockpoort
Werda
Zanzibar Border Port
Maseru Bridge
Van Rooyenshek
Lebombo
Ressano Garcia
Nakop
Vioolsdrif
Border Gate
Jeppe's Reef
Mahamba Border Post
Nerston
Oshoek
Beit Bridge
NAVIGATIONAL AIDS
SADC - RTSM - VOL 1
MAY 2012
8.6.7
NATIONAL VARIANTS
Fig 8.3
MAY 2012
Example of Destination Selection for a Rural National Route
SADC - RTSM - VOL 1
NAVIGATIONAL AIDS
8.6.8
NATIONAL VARIANTS
(Continued from page 8.6.1)

10 Similarly evaluate the intersecting route criteria for
possible upgrading (Yes/No) (Figure 8.3- Column 7).
11 Bearing in mind the recommendations of paragraph
8.5.3.5
the
FINAL
ORIENTATION
LEVEL
C L A S S I F I C A T I O N , i.e. FAMILIAR, CONTROL or
SERVICE is entered in the last Column (Figure 8.3 Column 8). It is upon these classifications that the
destinations appearing on the directions will be
established.
location of CONFIRMATION signs. Notwithstanding the

recommendations in these subsections the following
policy with respect to CONFIRMATION signs are
suggested:
(a) confirmation signs shall show two destinations, except
after Systems Interchanges and major route
intersections, when
there
shall be
three
destinations. In addition a three destination display
may be provided at 100 km intervals;
(b) the top destination shall be the next orientation
point (regardless of classification);
(c) the bottom destination shall be the first destination of
the next higher orientation classification. Simply put a
CONFIRMATION sign display will normally show the
following:
Service
or
Service
Control
Familiar
Control
or
Familiar
Familiar
Familiar
12 The destinations to appear on the DIRECTION signs at

the interchange and intersections can now be determined. As a rule, only FAMILIAR destinations are shown
on these signs. Should a roads authority wish, a policy
of showing CONTROL destinations on lower class roads
may be implemented.
13 Examples of destinations to be displayed at various
intersections on the N4 are as follows:
(a) interchange R25 with N4 at Bronkhorstspruit: eastbound - Witbank; westbound - Pretoria;
(b) intersection R36 at Machadodorp: eastbound Nelspruit; westbound - Middelburg;
(c) intersection R38 at Kaapmuiden: eastbound Maputo; westbound - Nelspruit.
14 The use of CONFIRMATION signs has a two-fold
function. It enables the display of CONTROL and
SERVICE destinations, simultaneously indicating to the
motorists the travelling distances involved. The
CONFIRMATION signs on the route should display the
next "Service", and either the next "Control" or the next
"Familiar" destination, depending on the policy
adopted, together with the distances to them. The
FIRST CONFIRMATION sign following an orientation
point used as a destination, or following a junction with a
route classified as an equal or a higher order route,
should display the next Service destination, and either the
next Control or Familiar destination, as well as the last
Familiar destination on the route (if this is not already
displayed) and the distances to them. For example in
this case when departing from Nelspruit in the direction
of Pretoria the FIRST CONFIRMATION sign shall
display:
Next Service destination

Next Control destination
Last Familiar destination
:Montrose
:Middelburg
:Pretoria
31
222
333
Subsequent CONFIRMATION signs at 10 km intervals

shall only display the next Service, and either the next
Control or Familiar destination. These signs should be
positioned in such a way that the distance to the
Service destination is in multiples of 10 km, for example:
N4
Montrose
Middleburg*
20
211
*In this case there is no subsequent CONTROL

destination so that Middelburg has to be used
15 Care must be taken to ensure that once a destination is shown on any guidance sign, that the destination is repeated and carried through on all
relevant
successive
signs
until
that
destination is reached.
The second destination shall never be of a lower

orientation classification than the first (upper)
destination.
8.6.5 South Africa Rural Destination

Selection- Junction Procedure
1
At certain junctions, or splits of primary routes it will be

necessary to display two orientation points for each leg of
the junction, with the proviso that sufficient space is
available on the signs. The first orientation name for
each leg must be that name derived in the manner
described in Subsection 8.5.4, while the second name
must be the next familiar orientation point for that
particular leg as given in Table 8.12.
As an example, the junction between the N1 and N9

National Routes at Colesberg may be considered.
Travelling in a southbound direction the following
destination selection for display on direction signs at this
junction is appropriate:
(a) the N11eg should firstly display "Beaufort West", as a
control destination, together with the route number
"N1", (this is derived from the described procedure);
the second destination to be shown on signs
for the N1 leg is "Cape Town", which is the next Basic
FAMILIAR orientation point on that route as given in
Table 8.12;
(b) the N9 leg should firstly display "Middelburg", as a
control destination, together with the route number
"N9" (this is derived in the described procedure); the
second destination to be shown on signs for the N91eg
is "Port Elizabeth", together with the "(N10)" indirect
route number, because the N10 continues from
Middelburg in the general direction of Port
Elizabeth, while the N9 continues towards Graaff
Reneit (the N10 route does not terminate in Port
Elizabeth, but at a distance of approximately 25
kilometres to the east of Port Elizabeth on the N2 it is
not considered necessary to indicate the (N2) on the
signs at this point).
(c) the above amount of information falls within the
maximum number of "bits" allowed;
(d) the first confirmation sign on the N1 route beyond
the junction should show the following :
16 Subsections 4.8.7 and 4.9.17 deal with the display and
NAVIGATIONAL AIDS
SADC - RTSM - VOL 1
MAY 2012
8.6.9
NATIONAL VARIANTS
N1
Hanover
Beaufort West
Cape Town
72
242
778
R24 - west
While the next confirmation on the N should

show:
N1
Hanover
60
Beaufort West
230
(c) the requirements clearly exceed by far the available

space, and the maximum allowable amount of information; even in selecting only the most needed
destinations to be shown, together with other
essential information (arrows, distance, route and
interchange exit numbers) it is difficult to keep within
the required limits (see paragraph 8.6.6.2(d));
(d) in this case it is clear that the derived destinations
(including amongst others Heidelberg, Kroonstad
and Potchefstroom) will have to be omitted, and
ONLY familiar or LEVEL 1 destinations indicated;
the destinations to be shown should, therefore, be
as follows:
(e) the first confirmation sign on the N9 route beyond

the junction should show the following :
N9
Noupoort
55
Middelburg
96
(N10) Port Elizabeth
453
Due to the route configuration, a second
confirmation sign may be positioned on this
route showing:
N9
Graaff Reniet
202
Geaorge
544
- N3- north:
- N3 and N2 south:
8.6.6 South Africa - Destination Selection

for National Freeways i n
Metropolitan Areas
1
The prescribed procedure shall also be followed for the

selection of destinations on National Route freeways in
metropolitan areas as these routes may be regarded
as long distance routes which continue through, or "bypass" these areas. At certain interchanges on such
routes it is required that the next FAMILIAR orientation
point, as given in Table 8.12 also be shown together
with the selected control destinations, with the proviso
that the maximum allowable amount of information on
individual signs is not exceeded. In cases where the
allowable maximum amount of information on signs will
be exceeded, the selected control destinations for
particular routes shall be omitted, and only the
FAMILIAR destinations shall be shown (together with
the standard interchange/route information).
As an example, the junction between the N3 and N12
National Routes to the east of Johannesburg may be
considered:
(a) travelling in a westerly
direction, towards
Johannesburg, destinations for three routes, or
directions, beyond the interchange have to
be considered for display on overhead signs; these
routes are:
- N3- north
- N3- south and the N 2- south
- R24- west;
(b) the candidate destinations to be shown are the
following:
- N3- north:
- N3- south:
- N12- south:
MAY 2012
- R24:
(R26) Vereniging (N12)

Soweto (N12)
(N1) Pretoria
Durban
(M2) Johannesburg
Soweto
(N1) Bloemfontein
Kimberley
Johannesburg,
(This is still somewhat in excess of the required

maximum.)
(e) confirmation signs, preferably not more than two,
may, however be provided on each of the routes
leaving the interchange, on which the distances to
the destinations which were omitted, may be
shown.
3
The above example serves to illustrate that if the prescribed procedure of selecting only one destination per
junction leg from LEVEL 2 or 3 destinations, insufficient
information would have been provided to adequately
serve as orientation information.
8.6.7 South Africa - The Selection of

Destinations at Smaller Urban Areas and
Towns which are By-passed by Freeways
1
When a Class A road, or freeway, by-passes a smaller

urban area or town, the type of signface display on the
freeway will need to be chosen, i.e. rural signface
layout or urban signface layout. Since there are a
number of established rules of signface layout, some
of which have been described in earlier subsections,
certain existing factors will dictate whether the signface
treatment should be rural or urban. These factors
include:
(a) wether the roads intersecting the freeway have
already been allocated street names;
(b) the proximity of the freeway to the urban area;
(c) the number of interchanges serving the urban
area.
Sandton
(N1) Midrand
(Nl) Pretoria
Alberton (N3)
Heidelberg (N3)
Durban (N3)
(M2) Johannesburg (N3)
((N1) Kroonstad (N12)

(N1) Bloemfontein (N12)
Potchefstroom (N12)
Kimberley (N12)
Johannesburg
When a smaller urban area or town is by-passed by a

freeway, and the roads which intersect the freeway,
and give access to the urban area, have been allocated
street names, the freeway signs shall be designed
according to the urban signface design principles. This
SADC - RTSM - VOL 1
NAVIGATIONAL AIDS
8.6.10
NATIONAL VARIANTS
requires the inclusion of the town name in a panel at the

top of the signs, next to the interchange/exit number, and
the use of the street name, in addition to any allocated
route number, as the first exit "destination". "CBD"
symbol GDS - 8 should precede the most appropriate
street name (or only street name in the case of a single
access). In addition the name of a destination which can
be reached using the crossroad in question, in the
opposite direction to the town, should be given. The
selection of this destination should be according to
normal rural destination selection principles, as applicable
to the intersecting crossroad.
3
When a smaller urban area or town is by-passed by a

freeway, and the freeway is close to the town, the
freeway signs may be designed according to either
urban signface design principles or rural signface design principles. In the context stated, "close" can be
considered to be in a range between one kilometre and
10 kilometres. The closer the freeway is to the town,
the more appropriate, and likely, the use of an urban
signface treatment should be. If development of the
urban area is likely to move up to, and/or even be
stimulated on the outer side of the freeway (this is a
common result of the construction of by-passing freeways), then the use of urban signface design principles is
recommended. This may require a request to the local
authority to name the relevant. street, or streets, giving
access to the town. In the same manner as described
in paragraph 8.6.7.2, "CBD" symbol GDS -8 and the
name of a destination which can be reached using the
crossroad in question, in the opposite direction to the
town, should be given in addition to the normal urban
information.
If prevailing or planned conditions indicate that the
freeway/town environment is likely to be a rural one for
the life of the freeway signs (7 to 10 years), then the
manner of freeway signface design shall be according to
rural signface principles. Exactly how this is achieved
will depend on the number of interchanges which
provide a ccess to the town. The information on the
signfaces shall include the interchange/exit number,
any route number allocated to the crossing road, and
at least two orientational destination names, one to the
right of the freeway and one to the left of the freeway.
The following procedure is recommended regarding the
indication of the town name as one of these
orientational destinations, according to the number of
intersecting roads which give access to the town :
(a) when only ONE interchange on the freeway gives
access, the signs shall be designed according to
rural signface design principles;
(b) when TWO interchanges on the freeway provide
access to the town, the name of the town will appear at
both interchanges; in order to improve the quality of
the
orientation
provided
under
these
circumstances, the cardinal or "compass" area of the
town reached from each interchange shall be
indicated, after the town name in capital letters and
within brackets, e.g. Howick (NORTH) and Howick
(SOUTH);
(c) when THREE interchanges on the freeway provide
access to the town, the name of the town will appear at
all three interchanges; in order to improve the
quality of the orientation provided under these
circumstances, the cardinal or "compass" area of the
town reached from the two "outer" interchanges
NAVIGATIONAL AIDS
shall be indicated, after the town name in capital

letters and within brackets, e.g. Mossel Bay (EAST)
and Mossel Bay (WEST); if the central interchange
serves the central business area of the town then the
"CBD" symbol GDS- 8 should precede the town name
on the signs for this interchange, OR this
interchange should be signed according to urban
signface design principles, including the use of
"CBD" symbol with the relevant street name.
5
If the geographical layout of a town served by three

interchanges does not suit the signing described in
paragraph 8.6.7.4(c), or the town is served by more
than three interchanges, urban signface design principles
shall be used, after the allocation of street names to the
relevant roads by the local authority.
8.6.8
South Africa - Destination Display
Full details of the rules relating to destination display on

guidance signs are covered in Chapter 4,Sections4.1 to
4.4,as well as in the individual sign type Subsections of
Chapter 4.
In general, only destinations on or near the optimum

route should be displayed for that route. A destination not
served by the optimum route should only be displayed
if treated as a trailblazer or "indirect display. Only the
actual route number by which the destination can
ultimately be reached should be treated as an
"indirect" component. In this context it should appear on
the sign face in brackets. TRAILBLAZER signs and
trailblazing information are covered more fully in Sections
4.7 to 4.9.
As rural roads continue through, or by-pass non

metropolitan urban areas it is necessary that the derived
"ideal"
primary
guidance signing
system
be
communicated to these affected authorities. A procedure
should be adopted and whereby urban authorities, the
Auto- mobile Association, Tourism Board, Regional
Development Associations etc. discuss and agree to
guidance signing proposals, according to the
principles, and where necessary contribute to the
development of the Motorist Information System. Formal
acceptance of the proposals by urban authorities is
essential.
8.6.9 Namibia- Destination Tables

1
Tables 8.20 to 8.23 show the Namibian destination

classification resulting from a similar destination selection
process to that described in the paragraphs above for
South Africa.
This selection process, and the tabulation of the

destinations, enables any road authority or their agent
(a consulting engineer for example) to prepare correctly
designed direction signs for any node or intersection in the
Namibian road network.
SADC - RTSM - VOL 1
MAY 2012
8.6.11
NATIONAL VARIANTS
LEVEL 1 (FAMILIAR) DESTINATIONS- Nam
TABLE 8.20
Ariamsvlei
Ecnhana
Gobabis
Katima Mulilo
Keetmanshoop
Luderitz
Mariental
Ngoma
TABLE 8.21
Aranos
Aroab
Aus
Bethanien
Divundu
Gansvlei
GrOnau
Grootfontein
Helmeringhausen
MaltahOha
Mala Mata
Mohembo
Namutoni
Okahandja
Okahao
Okakarara
Okaukuejo
Omahenene
Henties Bay
Hohlweg
Kalkrand
Kamanjab
Karasburg
Karibib
Khorixas
Klein Manassa
Leonardville
Tsumeb
Uutapi
Walvis Bay
Wndhoek
Omaruru
Ondangwa
Oranjemund
Otavi
Outjo
Rehoboth
Rosh Pinah
Ruacana
Sendelingsdrif
TABLE 8.21
Terrace Bay
Tsumkwe
Uis
Usakos
Velloorsdrif
Walvis Bay Airport
Wenela
Husea Kutako Airport
LEVEL 3 (SERVICE) DESTINATIONS - Nam

Epukiro
Gibeon
Goageb
Gochas
Hochfeld
Kombat
Kongola
Mukwe
Mururani
TABLE 8.23
Aasvoelnes
Abenab
Andara
Aris
Bagani
Biro
Cape Cross
Chetto
Chinchimane
Coblenz
Dobra
Elago
Elim
Elundu
Endola
Epembe
Etanga
Eunda
Gam
Goanikontes
Gove
Groot Aub
Gross Barmen
Guma
Hardap
Helena
Hoachanas
Holoog
lipandayamite
liwiyongo
Jakkalsputz
Otjiwarongo
Rundu
Swakopmund
Trans-Kalahari
LEVEL 2 (CONTROL) DESTINATIONS- Nam
TABLE 8.22
Ai-Ais
Aminuis
Arandis
Asab
Berseba
Bukalo
BOIIspoort
Dordabis
Drimiopsis
Noordoewer
Opuwo
Oshakati
Oshikango
TABLE8.20
Nkurenkuru
Ogongo
Okalongo
Okamatapati
Omafo-Engela
Onesi
Ongandjera
Ongwediva
Oshikuku
Oshivelo
Otjinene
Palmwag
Rietoog
Schlip
Sesfontein
Sesriem
Solitaire
Stampriet
NO LEVEL ALLOCATED (LOCAL) DESTINATIONS- Nam

Kaisosi
Kalembesa
Kaliangile
Kalkfeld
Kaoko Otavi
Kasese
Katima Mulilo Airport
Katungu
Kayaru
Kayengona
Klein Aub
Koes
Kongongo
Kosheshe
Kosis
Kubona
Kuseka
Linyandi
Lisauli
Luhebu
Lusese
Matushe
Makena
Mashari
Mayara
Mile 108
Mile 14
Mile 68
Mile72
Mpungu
Mukuvi
NOVEMBER 1997
Nakayale
Nauta
Ncamakora
Ncaute
Ndonga
Nepara
Nhoma
Nyangana
Nyonda
Ohalngu
Ohakafiya
Oilyateko
Okambebe
Okanjengedi
Okankolo
Okatana
Okatope
Okatuwa
Okaulukwa
Okombahe
Okondjatu
Okongo
Okovimburu
Ombathi
Ombombo
Omeege
Omega
Omitara
Ompundja
Omungwelume
Onaanda
Onamundini
Onathinge
Onayena
Onderombapa
Ondimbwa
Ondobe
Onelago
Ongenga
Ongongo
Oniipa
Oshifo
Oshikwiyu
Othijanjasemo
Otjimbingwe
Otjitanda
Otij tuuo
Otjiyarwa
Otjondeka
Otjosondu
Otumborombonga
Ozondje
SADC - RTSM - VOL 1
TABLE8.22
Sukses
Tsandi
Uhlenhorst
Witvlei
TABLE 8.23
Rietfontein
Sangwali
Seeheim
Sesheke
Shamundambo
Sheetekela
Shiguru
Shinyungwo
Shitemo
Sibinda
Sigeretti
Silenge
Siongo
Steinhausen
Summerdown
Tallsmanis
Tavauka
Tjeye
Terra Bay
Tses
Tsintsabis
Utokota
Uukango
Vungu Vungu
Warmbad
Wilhelstal
Wlotzkabaken
NAVIGATIONAL AIDS
SOUTHERN
AFRICAN
DEVELOPMENT
COMMUNITY
VARIABLE MESSAGE SIGNS

SECTIONS
9.1
Introduction
9.2
Dimensions
MAY 2012
CHAPTER
SADC RTSM - VOL1
INTRODUCTION
9.1.1
CHAPTER 9: VARIABLE MESSAGE SIGNS

9.1
INTRODUCTION
9.1.1 General
1
The growing traffic congestion on sections of the road

network, in combination with its ever-increasing
complexity, requires that road authorities consider
special management methods to control and optimise the
use of the network. Such needs may exist in major
metropolitan areas, on by-passes or on rural sections
of roadway during peak holiday seasons.
Variable message road traffic signs may be used as a
component of a Road Traffic and Safety Management
System. The type of sign covered by the description
VARIABLE MESSAGE SIGN varies extremely widely,
from the well- known STOP/GO sign R1.5A/R1.5B,
which is manually operated, to highly sophisticated,
computer operated, gantry mounted fibre optic signs
which offer the option of many different messages.
Economic considerations are often such that funding
cannot be made available to build new roads. It becomes necessary as congestion develops that the best
possible utilization is achieved from the road space
available. In addition this will limit the environmental
impact of a growing road network, and in cases where
land is scarce, will allow a wider range of land use
activities.
VARIABLE MESSAGE SIGNS can play an important role
in the safe optimization of available road space whether
it is in and around our cities, or on other sections of
the network subject to operational break- downs due to
bad weather, accidents or maintenance activities. In
assessing the need for major variable message sign
installations the economic considerations of not doing
so must be thoroughly investigated. Roads, and in
particular freeways,
represent a major capital
investment and the best return on this investment
should be achieved.
Safety is undeniably of paramount importance, but
although safety is obviously important from the point of
view of relieving human suffering in the form of
accidents, it also has major economic implications. On
a national scale accidents and congestion cost vast
sums of money. These costs occur in the form of
damage to vehicles and public utilities and in
hospitalisation, and in lengthy delays to thousands of
people at a time. The less direct costs involved in
providing emergency, ambulance, tow-away services and
emergency traffic control together with the cost of
administrative overheads add significantly to the national
cost. Road traffic and safety management techniques
aimed at reducing these costs are likely to produce
worthwhile returns on the investment involved.
The harmonizing and stabilizing of traffic speed are
vital factors in road safety. Harmonising traffic speed will
increase the dynamic capacity of a roadway significantly
and this is particularly important when the static capacity
of the roadway has been reduced as a result of a lane
closure due to an accident or roadworks. Drivers
instinctively adjust their speed under adverse conditions.
They will, however be unaware of conditions three or
four kilometres ahead of them. If those conditions
become unstable drivers are not able to react so as to
maintain harmonious flow conditions. If a traffic control
MAY 2012
management system is provided, however, advice can

be given remote from the site of an incident location,
which will allow harmonious flow conditions to be
maintained.
7
As a general example, due to reduced headways

required, a reduction in running speed by some 35%
could result in 150% more capacity on a given section of
roadway.
9.1.2
Objectives of VMS
The introduction of VARIABLE MESSAGE SIGNS

should be aimed at achieving one, or more, of the
objectives listed in the following paragraphs.
The primary objective should

achieved by:
be
greater
safety,
(a) reducing the risk of primary accidents;

(b) giving advance warning of conditions which may
result in traffic queues so that the increased
likelihood of secondary accidents is reduced.
3
The next major objective should be better utilization of

road capacity and therefore a reduction in the cost of
congestion by:
(a) distributing traffic more evenly in the road network;
(b) achieving stable traffic flow conditions;
(c) avoiding localised congestion resulting in long delays.
It should also be an objective to make the task of the

police, road construction units and other authorities
responsible for the safe use of the roadway easier by:
(a) providing the means for rapid and effective action for
incident management;
(b) offering aids which will enable roadworks to be
carried out more quickly and efficiently.
In addition when a sophisticated system is under

consideration it should be designed to collect traffic data
with the objective of:
(a) facilitating an assessment of the state of the system;
(b) using the data to assist decision-making in order to
optimize use of the system;
(c) developing new strategies which can be used to
amplify the system at a later date.
The achievement of these objectives will best be realised

by designing the system to provide one or more of the
following:
(a) a facility for advising a constant (normally reduced)
speed in special circumstances e.g.. mist, fog,
accident;
(b) detection of disruptions in traffic flow and translating this into warnings to reduce speeds;
(c) adequate warning of changes in road situation e.g.
roadworks, maintenance etc.;
(d) the use of the system to close off a lane simply and
clearly with the emphasis on simplicity and speed;
(e) by making it possible for the police to close a lane
SADC - RTSM - VOL 1
VARIABLE MESSAGE
INTRODUCTION
9.1.2
and/or introduce speed controls in the event of an
accident;
(f) a flexible system of data collection and recording
which allows for all forms of data to be collected
simultaneously at a large number of points.
9.1.3 Applications for VMS

1
The number of applications for VARIABLE MESSAGE

SIGNS in the traffic and transportation field is
constantly growing. Typical of current applications are the
following:
(a)
(b)
(c)
(d)
(e)
(f)
(g)
(h)
hazard warning;
speed regulation or advice;
specific vehicle routing (including bus lanes);
alternative routing;
road construction and maintenance;
lane control and reversal of lane use;
parking availability;
transport terminal information, both externally and
internally.
Collectively these applications may be considered to

come under the general description of Road Traffic and
Safety Management Systems.
9.1.4 Types of VMS

1
The range of VARIABLE MESSAGE SIGN types is

large. A number of examples of basic types are
illustrated in Figures 9.1 and 9.2.The range in
sophistication is also large and this is a factor which
makes the selection of the most appropriate type for a
specific task difficult. Ultimately the final decision is
likely to be based on economic considerations and the
more expensive installations must only be chosen after
a comprehensive cost benefit analysis has been carried
out. Due to the lack of direct Southern African
experience of VMS's, it is likely that pilot projects will be
required over a number of years to determine the ideal
parameters for a comprehensive variable message sign
traffic management system.
The sign types listed below will be covered in more
detail in subsequent Subsections. The more commonly
used types of variable message sign, from the simplest to
the most complex, are:
9.1.5 VMS: Message Types

1
(b) warning;
(c) guidance;
(d) information.
9.1.6 Colour Code for VMS

1
Variable message sign types which do not require

internal illumination can operate within the standard
road traffic sign colour code without any difficulty.
Light emitting or internally illuminated electrical or

electronic signs which are most likely to be of the matrix
type, can, with existing levels of technology, illustrate
symbols and text with acceptable legibility. However, the
ability to provide a fully illuminated regulatory or warning
sign background in WHITE, or BLUE for a
PERMANENT sign or YELLOW for a TEMPORARY
sign, in conformity with the Southern African road traffic
sign colour code, whilst technologically possible, requires high electrical power levels. This requirement
would, at present, rule out the use of battery or solar
power, and if provided from a mains supply would be
extremely costly.
In the interests of safety, and because of the

conspicuity effectiveness of red at long range, the RED
border shall be retained for circular PROHIBITION
signs and triangular WARNING signs, when it is intended to enforce the prohibition message. If it is not
intended to enforce such a message, the message
should be given in an advisory manner as a text message
commonly in association with a triangular warning sign
indicating the reason for the advisory message. For
practical considerations, however, all internally
illuminated electrical or electronic variable message
signs may use a WHITE or YELLOW symbol or text on
a BLACK background.
Examples of regulatory, warning and advisory

messages are given in Figure 9.3.1. Detail 9.3.1 illustrates
two stages of a typical gantry mounted lane control
VMS. These stages would normally be preceded by a
default indication showing 80 km/h over all lanes, or,
alternatively, a downward pointing arrow over each
lane.
(i) rotating sign on a stand or easel such as the

STOP/GO sign R1.5A/R1.5B;
(ii) flip sign;
(iii) hanging or clamped message;
(b) electro-mechanical involving moving parts (light reflecting) - Figure 9.1:
(ii) different arrangements of rigid plates;

(iii) rotating plank or prism;
(iv) matrix with rotating discs (lamella);
(c) electrical or electronic with no moving parts (or a
very limited number) (light emitting) - Figure 9.2:
(i) matrix of illuminated bulbs;
(ii) matrix of fibre-optic cones.
VARIABLE MESSAGE
VARIABLE MESSAGE SIGNS may be used to transfer any

of the traditional road traffic sign message types,
namely:
(a) regulatory;
(a) manually operated (light reflecting) - Figure 9.1:
(i) various combinations of roller blind or belt;
This volume does not cover details of the electrical

characteristics of various types of variable message
sign, however, a specific problem may relate to the use of
such signs. The option to have a mains electricity supply
in a rural situation will often not exist or will be
prohibitively expensive. Considerable technological
advances are occurring in the use of solar energy panels
to maintain battery operated systems for long periods of
time. Alternatively signs may be trailer mounted in
conjunction with a portable generator. The possibility of
using such power sources should be investigated in
respect of potential rural installations.
9.1.7
1
Manually Operated VMS
In order to realise the benefits of variable message

signing in as many situations as possible the use of
properly designed manually operated signs is recom-
SADC RTSM - VOL 1
MAY 2012
INTRODUCTION
9.1.3
mended. In fact, if some warning or guidance message

is not applicable at all times at a specific site an
inexpensive manually operated sign should be used.
The initial cost of such signs is unlikely to exceed two or
three times the cost of a conventional warning (or
regulatory) sign, however, there is a manpower
requirement in seeing that the correct message is displayed at all times.
2
It is pointless utilizing a variable message sign if it is

not going to be used properly. Road users will quickly
notice if a sign is displaying the incorrect message and
will ignore it on subsequent viewings, perhaps with
extremely serious consequences. This in turn will bring
the whole road traffic signing system into disrepute.
Typical examples of manually operated variable

message signs, which may commonly include as one
of their two or perhaps three messages, a "NIL" message
or blank signface, are :
(a) the STOP/GO sign R1.5AIR1.5B;
(b) various warning signs which ONLY have a temporary
application, such as TRAFFIC CONTROL AHEAD
sign TW304, SCHOLAR PATROL AHEAD sign
TW305, ROADWORKS sign TW336, which may for
reasons of convenience be permanently erected but
displayed for a limited time, should therefore, when
not relevant, have their message hidden leaving a
blank sign face;
(c) this same technique may be used with certain
SELECTIVE RESTRICTION signs which are
applicable only for certain times of the day;
(d) some warning signs which have a "handed" message
may be easily converted from a "left" side message to
a "right" side message e.g.. SURFACE STEP signs
TW340 and TW341;
(e) combination warning and advisory messages,
where the manual changing of a range of advisory
messages may be expected. (The reason for the
need for caution e.g., smoke, fog, flooding, etc., can
be linked to an appropriate advisory speed, and
perhaps the distance for which the condition may be
expected can also be indicated.).
4 Examples of manually operated variable message signs

are included in Figure 9.1. (See Section 9.2 for
dimensional requirements).
5
Although such signs are simple in their operation it is

recommended that in the case of the type covered in
paragraph 9.1.7.3(e) a log of the number of alterations to
the sign be kept. This data will be useful in justifying a
decision to upgrade the sign to a more costly but more
automated system.
9.1.8 Electromechanical VMS

1
Variable message signs of this type allow a wider variation in

available messages from one sign face.The roller blind or be.
could display a wide range of messages provided there is
sufficient space to allow a long roller or be to be
accommodated. Such a situation could be cost-effective at
a toll plaza where segregation of vehicles by toll-class may
be necessary. Normally if used at the roadside the number
of messages will be limited to two or three, one of which
may be a blank display.
these types may be cost effective. These signs will

normally also have a manual override capacity in case of
a loss of power.
3
As the technology develops the use of matrices comprising two-state (bi-stable) display elements known as
the" lamella technique" will become more attractive for
road traffic sign messages. Each individual element in the
matrix is electronically separately controlled. A short
current impulse of about 350 ms is sufficient to turn the
"lamellas or discs. A very wide range of messages is
possible and later developments with up to four faces per
element may allow full colour display. Such systems have
to be computer controlled and are extremely expensive
on a unit rate (per m2) basis. However, with greater
use, costs may come down to the extent that this sign
type becomes cost effective. The sign type is widely used
in USA and Canada, and in advertising.
Even in a normal environment this group of signs is

likely to require regular maintenance. The ingress of
water, dust or other foreign matter can cause breakdown
due to the often small spatial clearance between
elements.
Manually operated and electromechanical variable

message signs are light reflecting signs. As such they
shall conform to the daytime luminance and nighttime luminous Intensity requirements laid down for
standard signs.
9.1.9
Electrical or Electronic VMS
This type of variable message sign may be used for

individual regulatory, warning or guidance signs, or for
combinations of these categories of sign. Electrically or
electronically operated matrices are most commonly
used in comprehensive and dynamic real-time Road
Traffic and Safety Management Systems.
Technological advances in light emitting components are

tending to result in the replacement of matrices using
illuminated bulbs by matrices using fibre-optics or LED's
(light emitting diodes). The image definition achieved
using fibre-optics or LED's and the luminous intensity of
the display make these types of variable message sign
extremely effective in all-weather conditions.
Examples of typical electrical and electronic sign matrices

are illustrated in Figure 9.2, 9.4,9.5 and 9.7.
The cost of electronic fibre-optic or LED signs is likely to

be high, however, they are extremely reliable and
relatively maintenance free. These characteristics may
make them cost effective for relatively small
installations.
Due to the high level of reliability and the common

practice of providing duplicate light sources and partial
operation, electronic systems can be designed which are
extremely safe in that system security can be built in to
give default modes of operation and battery power backup.
Examples of approved symbols for use on regulatory and

warning matrix variable message signs are illustrated in
Figure 9.7.These symbols shall be used when regulatory
and warning variable messages signs are to be used and
the regulatory signs will be enforced.
Rigid plate, rotating shutter and rotating plank or prism

signs are all likely to have a limitation on the range of
messages. If the requirement is for a limited display
MAY 2012
SADC - RTSM - VOL 1
VARIABLE MESSAGE
Fig. 9.1
MAY 2012
Manually Operated I Electromechanical VMS

SADC - RTSM - VOL1
VARIABLE MESSAGE
white
grey
R210
Blank
Detail9.1.6
Rotating Plank - Two Message (including "Blank")

yellow
yellow
Vertical Section
Detail 9.17
.
Rotating Prism - Three Message
2 Colours
3 Colours
4 Colours
Discs
Detail 9.1.8
Fig. 9.1
MAY 2012
Matrix of Rotating Discs - Multiple Message
SADC- RTSM VOL 1
VARIABLE MESSAGE
Detail 9.2.1
Overhead Light-emitting Lane Control VMS
Single
General Matrix or Module

Multi
Detail 9.2.2
Text and Symbolic Light-emitting VMS
NOTES
1
The matrix principles illustrated apply for electromechanical, electrical or electronic VMS (see Chapter
10).
Fig. 9.2
MAY 2012
Text or symbolic signs may both be manufactured

using a matrix either of filament bulbs, LED's or fibre
optic cones. The matrix may be modular (letters) or
cover the whole sign face.
SADC - RTSM - VOL1
VARIABLE MESSAGE
9.1.10 Design Considerations for

1
(a)
(b)
(c)
(d)
2
conspicuity
legibility;
comprehensibility;
credibility.
These aspects can be expressed in values of the

required visibility distance provided details of the task
and the observer population are known.
These factors are common to all road traffic sign design

requirements. In general, in view of the large potential
for variation in the different parameters, it is likely that
it will be difficult to obtain meaningful local data
relevant to the various variable message sign design
parameters.
A number of overall values relevant to electronic variable

message signs can be given which serve as practical
guidelines, however. These are:
(a) the type of message i.e. regulatory, warning or
guidance should be clearly recognisable from a
distance of at least 200 m;
(b) essential messages, such as speed limit value or
other legend must be clearly legible from a distance of
at least 150 m;
(c) the light intensity of the optical signal should be
adaptable to ambient brightness and a night-time
mode should be offered;
(d) should the principal light source fail, a back-up bulb
should come into operation in such a way that the
essential characteristics of light intensity, visibility
etc. are not affected;
(e) the system should be designed so that the sign is
visible from a distance as close as 35 m, even when
approached from a wide angle of vision.
The internal and external dimensional requirements for

electrical and electronic VMS are not fully developed for
Southern African conditions. Basic guidelines are
given in Section 9.2. Research is needed in this
respect as experience of installations, particularly in
Europe, is tending to indicate that the letter shape ratio
may be better for matrix signs if it tends towards a
height to width ratio of 2 to 1,rather than the presently
used ratio of 7 to 5. There are also indications that
letter spacings need to be greater than those given by
DIN 1451 for use with conventional retroreflective
letters (see Figure 9.6).
Light emitting matrix signs consist of a large number of

dots or separate light units. In order that the observer
can perceive the intended message these dots or light
units must be seen both as a continuum when required
and as separate entities when required. To achieve this,
the spacing of certain of the dots must be less than a
certain value and the separation of others greater than
another value. Acceptable limits for these values
depend on the conditions of observation, the
characteristics of the observer, and all other factors
mentioned earlier in this Section. The most important
two factors are, however, the luminous intensity of the
individual dots or light units and the background or
adaptation luminance (see Figure 9.6).
Messages may include symbols, numerals, and letters or

words. These messages are normally ones to which the
driver should adhere (regulatory) and react. It is
common practice to supplement a regulatory or warning
message with a measure of explanation. Parts of the
message may be discerned individually as with
numerals or as an entity with words or symbols. To be
effective the message(s) must be perceived in time.
Relevant factors in determining the "time" are:
(a) approach speed;
(b) sign content including type of message and amount of
message;
(c) type of decision to be made by the driver;
(d) familiarity of message type;
(e) experience, motivation, age and visual capability of
observer.
of regional factors, such as ambient light, population

characteristics and available technology that it is premature to prescribe a standard alphabet and set of
symbols for use on dot matrix variable message signs. A
set of 7 x 5 character matrices for upper case letters and
for numerals is illustrated in Figure 9.4 and is
recommended for development purposes. Other
standard characters and limited matrix details are given
in Figure 9.5. Typical symbols are illustrated in Figure
9.6.
The photometric and geometric (or dimensional)

requirements for light emitting variable message signs
are based on the following functional requirements,
which are relevant to all road traffic sign design :
The values given in paragraph 9.1.10.5 are relevant for

freeways, major rural roads, or urban arterials. The
likelihood that a variable message sign will be used,
say in a residential environment, is limited. If sight
distance falls below the recognition or legibility
distances given, the use of an additional sign should be
considered.
10 The manner in which variable messages are switched is

likely to affect the comprehension and credibility of VMS.
This factor, although applicable to the switching of symbolic
and text messages, will have a greater effect on the quality of
a text message, particularly a relatively long one. If a
number of text messages are to be given a driver is only
likely to be able to read one message per sign, unless
the messages are very short indeed. A number of signs
may therefore be required if several messages have to be
transmitted. A specific message must also be in view for
sufficient time to allow a driver to read it. The reading time
details given in Chapter 4 are relevant to this VMS design
parameter. When a message is changed it may be
changed totally in one operation or in a "flowing"
movement. Many VMS requirements may appear similar to
switchable advertising signs. Designers are cautioned
against using advertising techniques without careful
consideration of the road sign message transfer
requirements. Although not substantiated the "flowing"
switching movement appears more aesthetically
acceptable. If the flowing movement of the change is from
left- to- right and top- to- bottom (for larger messages in
two lines) a reader will have the first message in view for a
maximum reading period.
11 The quality of a light emitting variable message sign
depends on:
Experts consider that there is a sufficient influence
MAY 2012
SADC- RTSM VOL 1
VARIABLE MESSAGE
Fig. 9.3
MAY 2012
Typical Regulatory, Warning, Guidance and Information VMS
SADC - RTSM - VOL1
VARIABLE MESSAGE
Detail9.3.8 Combinations
Multiple arrangements of
Regulatory, Warning and
Information possible
Fig.9.3
MAY 2012
SADC- RTSM VOL 1
VARIABLE MESSAGE
INTRODUCTION
9.1.10
(a) light intensity and viewing angle (widely variable
according to sign type);
(b) uniformity of illumination;
(c) contrast between the light emitted and the ambient
light conditions;
(d) colour.
12 Available research is not conclusive on the best method
of specifying performance for light emitting variable
message signs. Specification may be made in terms of
luminance or luminous intensity for individual light
components or for the sign as a whole. For practical
purposes the luminous intensity for white characters
should be between 600 candela and 1000 candela for day
operation, and between 60 cd and 100 cd for night-time
operation. The values for red parts of a sign should be
between 400 cd and 600 cd during the day and between
40 cd and 60 cd at night. It should be noted that light
intensity values of 3800 cd can be obtained on the
light axis of fibre-optic units. Losses will reduce this value
substantially for the observer but it should also be noted
that low values of luminous intensity reduce visibility of a
sign whereas high values not only reduce legibility as a
result of irradiation, but may also cause glare. As a
general
rule
night-time
intensity
should
be
approximately one tenth of the daytime value. However,
under bright Southern African sunlight conditions very high
ambient light levels occur. In order to achieve adequate
contrast levels during daytime the luminous intensity
values may need to be significantly higher than those
given above, whilst the night-time values will still apply.
The day/night intensity ratio will increase under such
circumstances. European research has indicated
required contrast ratios between the light emitting
component and bright ambient conditions in the range of 7to-1 to 50-to-1.Southern African ambient light levels
could require higher ratios. The numerical values given
are for illustration purposes only because the actual
values achieved are dependent on the number of light
units illuminated and on the stroke width of characters.
(For further details refer to Volume 2, Chapter 19:
Variable Message Signs).
13 Visible differences between individual illuminated light
units can negatively affect the legibility of a sign or
even lead to the misinterpretation of the message. The
following guideline can be applied to all fibre-optic
systems including those using larger diameter light
units. The formula takes into account the interdependence between the number of light points and the
clarity/definition of a sign.
character design have been covered, however, when

designing fibre-optic signs, it must be remembered that
lines of light points appear larger than painted or externally
illuminated lines. It is possible to achieve adequate
contrast for alpha numeric characters using only one row
of light points. Such thin lines of high intensity light will be
more clearly perceived by the eye than lines made of
double rows. This effect must be compromised with the
design requirement to have a back-up system whereby
either an additional light source is automatically
illuminated when the principal one fails, or a double
row of light points is illuminated by two light sources
which, on failure of a source will leave one row of light
points illuminated. The use of double rows of light points
is recommended if fibre-optic signs are used to create LANE
DIRECTION CONTROL SIGNALS S16 (Green Arrow) and
S17 (Red Cross).The recommended spacings of light
points for various colours are given in Table 9.1 in Section
9.2.
15 To improve the contrast of a sign against a distracting
ambient background such as the light of a clear sky or
other illuminated features such as street lights or
advertising hoardings a minimum sign background
clearance to any character of 1,1 times the letter height
in use is recommended.
16 Colour rendition from fibre-optic signs is achieved by use
of colour filters. Colours produced by variable message
signs should conform to the requirements given in
Section 1.5 according to Figures 1.11 to 1.14 Chromaticity Chart for Colours for Road Traffic Signs. It
should be noted that colour filters result in a loss of light
output which must be taken into account when
calculating specific light intensity requirements.
17 Phantom luminance should not exceed 10% of the
luminance of the sign symbols for an illuminance of 104 lux.
18 Matrix signs are commonly used on high speed roadways and are often placed in a regular sequence for
lane control or gradual speed reduction purposes. A wide
beam of emitted light is not required under these
circumstances. Fibre-optic signs utilize optical cones at
the signface to control light intensity and direction. Three
types of cone are currently available
(a) 6 cone
designed for high speed approaches with a light
intensity on axis of 30 cd per point. The highest output
levels occur at +or- 3;
(b) 14 conedesigned for intermediate approaching speeds with a
light intensity on axis of 19,5 cd. The highest output
levels occur at + or 7o;
Iaverage
Isample
should be between 0,7 and 1.3.
where:
Iaverage
is the average light intensity per light unit

for all the elements within one sign of the
same colour.
and:
Isample
is the average light intensity per light

unit for a random sample of points on
the sign (a 10% sample is a valid sample
size).
-
14 Good legibility is especially dependent on the contrast

between the message, the sign background and the
ambient background to the whole sign. Elements of
VARIABLE MESSAGE
(c) 24 conedesigned for low approaching speeds with an

intensity on axis of 6,5 cd. The highest output levels
occur at + or- 12.
19 Variable message signs using dot matrix components
need to be built into a housing which has certain
characteristics. These characteristics apply to complete
signs
or
modular
units
and
include:
(a) the ability to dissipate heat by adequate ventilation;
(b) ease of .access to replace components;
(c) a front screen to protect the light units should have
anti-reflection qualities (slight curvature has also
been found to help reduce condensation within the
housing);
SADC - RTSM - VOL 1
MAY 2012
INTRODUCTION
9.1.11
is omitted because the value of total light intensity
specified, ITOTAL, will be a minimum requirement.
Where n is the minimum number of light points
required to produce the specified total luminous
intensity:
(d) tightly fitting components to eliminate ingress of

water or dust (including filtration and protection of
ventilation areas);
(e) internal surfaces a matt or semi-matt dark colour to
avoid internal light reflection and interference.
20 The total light intensity of a fibre-optic sign is the sum of

the light intensities emitted by the individual light points
forming the signal. The total intensity depends on the
following criteria:
(a)
(b)
(c)
(d)
(e)
(f)
(g)
(h)
(i)
ITOTAL
ILP FF FSC FB FL FC FAN FFS
23 The testing of the design of a matrix sign should be done

using standard measuring methods and equipment. Until
such time as specifications are well established, new
designs should be tested under representative traffic
conditions by comparison with a standard sign. The
following points should be borne in mind during testing:
the number of bulbs;

the use of a beam splitter;
luminous flux of the bulb;
efficiency with which light is channelled from the
source to the individual light unit (cone)
light transmitting properties of filters;
the number of fibre-optic cables or arms;
the length of the fibre-optic cables or arms in a
harness;
the optical characteristics of the cones;
light transmission loss due to the front screen.
(a) when assessing visibility distance as a variable, the

light distribution, the angle subtended, and the
atmospheric transmission characteristics must be
taken into account;
(b) the comparison must involve a large number of
observers performing a realistic task;
(c) the test should call for identification of signs and
recognition of their components.
21 The total light intensity can be calculated from the

formula for symbols of a single colour (a separate
calculation should be made for each colour):
ITOTAL = n x ILP x FF x FSC x FB x FL x FA x FC x FAN x FFS
9.1.11 VMS and Road Traffic and Safety

Management
where:
Dynamic real-time traffic control can be achieved by

designing an integrated computer operated intelligent
system incorporating variable message signs.
Sections of roadway experiencing unacceptable levels of

congestion and accident rates and therefore high user
costs, may warrant such a system. Although the capital
cost is likely to be high the benefits to be achieved can be
cost-effective.
3 Comprehensive systems have been developed in

Europe and the Americas which operate automatically with
no need for manual intervention. Such systems are
capable of detecting incidents, congestion, and even
weather conditions. Components of such a system are
illustrated in Figures 9.8 to 9.10.
22 In an alternative form this formula may be used to

determine minimum number of light points required
for a given symbol or message. The correction factor
FA for the number of cables or arms in the harness
MAY 2012
Figures
9.8
and
9.9
shows
diagrammatic
representations of how variable message signs fit into
a typical road traffic and safety management system.
Also illustrated is a schematic arrangement of detectors,
detector stations, outstations and sign gantries.
Figure 9.10 shows schematically how computerised

control may be applied through the use of variable
message signs.
SADC - RTSM - VOL 1
VARIABLE MESSAGE
INTRODUCTION
9.1.12
Fig. 9.4
7 - Character x 5 - Character Letters and Numerals
VARIABLE MESSAGE
SADC - RTSM - VOL 1
MAY 2012
9.5.1 Other Selected Characters on Modular Base
9.5.5
Effects of Bulb Failure - Example Numeral "8"
NOTES
1 In Figure 9.4 and Detail 9.5.1 all elements can be
illuminated - those required for each letter are indicated
by a circle.
2
Detail9.5.5 shows the effects of bulb failure. The small

element normally has a dual circuit.
Details 9.5.2 to 9.5.4 show large and paired small

illuminated bulbs, and fibre optic elements
respectively.
Fig. 9.5
MAY 2012
Further Details of 7 x 5 Character Matrices

SADC - RTSM - VOL 1
VARIABLE MESSAGE
Fig. 9.6
MAY 2012
Other VMS Design Considerations

SADC - RTSM - VOL1
VARIABLE MESSAGE
R201/TR201 *
Detail 9.7.1
R210/TR210
R214/TR214
R215/TR215
Regulatory Sign Symbols {Prohibition)
TW212 e
TW329
TW331
TW333 *
TW336 *
TW338
TW339 *
TW349 *
TW353 *
TW354
TW355 *
Snow
Detail 9.7.2
Warning Sign Symbols
International
See Chapter 3, Section 3.7 for variations appropriate to individual countries.
Fig. 9.7
MAY 2012
Symbols
SADC - RTSM - VOL 1
VARIABLE MESSAGE
Fig. 9.8
VMS in a Road Traffic and Safety Management System
VARIABLE MESSAGE
SADC - RTSM - VOL 1
MAY 2012
link to control
Fig.9.9
MAY 2012
Typical Components of a Freeway Control System
SADC - RTSM - VOL 1
VARIABLE MESSAGE
Fig.9.9
VARIABLE MESSAGE
SADC - RTSM - VOL 1
MAY 2012
Fig. 9..10
MAY 2012
VMS Applications in Road Traffic and Safety Management
SADC - RTSM - VOL 1
VARIABLE MESSAGE
DIMENSIONS
9.2
DIMENSIONS FOR VMS
9.2.1
General
9.2.1
As has been stated in previous Subsections the design of

variable message signs is in a developing stage worldwide and although standards are being developed by the
CIE (International Commission on Illumination), these are
not yet universally accepted. The number of installations of
light emitting VMS in Southern Africa, from which local
knowledge may be gained, is, at the time of publishing,
very limited. Full dimensional details are therefore not
given in this chapter or in Volume 4 at this time.
The matrix details given in Figures 9.4 and 9.7 should be

considered to be guidelines only although they are based
on UK and European practice. The high ambient light
levels common in much of Southern Africa are likely to
require modification or extension to any European based
standard. Such modification is likely to affect dimensional
criteria.
Until such time as local research indicates otherwise

any regulatory or warning sign provided as part of a
light reflecting or light emitting variable message sign
shall conform to the diameter or side length
dimensional requirements for standard regulatory or
warning signs given in Tables 2.4 and 3.1.
9.2.2
It will be common for such signs to be contained within a

frame or background. The dimensions of such a
background should relate as closely as possible to
those used for HIGH VISIBILITY signs.
Similarly light reflecting VMS guidance and information

signs should conform to the dimensional requirements
given in Volume 4.
If a combination of standard and light reflecting VMS, or

light reflecting and light emitting VMS, is required, it may
be necessary to increase certain internal sign
spacings to accommodate structural or mechanical
aspects of the message changing mechanism.
A matrix may be produced by using off-the shelf modular

components or by building up a customised matrix from
the individual illuminated components such as bulbs or
fibre optic cones. In the case of the modular components,
normally forming letters and numerals, the spacing of
the bulbs or cones will have been determined by the
manufacturer. The 7 x 5 character matrix is not ideal for
lower case lettering; therefore, variable message
guidance and information signs using a 7 x 5 matrix
should use only upper case letters. The use of letter
matrices with fewer than 7 vertical components is not
recommended. The spacing of the letters to form a word
and the spacing between words, both horizontally and
vertically needs to be confirmed for Southern African
conditions. Figure 9.11 illustrates the basic dimensions
used in the DIN 1451 lettering system for standard
guidance signs. If a sign is subject to high ambient light
levels the outer spaces should be increased from "5d" to
"8d" and "6d" to "8d". The between line spacings may be
reduced to a minimum of "3d" due to the fact that the
signs use only upper case letters.
It is recommended that the letter height be derived in the

same manner as for standard guidance signs (see
Chapter 4).Due to the possibility of obtaining high light
intensities from narrow focus elements (6 cones), it is
possible that normal legibility distances required for
adequate driver response and action may be achievable
with smaller letter heights than derived by use of the
nomograms in Chapter 4. Road authorities are
recommended to require that any such claim by a
manufacturer be proven in a representative on-site
pilot test before accepting smaller letter sizes. Because the
signs are light emitting, it may be practical, with an
adequate approach distance to use very large letters to
obtain reading distances far in excess of those
obtainable under vehicle headlamp illumination of
retroreflective letters. Characters as high as 1500 mm are
available in European systems.
The recommended minimum spacing between letters is

"1d" or the equivalent one vertical row of matrix
elements. The minimum recommended spacing between words shall be the equivalent of two vertical rows of
matrix e l e m e n t s . In all the above examples the
matrix "element" dimension should be taken as the
centre to centre dimension of the elements, normally
"1d",NOT the diameter of the element itself.
The size of individual matrix elements will be "1d"

square, based on a 7 x 5 matrix. The size of the
illuminated element will be dependent on the technology
in use and the manufacturers design. Sizes range from 50
mm or more in diameter for larger bulbs, down to small
cones for fibre optics of 5 mm diameter. Recommended
spacings of illuminated light points of different colours
for more general message requirements such as
regulatory or warning sign symbols, or for larger custom
made matrices are given in Table 9.1.
Light Reflecting VMS
1 The dimensions of any manually operated or electromechanical light reflecting VMS depicting a regulatory or
warning sign shall conform in all respects to the
dimensions appropriate to standard regulatory and
warning signs given in Volume 4.
9.2.3
will influence this effectiveness are covered in Subsection

9.1.10. An acceptable visual definition must be
achieved by all aspects of a sign. As a general rule the
greater the detail required the closer or smaller should be
the elements of the matrix used (see Figure 9.6).
Light Emitting VMS
The dimensions of arrow or cross VMS mounted over

individual lanes as part of road traffic and safety
management control installations shall conform to
those given in Volume 4, Chapter 10 for LANE
DIRECTION CONTROL signals S16 to S19.1t should be
noted that signals S16to S19 may be identical in
appearance to changeable arrow and cross signs, but
the signals have a specific function and shall be used in a
specific manner (see Chapter 6). Changeable arrow and
cross signs may be used as S16 to S19 signals provided
they conform to the functional requirements for the
latter. They may also be used for other forms of lane
use control not involving the DIRECTIONAL, or reversible
use of lanes.
The effectiveness of letters, numerals and symbols
used on light emitting VMS will be dictated by the
physical components of the matrix used. Factors which
MAY 2012
SADC - RTSM - VOL 1
VARIABLE MESSAGE
DIMENSIONS
9.2.2
TABLE 9.1
RECOMMENDED LIGHT POINT SPACINGS- FIBRE OPTIC SIGNS
Light point Colour
Spacing (mm)
White
30 - 35
Red
15 - 20
Yellow
20 - 25
Green
20 - 25
Fig. 9.11
VARIABLE MESSAGE
TABLE 9.1
Guidelines for Dimensions of VMS
SADC - RTSM - VOL 1
MAY 2012
SOUTHERN
AFRICAN
DEVELOPMENT
COMMUNITY
GLOSSARY OF TERMS
SECTIONS
10.1
Introduction
10.2
General Terms
10.3
Road Sign Terms
10.4
Road Marking Terms
10.5
Tourism Signing Terms
MAY 2012
CHAPTER
SADC RTSM - VOL1
10
10.1.1
INTRODUCTION
CHAPTER 10 : GLOSSARY OF TERMS

10.1 INTRODUCTION
1
This Glossary of Terms has been created to give a

listing of terms commonly used throughout the Manual.
Instead of placing all the terms into one single listing, the
Glossary has been divided into five parts. Namely
General Terms, Road Sign Terms, Traffic Signal
Terms, Road Marking Terms and Tourism Signing
Terms. Section 10.6 has been included due to the wide
range of terms specific to tourism signing and to the
relative similarity of some of the terms.
Some terms may appear in more than one part. If a

term is not located in what they feel is the most obvious
section, users should check the other sections.
It should be noted that the meaning attached to many

terms represents a de facto definition of the term. The
Manual does not, however, set out to define terms. In
fact, generally, the meanings given refer to the manner in
which a term has been used in the Manual, which may
MAY 2012
not be its universal application. No attempt has therefore

been made to achieve even general agreement on the
meanings given.
5
It should also be noted that there are many documents,

including legislation and specifications, in which the
same or similar terms are defined. Readers should
adhere to the meanings given to such definitions in
relation to the legal application of such documents, in
preference to any similar terms listed here. Terms
listed in this chapter, particularly vehicle type terms,
which are also listed in the Legislation have used the
same wording as is used in the Legislation to reduce any
risk of confusion.
In the texts, where a specific cross-reference is given to

a term which is also listed, the term concerned is
indicated in capital letters. Within the texts, terms which
are themselves explained are highlighted in bold.
SADC - RTSM - VOL 1
GLOSSARY
GENERAL TERMS
10.2.1
10.2 GENERAL TERMS

These terms, listed alphabetically are considered to be typical of the terminology used, especially with regard to Geometric
Design. Terminology also peculiar to Toll Roads is listed.
85%1LE SPEED:
is the speed below which 85% of traffic using a particular section of roadway travels at,
irrespective of the speed limit displayed, hence Operating Speed - also known as "the 851h
percentile".
A
ABNORMAL VEHICLE:
means any vehicle which is operated under a written exemption granted in terms of
Legislation.
ACCESS INTERCHANGE:
is an interchange between a freeway and the adjoining lower order road system.
ADVANCE WARNING AREA:
is the section of road leading to the start of a roadworks area in which all pre-advance
signs are located - no traffic control or temporary deviation or detour measures should
occur within the Advance Warning Area.
ADVISORY SPEED:
is an item of information which may be displayed with a warning or diagrammatic sign,

normally in a supplementary plate, to indicate to road users that there is some road
feature, for which it is advisable to reduce their speed to that indicated.
AGRICULTURAL VEHICLE:
means a vehicle designed or adapted solely for agricultural activities and includes a
tractor but does not include a goods vehicle.
ALTERNATIVE ROUTE:
is a route which offers an alternative to a route for which payment of toll is mandatory and
which is signed as an Alternative Route.
ARRESTOR BED:
is a roadside safety facility, filled with specially graded stone, provided as an escape area
for heavy vehicles in the event that they have a runaway on a long steep downhill section of
roadway.
ARTERIAL ROAD:
is a road in an urban area, optimised for traffic mobility due to limited access from
properties and well-spaced junctions, forming part of the main traffic carrying network.
AT-GRADE:
is a junction of roads at the same level; i.e. where no bridge separates the roadways
(see GRADE-SEPARATED).
AT-GRADE ROUTE:
is a route with at-grade junctions (see GRADE SEPARATED ROUTE).
AUTHORISED VEHICLE:
means any motor vehicle identified by means of a registration plate, and authorized
symbol or name on the vehicle, or an authorised disc affixed to the windscreen of the
vehicle, the identification of which is thereby compatible with that displayed on the
appropriate road sign.
AUTOMATIC TOLL:
(AUTOTOL)
is a form of toll collection whereby the correct toll charge is tendered to an automatic toll
collection device, or a toll charge is recorded and invoiced to the owner of a vehicle as a
result of in motion automatic vehicle identification.
B
BARRICADE:
is a temporary and portable device used to demarcate a restricted area set aside for a
special use such as roadworks or traffic surveys.
BARRIER:
is a permanent or temporary device, erected on or adjacent to the roadway at hazardous

locations, which is capable of physically preventing vehicles from leaving the travelled
way, or from entering an area temporarily closed for roadworks or other special
operations.
BARRIER SIGHT DISTANCE:
BUFFER ZONE:
is that distance which allows sufficient time for the drivers of two vehicles, approaching each
other in a head-on situation, to stop if they should be left with no other option for avoiding
action - the distance approximates to twice the stopping sight distance.
is the minimum size of stabilizing area necessary to ensure the safety of workers at the
commencement of a road work area (see STABILIZING AREA and WORK AREA).
BUS:
means a motor vehicle designed or adapted for the conveyance of more than 16 persons
(including the driver).
BYPASS:
is a roadway, commonly an arterial or freeway, that permits traffic to avoid part or all of
an urban area.
MAY 2012
SADC RTSM VOL 1
GLOSSARY
10.2.2
GENERAL TERMS
C
CENTRAL BUSINESS
DISTRICT (CBD):
is the commercially developed business area of a town or city, also commonly known as
the city centre.
CHROMATICITY:
is the colour quality of a visual stimulus and corresponds to the hue and saturation of the
colour as perceived by a standard observer under standard conditions of illumination
- chromaticity makes no reference to the brightness of a light. see
CENTRAL BUSINESS DISTRICT.
CITY CENTRE:
COEFFICIENT OF
RETROREFLECTION:
is the value obtained by dividing the luminous intensity of the light reflected by the
surface of a retroreflective material by the illuminance at the surface on a plane
perpendicular to the direction of the incident light, and by the illuminated area of the
surface - expressed in candelas per lux per square metre (cd//lx/m2).
COLLECTOR-DISTRIBUTOR
ROAD:
is a type of roadway with a significant traffic carrying function, commonly leading to an atgrade arterial road or a freeway - a specific form of this type of roadway may occur within
a cloverleaf systems interchange between an on- and off-ramp, separated but parallel to
the main carriageway.
COLTO:
Committee of Land Transport Officials (RSA) (previously known as CSRA/CUTA).
CONE OF VISION:
is the swept area about the normal to a driver's line of vision within which an object can
reasonably be expected to be seen by the driver without eye or head movements.
CONSTRUCTION VEHICLE:
means any vehicle used in connection with road construction and/or road maintenance-.
CONTRA FLOW:
is a traffic flow condition whereby two-way traffic occupies a portion of roadway

normally reserved for use by one-way traffic - the condition may be a permanent or a
temporary arrangement, or it may operate only during limited times of the day.
CSIR:
is the South African Council for Scientific and Industrial Research.
CYCLE ROUTE:
is a separate path, or a portion of roadway signed and marked for use by cyclists only
- the route may be numbered.
D
DAYLIGHT HOURS:
are the hours between the officially stated times of sunrise and sunset.
DECISION SIGHT DISTANCE:
is the distance at which a driver can detect a hazard in an environment of visual noise or
clutter, recognise it as a threat, select an appropriate speed and path, and perform the
required manoeuvre safely and efficiently - observing, reading and acting upon the message
of a road sign can fall into this category of hazard.
DEDICATED LANE:
is a lane from which movement in a single direction is mandatory, commonly a turning

movement on an at-grade road or an exit movement on a freeway - the lane does not
continue beyond turn or point of exit.
DELINEATOR:
is a retroreflective sign or other device spaced at regular intervals along the side of the
roadway to define the outer limits of the roadway (also called a "Delineation Device").
DELIVERY VEHICLE:
means a goods vehicle, motor cycle, motor tricycle or motor quadrucycle in the process of
loading or unloading goods.
DIPLOMATIC VEHICLE:
is a type of authorised vehicle (see also AUTHORISED VEHICLE).
DETOUR:
a detour involves the redirection of traffic to other parts of the road network, often over
significant distances.
DEVIATION:
a deviation involves the local redirection of traffic onto a roadway normally used only by
traffic travelling in the opposite direction (contra-flow operation), or onto a specially
constructed parallel temporary roadway.
DUAL-CARRIAGEWAY
FREEWAY:
is a dual carriageway roadway on which all junctions are grade-separated and with a
continuous median island so constructed as to prevent vehicular traffic from crossing
- such a roadway may be legally designated as such by the placing of regulatory sign
R401 (also referred to as a Class A1 Freeway).
E
EMERGENCY VEHICLE:
GLOSSARY
is any type of vehicle which may be used in the event of a disaster, civil disturbance or an
accident - such vehicles include police, ambulance, fire and civil defence vehicles.
SADC RTSM VOL 1
MAY 2012
GENERAL TERMS
10.2.3
ENVIRONMENTAL IMPACT:
in the context of a road environment the oversupply of road traffic signs, or any other form
of sign can be considered to have an unacceptable environmental impact.
EXCLUSIVE LANE:
see DEDICATED LANE.
EXPECTANCY:
is the process by which individual road users develop sets of ideas and concepts, which when
presented with a sensory stimulus of some sort, conditions the response to the stimulus.
EXIT POINT:
is the point of discontinuity at the beginning of a freeway exit- or off-ramp where the
ramp edge line deviates from the freeway edge line.
F
FREE SECTION:
is a section of toll route which can be travelled on without paying toll.
FREEWAY:
See DUAL-CARRIAGEWAY FREEWAY {Class A1) and SINGLE CARRIAGEWAY

FREEWAY (Class A2).
G
GOODS VEHICLE:
means a motor vehicle other than a motor cycle, motor tricycle, motor quadrucycle,
motor car, minibus or bus designed or adapted for the conveyance of goods on a
public road and includes a truck-tractor, mobile crane, adapter dolly, converter dolly and
breakdown vehicle.
GORE:
is the area immediately beyond the divergence of two roadways, bounded by the edges of
those roadways.
GRADE-SEPARATED:
is a junction of roads where the roadways are vertically separated by a bridge. is
GRADE-SEPARATED ROUTE:
a route on which all junctions are grade-separated interchanges.
GROSS COMBINATION MASS:

(CGM)
means the maximum mass of any combination of motor vehicles, including the drawing
vehicle, and load as specified by the manufacturer thereof or, in the absence of such
specification, as determined by the registering authority.
GROSS VEHICLE MASS:

(GVM)
means the maximum mass of a motor vehicle and its load as specified by the manufacturer or, in the absence of such specification, as determined by the registering authority.
H
HEAVY VEHICLE:
is a general term used to describe all vehicles over 3500 kg gross vehicle mass. HIGH
OCCUPANCY VEHICLE:
means a motor vehicle in which the number of occupants equals or exceeds the number
indicated on an appropriate road traffic sign.
HORIZONTAL CURVE:
is a left or right hand curve in the roadway.
HUMAN FACTORS:
is used to describe the interaction of drivers with the roadway

realised in the form of driver behaviour.
ILLUMINANCE:
is the luminous flux on an element of a surface divided by the area of the element- the unit
of illuminance is the lux which is represented by a luminous flux of one lumen on a surface of
one square metre (E).
INTERCHANGE:
is a grade-separated junction with one or more turning roadways or ramps for travel
between junction legs (see also ACCESS INTERCHANGE and SYSTEMS INTERCHANGE).
INTERSECTION:
means the area embraced within the prolongation of the lateral boundary lines of two or more
public roads, open to vehicular traffic, that join one another at any angle, whether or not
one such public road crosses the other (see also JUNCTION).
INTERSECTION POINT:
is the point of intersection of the centre lines of two intersecting public roads or
roadways.
ISLAND:
see TRAFFIC ISLAND.
environment and is
J
JUNCTION:
MAY 2012
means that portion of an intersection contained within the prolongation of the lateral
limits of the intersecting roadways and such junction shall also include any portion of
roadway between such lateral limits and any stop or yield marking (see also INTERSECTION).
SADC RTSM VOL 1
GLOSSARY
10.2.4
GENERAL TERMS
K
KERBED ISLAND:
is a type of traffic island demarcated by raised kerbs which may additionally be

surrounded or partially surrounded by a painted island.
L
LANE DROP:
is a reduction in the number of lanes - can be either a Fast Lane Drop or a Slow Lane
Drop.
LINK:
is a component of the navigational system into which the road network is subdivided it is typically a section of route between two nodes or destinations.
LOCAL AUTHORITY:
is a city council, town council, village council or health committee promulgated in

accordance with the Local Government Legislation.
LOOP RAMP:
is a ramp serving a movement to the right, by requiring vehicles to execute such a

movement by turning left - typically a 90 right turn is achieved by making a 270 turn
to the left. (This principle may be used at systems and access interchanges - it
is possible to configure the loop ramps of a parclo access interchange so that a right
turn onto a freeway is achieved by entering traffic after making a left turn from the
crossroad, and then a 180 turn to the left).
LUMINANCE:
is the luminance flux from an element of a surface divided by the product of the projected
area of the element perpendicular to the beam and the solid angle containing the beam
- measured in candelas per square metre (L).
LUMINANCE FACTOR:
is the ratio of the luminance of a material to that of a perfect reflecting diffuser

identically illuminated (measured at a point on the surface of a non-self- illuminating body,
in a given direction, under specific conditions of illumination).
LUMINOUS INTENSITY:
is the property of a light source that determines the amount of light radiated in a given
direction per second measured in candelas- a source of a given luminous intensity will
appear to have less brightness the greater the distance from which it is viewed (cd).
M
MAINLINE PLAZA:
is a plaza which straddles all lanes of a toll route , and at which toll shall be paid by all
drivers in one of a number of different ways -a plaza may consist of mainline and ramp
plazas (see RAMP PLAZA).
MAIN ROAD:
is a general term used to describe the more important of two intersecting roadways (see
MINOR ROAD).
MANUAL(SADC- RTSM) :
is the 3rd Edition of the Southern African Development Community Road Traffic Signs
Manual.
MAP :
is a form of navigational aid which it is recommended be used during pre-trip planning

and during a journey.
"MAY":
is a permissive condition used throughout the text.
MEDIAN ISLAND:
is a type of traffic island used to separate two directions of traffic flow commonly continuous on freeways and with limited openings on arterial roads - a
short section of such an island may also be used to provide a pedestrian refuge in
the middle of a roadway.
MERGING SECTION:
METROPOLITAN:
is a section of roadway along which traffic is required to come together from two
approach lanes into one exiting lane.
is considered, for signing purposes, to be the area within a 60 km radius of the centre
of a metropolitan core city ( a metropolitan area can also be described as a conurbation
of contiguous interrelated development).
MIDI-BUS:
means a bus which is designed or adapted solely for the conveyance of not more than
30 persons, excluding the driver.
MINIBUS:
means a motor vehicle designed or adapted solely or principally for the conveyance of
more than nine, but not more than sixteen persons, including the driver.
MINOR ROAD:
MOTOR CAR:
MOVEMENT:
GLOSSARY
is a general term used to describe the less important of two intersecting roadways.
means a motor vehicle, other than a motor cycle, motor tricycle or motor quadrucycle
designed or adapted solely or principally for the conveyance of not more than nine
persons, including the driver.
is an individual uni-directional path of a particular vehicle or pedestrian through a road
junction or pedestrian crossing - hence right-turn movement etc.
SADC - RTSM - VOL 1
MAY 2012
GENERAL TERMS
10.2.5
N
NAVIGATIONAL AID:
is any device, within the road environment or not, which may be employed by road users to
assist them with their pre-trip and in-trip planning of a journey, especially to provide
adequate orientation.
NODE:
is a component of the navigational system into which the road network is subdivided - it is
typically a destination at the end of a link or section of route.
NUMBERED ROUTE:
is a Class "A" or Class "B" route which, due to its importance, has been allocated a
unique identifying number to assist road users with the navigation process.
O
OPERATING SPEED:
is the 85%ile speed for a given section of road (see 85%1LE SPEED).
ORIENTATION:
is a property of a destination which, when displayed on a direction sign at a junction,

enables drivers to decide in which direction to turn in order to reach their intended
destination, even if this is not the destination name displayed - hence orientation point (see
NAVIGATIONAL AID and NODE).
OUTDOOR ADVERTISING:
is any type of sign, billboard, or other device, other than a road traffic sign, which is
located both within the road environment or not and which is positioned to catch the
attention of drivers either directly or indirectly.
P
PARALLEL ROUTE:
is a lower order route which approximately parallels an important route (such routes are
commonly parallel to Primary or main routes and are commonly created when a new
Primary or main route is constructed - they also commonly function as alternative
routes to toll routes).
PASSING SIGHT DISTANCE:
is the minimum sight distance required for a vehicle to safely pass another vehicle. (See
SIGHT DISTANCE).
PAY AND DISPLAY:
is a method which may be used by a local authority, in terms of Legislation, to collect fees
in respect of the parking of vehicles in a public road or section of public road - the method
requires that drivers make payment in the prescribed manner and display their receipt in a
visible position on or within their vehicles.
PERI-URBAN:
is that area within, or immediately beyond, a town or city boundary which is largely
undeveloped but which may have considerable potential for development, particularly in
terms of change of land use and traffic generation.
POINT OF COMMITMENT:
(POC)
is the point on the roadway beyond which a driver shall have to pay toll - a POC should
always immediately follow a point at which a turn-off to an alternative route (TTA) is
available (see ALTERNATIVE ROUTE and TURN-OFF TO AN ALTERNATIVE ROUTE).
POINT OF ENTRY:
(POE)
is a point at which a driver enters a toll route, either as the continuation of an un-tolled
route, or at a junction involving a positive change of direction (see POINT OF
COMMITMENT).
POSITIVE GUIDANCE:
is a road safety philosophy that advocates the creation and maintenance of a public
road environment which will provide road users with the optimum amount of visual
information.
PRE-TRIP PLANNING:
is an essential component of the navigation process in order to reduce the risk of

misdirection during a journey.
PUBLIC ROAD:
means any road, street or thoroughfare or, except as determined by Legislation, any other
place (whether a thoroughfare or not) which is commonly used by the public or any section
thereof or to which the public or any section thereof has a right of access, and includes the
verge, any bridge, ferry or drift or any other work or object forming part of or connected with or
belonging to such road, street or thoroughfare.
R
RAMP:
is a turning roadway provided at a grade-separated junction - hence on-ramp, offramp etc. (see INTERCHANGE and TURNING ROADWAY).
RAMP PLAZA:
is a plaza located only on the off-ramp and/or on-ramp at an interchange and at which toll
shall be paid by drivers entering or leaving the section of toll route in one of a number of
different ways (see MAINLINE PLAZA).
RAMP TERMINAL:
MAY 2012
is the junction between an off-ramp and a crossroad at a freeway interchange.
SADC - RTSM - VOL 1
GLOSSARY
10.2.6
GENERAL TERMS
REFLECTIVE:
is any surface which returns the light which strikes it in a random or scattered manner
(see RETROREFLECTIVE).
REGULATION:
means a regulation made in terms of Legislation.
RETROREFLECTIVE:
is the property of a specially manufactured material by which reflected rays of light are
preferentially returned in directions as close as possible opposite to their direction of
incidence.
RIGHT-OF-WAY:
is a condition whereby one traffic stream has priority over another traffic stream - the
removal or allocation of right-of-way is termed traffic control.
ROAD HIERARCHY:
is an arrangement of different classes of road ranging from "Freeway" at the upper end to
"Local" at the lower end.
ROAD RESERVE: ROAD
is the portion of land between defined boundaries, that is reserved for public thoroughfare- and other public facilities.
TRAFFIC SIGN:
means a road traffic sign prescribed in terms of Legislation, and includes road signs,
traffic signals and road markings.
ROADWAY:
is that portion of a road, street or thoroughfare improved, constructed or intended for

vehicular traffic which is between the edges of the roadway.
ROADWORKS:
is any activity related to road construction or road maintenance which impinges upon the
roadway either physically or visually.
RURAL:
is that area outside an urban and/or peri-urban area.
S
SABS:
is the South African Bureau of Standards.
"SHALL":
is a mandatory condition used throughout the text.
SHARED LANE:
is a lane which enters a junction and which may be used to travel through the junction or to
turn out of the junction.
SHORT TERM:
in the context of road signing and specifically temporary signs, a period of less than 24
hours.
"SHOULD":
is an advisory condition used throughout the text.
SHOULDER:
is that portion of road, street or thoroughfare between the edge of the roadway and the kerb
line.
SIGHT DISTANCE:
is the length of road ahead visible to a driver - the minimum sight distance should be
sufficient to enable a vehicle travelling at or near the design speed to stop before
reaching a stationary object in the roadway.
SINGLE CARRIAGEWAY
FREEWAY :
is a single carriageway roadway on which all junctions (i.e. accesses) are gradeseparated and which does not have a median island and carries two-way traffic such a roadway may be legally designated as such by the placing of regulatory sign R402
also known as a Class A2 Freeway (see DUAL-CARRIAGEWAY FREEWAY).
SLIPROAD:
see TURNING ROADWAY.
SPEED HUMP:
is a device, built according to a standard profile, which may be used to reduce speeds,
normally within a residential or industrial area.
STABILIZING AREA:
is the section of a roadworks site in which traffic flow is allowed to stabilize after
negotiating a transition area; if two or more transition areas are requir ed the appropriate
stabilizing areas will contain the advance signs for the following transition area.
STANDARD SPECIFICATION:
is a specification drawn up for general use, adherence to which will ensure an acceptable
standard of article is produced - several such standards are available covering traffic
control devices - it is recommended that when ordering traffic control devices it be
stipulated that they, or their component materials, comply with the requirements of these
specifications.
STOPPING SIGHT DISTANCE:
is the sum of two distances- the distance travelled by the vehicle from the instant the driver
sights an object necessitating a stop to the instant the brakes are applied plus the distance
actually required to stop the vehicle from the instant the brake application begins.
STREET:
see Public Road.
GLOSSARY
SADC - RTSM - VOL 1
MAY 2012
GENERAL TERMS
SYSTEMS INTERCHANGE:
10.2.7
is an interchange that provides for the free flow of traffic between two or more freeways on
different levels (see also ACCESS INTERCHANGE).
T
TAXI:
means a motor car, motor tricycle or motor quadrucycle which is designed for the
conveyance of up to nine passengers, including the driver, and is operating for hire or
reward, and which is fitted with an automatic tariff meter.
TEMPORARY CROSSOVER:
is a temporary traffic control arrangement which is a form of transition area, designed to

transfer traffic from its standard lane configuration to a temporary alignment which is
completely removed from the carriageway in which traffic has been travelling - a
crossover shall be demarcated by delineators and/or barriers.
TEMPORARY TAPER:
is a temporary device, which is a form of transition area, created using traffic cones or
delineators to narrow the roadway or reduce the number of lanes available to traffic.
TERMINATION AREA:
is the section of a roadworks site in which traffic is returned to the normal road
configuration - it is a form of transition area, although it should not be followed by a
stabilizing area.
THROUGH LANE:
is a portion of a roadway on an approach to a junction which continues through such a

junction.
THROUGH ROAD:
is a roadway which continues through a junction.
TOLL ROUTE:
(TOLL ROAD)
is a route on which it is mandatory for users to pay toll charges in order to use the road.
TOUR BUS:
means a minibus, midi-bus or a bus which is owned by or contracted to a tour operator

and which is solely or principally used to convey tourists.
TRAFFIC:
comprises pedestrians, ridden or herded animals, vehicles, motor vehicles, buses and any
other conveyances, together with their load, either singly or as a whole, while using the road
for the purpose of transportation.
TRAFFIC CALMING:
is a traffic control technique intended to reduce the adverse effects of traffic in a local
environment.
TRAFFIC CIRCLE:
means a junction which contains a traffic or painted island around which a road user
shall travel in a clockwise direction, (or anti-clockwise in Angola).
TRAFFIC CONTROL DEVICE:
is any road traffic sign or other device, including delineation devices, used to regulate,
warn, guide or inform road users.
TRAFFIC ISLAND:
is a channelising device which may be kerbed or unkerbed and/or marked on the road
surface used as a separation between separate streams of traffic - such devices may be
used over considerable distances- e.g. a median i s l a n d , or they may be located to
separate conflicting movements at a junction- e.g. between through movements and a
turning roadway.
TRANSITION AREA:
is the section of the roadworks site in which traffic is required to take some action
required by temporary traffic control measures.
TRAVELLED WAY:
is the portion of a roadway intended for the normal passage of vehicles.
TURNING ROADWAY:
is a connecting roadway to accommodate turning traffic at a junction - preferably

separated from the main area of the junction by a traffic island.
TURN-OFF TO
ALTERNATIVE ROUTE (TIA):
are specially chosen points from which drivers not wishing to use a toll route, may
conveniently reach an alternative route.
U
URBAN:
is the portion of a local authority area that is sub-divided into erven, or is surrounded by
such erven.
V
VERTICAL CURVE:
VERGE:
VISUAL ACUITY:
VISIBILITY DISTANCE:
MAY 2012
is a sag or crest curve in the road surface linking down- and up-gradients and up-anddown-gradients respectively (see HORIZONTAL CURVE).
means that portion of a road, street or thoroughfare which is not a roadway.
is a measure of the human ability to resolve fine detail on the surface of a viewed object. is
the distance at which an object (a road sign) becomes visible to an observer.
SADC - RTSM - VOL 1
GLOSSARY
10.2.8
GENERAL TERMS
W
WEAVING SECTION:
is a section of auxiliary roadway, commonly found between on-ramps and off-ramps,

where drivers entering and leaving the through roadway are required to change direction
across each others path.
WOONERF:
is a term used to describe an area, normally of residential development, within which the
adverse effects of traffic have been minimised on a local area basis, either as a result of
the original layout of the area or by subsequent additional measures (see TRAFFIC
CALMING).
WORK AREA:
is the section of the roadworks site set aside for the actual work - it must be adequately
demarcated and protected by temporary road traffic signs, delineators, barriers
and/orbarricades.
GLOSSARY
SADC - RTSM - VOL 1
MAY 2012
10.3.1
ROAD SIGN TERMS
10.3 ROAD SIGN TERMS

These terms, listed alphabetically are considered to be typical of the terminology associated with Road Signs, including
materials of manufacture.
B
"BITS":
is a measure of the amount of information displayed on a road sign, typically a guidance or

information sign - all signface components such as text, arrows, symbols, route
numbers etc. .have been allocated "bit" values - the maximum recommended number of
"bits" of information on a signface is 10 "bits". Typical values of signface components in
terms of "bits" are(i)
words up to/including 8 letters = 1 bit
(ii)
words more than 8 letters = 2 bits
(iii)
(iv)
(v)
arrow (stack-type) = 0,25 bit

route number = 0,5 bit
symbol = 0,5 bit
(vi)
distance information = 0,5 bit
(vii) interchange number= 0,5 bit
"B MOD":
is a letter style with the same size and spacing characteristics as DIN 1451 Part 2 Style "B"
lettering but with an increased letter stroke width - this lettering is intended for use as dark
letters on a light background to combat possible overglow and is only available in
uppercase letters.
C
CARDINAL DIRECTIONS:
are the points of the compass - North, South, East and West.
CENTRED TEXT:
are rows of symbols and/or text which are arranged so that the centre of each row is
lined up vertically (see JUSTIFICATION).
CLUSTER OF ARROWS:
is used on overhead direction signs, in an upward pointing form, to indicate the lane
configuration at a road junction, specifically showing exit lanes, shared exit and through
lanes, and through lanes (see UPWARD POINTING ARROWS).
CLUSTER OF SIGNS
is a group of two or three tourism signs mounted on common supports - it is a design

requirement of tourism signs that a separate sign be used for each direction for which a
tourist facility exists, subject to warrant requirements.
COLOUR CODE:
is a prescribed system of colours, or combinations of colours, used in conjunction with sign

shapes to simplify early recognition of road sign classes.
COMMAND SIGN:
is a sub-class of mandatory regulatory sign, the function of which is to indicate that the limit
or action displayed shall be complied with by all road users or by the drivers of specific
classes of vehicle, as displayed.
COMPOSITE SIGN:
is a sign which includes components from different sign classes or sub-class e.g.
direction and trailblazer sign (see INSERT PANEL).
COMPREHENSIVE SIGN:
is a sub-class of conditional regulatory sign, the function of which is to indicate to road

users that the use of a roadway or portion of roadway, or some other traffic facility is
subject to compliance with a number of road traffic regulations.
CONDITIONAL SIGN:
is a type of regulatory sign the applicability of which is conditional upon a driver

choosing to come under the jurisdiction of the sign.
CONFIRMATION SIGN:
is a type of guidance sign which may be used to reassure road users that they are
travelling in their intended direction - such signs may include distance information but shall
not include any form of arrow.
CONSPICUITY:
is the attribute of an object or light source to appear prominent in its surroundings.
CONTROL SIGN:
is a type of regulatory sign, the function of which is to indicate the application of various
forms of right of way control - e.g. Stop, Yield etc.
CONTROL DESTINATIONS:
are important towns on or within 10 km of routes, or towns or localities that routes have been
specifically located to serve, the names of which may appear on direction signs, subject to
other policy considerations.
MAY 2012
SADC - RTSM - VOL 1
GLOSSARY
ROAD SIGN TERMS
10.3.2
D
DELINEATOR PLATE:
is a temporary danger plate commonly used in numbers at regular spacings to guide

road users in following a temporary alignment of the travelled way.
DE-RESTRICTION SIGN:
is a type of regulatory sign, the function of which is to indicate the termination of

the applicability of regulations brought into force by an earlier regulatory sign.
DIAGRAMMATIC SIGN:
is a high visibility type of guidance sign, utilising bold arrow, block and symbol
diagrams, which may be used to indicate to road users an often difficult to anticipate
change in the layout of the roadway ahead - this sign type is commonly used in
temporary form at roadworks.
DIN 1451:
is the German standard style of lettering adopted for use on all road signs - two letter
styles, Styles DIN A(compressed) and DIN Bare available (see B MOD).
DIRECTION SIGN :
is a type of guidance sign used to indicate to road users the direction to be taken
in order that they may reach their intended destination -direction signs are appropriate
at all levels in the road network but are particularly so on Class "A" routes or
freeways (highest level) and class "B" routes (secondary level).
DISPLAY ANGLE:
is a small angular deflection, away from the normal horizontal or vertical sign axis, which
should be applied to large retroreflective guidance signs to limit the effects of
specular glare or reflection.
DISTRACTION FACTOR:
is a factor used to increase derived sign reading times to compensate for different
degrees of driver distraction.
DOWNWARD POINTING
ARROWS:
are used on overhead direction signs, on an arrow per lane basis so that one arrow
is located over each lane, to indicate the destinations which may be reached by the
use of any specific lane - these arrows are likely to be gradually replaced by
UPWARD POINTING ARROWS (see also CLUSTER OF ARROWS).
F
FAMILIAR
DESTINATIONS:
are destinations selected in terms of their familiarity, even to strangers, and their
importance as traffic generators or as a means of defining the route, particularly the
terminal points, the names of which are likely to appear on direction signs, subject
to other policy considerations.
FIBRE OPTICS:
is a light technology utilising cables comprising glass fibres capable of transmitting light
with very limited losses- the technology can be used in the manufacture of light emitting
VMS.
FIBRE OPTIC CONES:
are focusing devices used with fibre optic cables to concentrate the l i ght output into
a defined angle- cones ranging from 6to 24 are commonly used, the 6 cone
providing the greatest light intensity.
FINGERBOARD SIGN:
is a type of direction sign suitable for use at a tertiary level in the road network the sign indicates direction by means of its pointed shape.
G
GUIDANCE SIGN:
is a basic category of road sign that provides navigational guidance to road users to
enable them to reach their destinations successfully or to negotiate a changed condition
in the roadway ahead - guidance signs may give destination or route direction, confirmation or reassurance, lane direction or indicate the position of a location (commonly a
destination).
H
HAZARD MARKER:
HIGH VISIBILITY
BACKGROUND:
is a type of warning sign used to mark the position of a hazard or potential hazard,
normally within the road reserve.
is a vertical rectangular backing-board used to increase the target value of a permanent
or temporary guidance or warning sign, or combination of regulatory and/or
warning signs. Three background sizes are standardised - these are the same as
those used for diagrammatic signs.
I
INDIRECT ROUTE NUMBER:
is a f orm of direction signface display - the display shows the route number within
brackets when the route number concerned is not the number of the immediate route to
be entered, but is the number of a route which can be reached after travelling some
distance along the immediate route - such a display will only be warranted for an indirect
GLOSSARY
SADC - RTSM - VOL 1
MAY 2012
10.3.3
ROAD SIGN TERMS
route leading to a high level orientation point or important familiar or control destination.
INFORMATION SIGN:
is a basic category of road sign that conveys general information to road users often as a
supplement to a regulatory, warning, guidance or other information sign.
INSERT PANEL:
is a panel of information which is displayed on a background of a colour different to that of the

mainsign on which it is superimposed or inserted commonlyusedto indicate locational, trailblazer, tourism
and freeway direction information on a direction sign.
INTERCHANGE (EXIT) NUMBER:
is a form of direction signface display - the display indicates the kilometre distance of the
interchange (or junction), and therefore its exit, from a fixed geographical point,
commonly the start point of the route, thereby identifying its unique location in the road
network.
J
JUSTIFICATION:
is a guidance signface display technique whereby l ines of information comprising

symbols and/or text are lined up vertically on one end of the line or the other, hence Left
Justification and Right Justification (see CENTRED TEXT).
L
LAMELLA:
are matrix elements or discs faced with retroreflective material used in certain light
reflecting VMS- the discs are capable of rotating to indicate one of two (or more) faces each
of which has a different colour (one colour is commonly black), so that different signface
messages may be created.
LEFT DESTINATION:
a signed destination reached by turning left at an intersection.
LEGIBILITY:
is the attribute of a road sign which enables viewers to read its message in the form of a
symbol, or text, or a combination of both- good legibility requires an adequate contrast
between the sign message and sign background, both by day and by night, and sufficient
spatial separation between message elements.
LEGIBILITY DISTANCE:
is the distance between the point where the message on a sign first becomes legible, and
the sign.
LIGHT EMITIING VMS:
is a type of variable message sign which contains one or more internal light sources by
means of which a range of messages can be illuminated for the regulation, warning,
guidance or information of road users (see VARIABLE MESSAGE SIGN).
LIGHT REFLECTING VMS:
is a type of variable message sign which relies on conventional retroreflective materials to

ensure night-time legibility of various road sign messages by the retroreflection of the light from
vehicle headlights (see VARIABLE MESSAGE SIGN).
LOCATION SIGN:
is a type of guidance sign used to identify places or locations which either provide
reassurance during the course of a journey, or identify destinations such as towns,
suburbs or streets near the end of a journey.
M
MANDATORY SIGN:
is a type of regulatory sign the applicability of which is such that road users shall, or
shall not, take some action as indicated by the sign.
MAP TYPE SIGN:
is a form of direction sign, commonly used on freeways, which displays an arrow with a
map-like layout of the junction or exit ahead and gives destination information for each
direction of exit from such junction.
MATRIX:
is a type of signface made up of very small switchable elements by which a range of

signface layouts may be created, hence variable message sign - a whole matrix may
comprise a number of standard modules, each of which is made up of a large number of
switchable elements.
0
ORIENTATION POINT:
OVERGLOW:
MAY 2012
is a destination which is deemed to be sufficiently well known to road users that when it is
used on direction signs at a junction it enables them to choose the direction they
require to take to reach their intended destination, even if this is not the destination name
appearing on the sign- or i e nt a t i on points are classified as Familiar, Control or Service
Destinations.
is a condition which may result from the superimposition of layers of different colours of
retroreflective materials (or non-retroreflective and retroreflective materials), to make up a
signface message - the condition may occur when a very high level of contrast in the
luminous intensity of adjacent layers exists and is indicated particularly by finely detailed
elements of dark coloured symbols or text being overpowered by the light reflected from
a light coloured background when illuminated - the risk of overglow may
SADC - RTSM - VOL 1
GLOSSARY
10.3.4
ROAD SIGN TERMS
be minimised by careful symbol design and by careful choice of superimposed materials

(see B MOD).
P
PERMANENT SIGN:
is a road sign which can be considered as applying to a "steady state" or normal road
environment - such signs may display messages which are only applicable for some part
of a day or week but which none-the-less represent the normal sign condition (see
TEMPORARY SIGN and SELECTIVE RESTRICTION SIGN).
PIXEL:
is a matrix element used in light emitting variable message signs - the element
commonly comprises one or two light points.
PRIMARY MESSAGE:
is the upper component of a selective restriction sign and comprises a standard

regulatory sign (see SELECTIVE RESTRICTION SIGN and SECONDARY MES- SAGE).
PRIMARY NAME:
is that name, which, in combination with an appropriate symbol, is adequate to identify a

tourist facility - the function of such a display is to reduce signface message length and
thereby sign size - e.g. "Symbol" instead of "Nature Reserve".
are commas, full stops and other marks commonly used in written text.
PUNCTUATION MARKS:
R
READING TIME:
REGULATORY SIGN:
is the time in seconds required to read a sign before it disappears from the driver's
acceptable cone of vision - this time may be assessed from details of the signface
display, however it must be compared with the reading time available in terms of the
physical characteristics of the roadway, the sign position and the approach speed of
traffic.
is a basic category of road sign that conveys a definite instruction to road users
controlling or restricting their conduct.
RESERVATION SIGN:
is a sub-category of conditional regulatory sign the function of which is to indicate to

road users that a roadway, a portion of roadway or other road traffic facility is reserved in
terms of some limit, action or object or combination of these, should road users choose to use
such facility - reservation signs include parking reservation signs.
RESTRICTION SIGN:
is a type of regulatory sign, the function of which is to indicate a wide range of

restrictions on road users -such restrictions are broadly classified as limits (e.g. a speed or
mass limit), actions (e.g. a turning movement or overtaking) or objects (e.g. classes of road
user or vehicle).
RETROREFLECTIVE
MATERIAL:
is a specially manufactured material, the internal construction of which is designed to

ensure that reflected rays of light are preferentially returned in directions as close as
possible to the opposite directions of the incident rays of light, and that retroreflection
occurs over a wide range of angles of incident light rays.
RIGHT DESTINATION:
is a destination indicated on a direction sign which may be reached by turning right at a

junction.
ROAD TRAFFIC SIGN:
a roadside or overhead device mounted in a permanent or temporary position, the shape and
colour code of which complies with the provisions for such signs in the SADC - RTSM.
ROLLER BLIND:
is a technique whereby a range of light reflecting variable message signs may be

created - a selection of signfaces are attached to a flexible material which is capable of being
rolled between two spindles, either manually or automatically, to achieve a variation in
sign message.
ROTATING PLANK:
is a form of light reflecting variable message sign which comprises a number of

vertical or horizontal planks which may be rotated, either manually or automatically, to
display one of two signface messages.
ROTATING PRISM:
is a form of light reflecting variable message sign which comprises a number of

vertical or horizontal planks which may be rotated, either manually or automatically, to
display one of three or possibly four signface messages.
ROUTE MARKER SIGN:
is a type of guidance sign used to identify numbered routes and to give advance and
directional guidance to road users intersecting such routes - such signs represent the
minimum level of guidance which should be provided in respect of numbered routes.
S
SECONDARY MESSAGE:
GLOSSARY
is the lower component of a selective restriction sign which qualifies the applicability of
the primary message component of the sign mounted above it in some way - this
SADC - RTSM - VOL 1
MAY 2012
10.3.5
ROAD SIGN TERMS
qualification may be achieved in the form of further limit, action or object restriction (see
"Primary Message and "Selective Restriction Sign").
SELECTIVE RESTRICTION SIGN:
is a regulatory sign which, although displayed as on sign, consists of two parts - each
with a different message termed the primary message and the secondary message;
the primary message is displayed in the upper part of the sign and may be, in effect, one
of the regulatory signs from any of the sub-categories of regulatory sign (the use of control
sign primary messages is not generally recommended); the secondary message is
displayed in the lower part of the sign, in a rectangular format, and may be one of the
Exclusive Secondary Message signs in the sub-category, the function of which is, by
display with the primary message, to qualify the applicability of this primary message so
that it is applicable only on a selective basis, and not at all times or not to all classes of
vehicle, as is the case with a standard regulatory sign (see PRIMARY MESSAGE and
SECONDARY MESSAGE).
SEMIMATI:
is a signface finish with very low reflecting properties which is specified for all black
components of a signface and may also be specified for the background colour of certain signs
if they are not to be used during night-time or their colour code significance is deemed
unimportant at night.
SERVICE DESTINATIONS:
are towns having at least one garage or service station and one hotel, which are not
mo1e than 10 km from a route, the names of which may appear on direction signs,
subject to other policy considerations.
SIGNFACE:
SPECULAR REFLECTION:
STACK TYPE SIGN:
is that part of a road sign displaying a regulatory, warning, guidance or information

message.
is a form of reflection in which each reflected light wave makes the same angle with the
surface as the incident light wave, resulting in a mirror-like effect - this effect can occur with
fully retroreflective signs and may be avoided by careful attention to the display angle
(see DISPLAY ANGLE).
is the most common form of direction sign used at the secondary level in the road
network- they are used in advance of, and at, road junctions - such signs may comprise one,
two, or three horizontal stacks, one stack for each direction of exit from the junction ahead on
advance direction signs - each stack shall display only one arrow to indicate the direction to
which it applies and the stacks shall always be arranged in the order straight-on, right, left,
from top to bottom of the sign (see MAP TYPE SIGN).
STAND ALONE SIGN:
is a free-standing sign which is complete with its own supports.
STANDARD SIGN:
is a term in the text to describe a prescribed permanent or temporary road sign which is not
a variable message sign.
STREET NAME ADJUNCT:
is a supplementary term such as "Road" or "Avenue" which is normally added to a street name
to identify it as uniquely as possible from other street names - adjuncts may be
abbreviated.
SUBSTRATE:
is the material, which may comprise part of the sign structure, to which the signface
message is applied.
SUPPLEMENTARY PLATE:
is a type of information sign which may be mounted below a regulatory, warning,

guidance or other information sign to supplement the main message - the message on a
supplementary plate is commonly a distance message.
SYMBOL:
is a visually perceptible diagram which may be used as a signface message component as a

representation of the total message (regulatory, warning, and diagrammatic signs),
or in conjunction with text to reduce the overall extent of text which might otherwise be
required (direction, freeway direction, local direction, and tourism direction
signs), particularly to avoid multiple language text messages.
T
TARIFF BOARD:
is an information sign which indicates the range of toll charges applicable to a section of
toll route ahead - these signs currently have a variety of signface layouts according to the
way in which the organisation operating the section of route levies the toll charges.
TEMPORARY SIGN:
is a road sign which can be considered as referring to an abnormal road environment and
which is mounted in a temporary position on a fixed or portable support, and is used to
convey a temporary message by means of its shape and exclusive yellow and black colour
code to regulate, warn, guide, or inform road users (see PERMANENT SIGN and SELCTIVE
RESTRICTION SIGN).
TOURISM SIGN:
is a supplementary type of direction sign with a unique brown background colour which may
display tourist attraction and/or tourist service destination information- the sign type is
intended to supplement the direction sign system at the lower levels of the road
network, commonly towards the end of tourist related journeys.
MAY 2012
SADC - RTSM - VOL 1
GLOSSARY
10.3.6
ROAD SIGN TERMS
TRAFFIC CONE:
is a temporary portable delineation device which may be positioned at intervals on the road
or footpath for occasional short-term channelization of traffic or pedestrians.
TRAILBLAZER:
is a type of route marker sign used to indicate to road users the direction to be taken to
reach a route (normally) of higher order than the one in which it is located -the
indication is normally an "Indirect" one and the message may be given on a Stand-Alone Sign
or an Insert Panel.
TRANSPORT TERMINAL:
is an intermodal transfer point for people and/or goods (e.g. airport, railway station,
harbour, bus or taxi terminus).
U
UPWARD POINTING ARROWS:
are used on overhead direction signs, on an arrow per lane basis, so that the arrows are
grouped in clusters to indicate destinations which may be reached by the use of specific
lanes (see CLUSTER OF ARROWS).
V
VARIABLE MESSAGE SIGN:
(VMS)
is a type of road sign which is capable of varying its signface display, normally
mechanically, electromechanically or electrically, so that a range of regulatory, warning,
guidance and/or information messages is available (see LIGHT EMITIING VMS and
LIGHT REFLECTING VMS).
W
WARNING SIGN:
GLOSSARY
is a basic category of road sign that conveys a warning to road users that there is a
condition in the roadway which is hazardous or potentially hazardous - warning signs may
be used in advance of such a point or at the point (see HAZARD MARKER sign).
SADC - RTSM - VOL 1
MAY 2012
10.4.1
TRAFFIC SIGNAL TERMS
10.4 TRAFFIC SIGNAL TERMS

These terms, listed alphabetically are considered to be typical of the terminology used, especially with regard to Traffic
Signals.
A
ALL RED INTERVAL:
is a part of the cycle when red indications are displayed simultaneously on all
conflicting phases.
APPROACH:
is a section of roadway, leading to a junction, for which a signal group has

been provided.
ASPECT:
is a single traffic signal light source and lens of one of the prescribed colours that
is capable of being internally illuminated e.g. "Red Aspect", being a single light unit with
a red lens (see SYMBOLIC ASPECT and INDICATION).
C
CLEARANCE INTERVAL:
is any interval needed or provided to allow any traffic stream that has its right of way
terminated to clear the conflict zone before a conflicting traffic stream gains right of way.
CO-ORDINATION:
is the synchronous operation of adjacent traffic signals to facilitate the progressive

movement of traffic through a series of such signals.
CRITICAL SIDE ROAD:
is that approach of a minor road joining a main road which is subject to the greater
degree of delay to traffic and which may warrant the installation of a traffic signal.
CYCLE:
CYCLE TIME:
is a complete sequence of signal indications for a given timing plan.

is the time interval in seconds to complete a cycle (or the time between the start of any
one stage to the next start of the same stage).
D
DETECTOR LOOP:
is an inductive loop, embedded in the road surface, which is connected to a detector

unit, for sensing the passage and presence of vehicles.
DISC:
is a full circular aspect, as distinct from an arrow, green man, red man, bus or tram
aspect.
E
EXCLUSIVE PHASE:
is a phase which runs by itself and not concurrently with any other phase.
F
FIXED-TIME CONTROL:
is a method of traffic signal operation in which the sequence and duration of stages and
the cycle time are fixed for a given signal timing plan.
FLASHING MODE:
is a form of traffic signal operation reserved for use when the traffic signal is subject
to a temporary fault condition but still has power available.
G
GREEN ARROW ASPECT:
GREEN MAN, RED MAN
ASPECTS:
is a green aspect having a mask in the shape of an arrow, as distinct from a green disc
aspect.
are aspects used for pedestrian signals, having a mask in the shape of the appropriate
symbol of a walking or standing man, being green and red in colour respectively.
INDICATION:
is an illuminated aspect, having a particular significance depending on its colour,

symbol (if any), and whether it is steady or flashing, hence "Steady Indication" and
"Flashing Indication" e.g. a "Steady Red Disc Indication" is a red aspect that is lit and that
conveys the meaning attributed to the display of such a signal.
INTERGREEN:
is that part of the cycle between one green phase ending and the next conflicting green
phase beginning, comprising a yellow i n t e r v a l followed by an all red interval.
INTERVAL:
any part of the cycle during which the signal indications do not
change.
MAY 2012
SADC - RTSM -VOL 1
GLOSSARY
10.4.2
ISOLATED JUNCTION:
is a junction where, the operation of signals, if provided, would be affected by other

adjacent traffic signals to the extent that the signal timings of the junctions should be coordinated.
L
LAGGING PHASE:
LANE DIRECTION
CONTROL SIGNAL:
LTORAS:
is a vehicular phase that starts after the early cut-off of a parallel phase.
is a traffic signal used to indicate the permitted direction of traffic movement in an

individual lane which is subject to reversals in the direction of traffic flow during predetermined periods of the day.
is a form of traffic signal operation permitting drivers to make a "Left Turn On Red After
Stop".
M
MIDBLOCK PEDESTRIAN
CROSSING:
MOVEMENT:
is a pedestrian crossing normally located within the middle third of a block between
adjacent road junctions which is commonly signalised and subject to pedestrian-actuated control.
is a., traffic flow moving in a single direction, normally straight, left or right.
N
NON-REVERT:
is a feature of vehicle-actuated control whereby right of way will remain with the last
expired phase until a call is registered on another phase.
0
OFFSET:
OVERLAP:
is the difference in time between the occurrence of a time reference point at one traffic
signal and the corresponding reference point at an adjacent traffic signal, in a co-ordinated traffic signal system, measured in seconds ( in an extensive system the offsets may
be measured from a centralised control time reference point).
is the interval during which non-conflicting (parallel phase) right of way indications run
concurrently.
P
PARALLEL PHASES:
PEDESTRIAN-ACTUATED
CONTROL:
are two or more non-conflicting phases which run concurrently, generally on parallel
approaches or pedestrian crossings.
is a method of signal operation at signalized midblock pedestrian crossings and at
certain junction traffic signals, whereby a green-man indication for a pedestrian phase will
appear only if actuated by the corresponding pedestrian push button.
PEDESTRIAN PHASE:
is a phase allocated to pedestrian traffic; hence "Exclusive Pedestrian Phase" and

"Parallel Pedestrian Phase".
PEDESTRIAN TRAFFIC
SIGNAL:
is an arrangement of green man and red man aspects for the control of pedestrian traffic. is a
"PELICAN" CROSSING:
pedestrian-controlled traffic signal crossing.
PHASE:
is that part of the cycle during which right of way is allocated to a particular vehicular
traffic movement or combination of movements, subject to the normal rules of priority, and
comprising green and yellow indications.
PRINCIPAL SIGNAL FACE:
is one of the two or more signal faces provided on an approach, on the near side of the
crossing road, (far side in South Africa) in fulfilment of the minimum legal requirements.
R
REVERT:
is a feature of vehicle actuated control whereby right of way will, in the absence of any
pending demands, revert to one or more prescribed traffic movement stages, usually for
major road traffic, automatically after the expiry of a demand selected phase, and will
remain there until a demand is registered on another stage.
RIGHT-TURN PHASE:
is a part of a cycle during which right of way is given to right-turning vehicles by means of a
flashing green arrow indication whilst opposing traffic is stopped by a steady red disc
indication.
'
ROBOT:
is a traffic signal.
GLOSSARY
SADC - RTSM - VOL 1
MAY 2012
10.4.3

s
SEMI-VEHICLE-ACTUATED
CONTROL:
is a method of vehicle-actuated traffic signal operation in which the display

and duration of some, but not all, stages (normally those in which the side-road
phases appear) is dependent upon demands or extensions registered by vehicles
passing over detector loops (normally located in the side road approaches), or by
pedestrian push- button actuation.
SIGNAL:
is a road signal other than a traffic signal, including a yellow warning signal, a
flag signal, a hand signal or a flare signal.
SIGNAL FACE:
is a single arrangement of aspects provided for the control of traffic approaching from
one direction.
SIGNAL GROUP:
is a number of signal faces, applicable to one signal phase, that display exactly the
same indications at the same times.
SIGNAL HEAD:
SPLIT:
STAGE:
is an assembly containing one signalface.

is the division of the cycle length between various stages, normally expressed as a
percentage.
is a condition of traffic signal indication in which right of way is given to one or more
traffic movements, or phases. A stage starts when all phases that will have right of way
in the stage are at green - the stage ends when the first of any of these phases goes to
red- stages may therefore be considered to be separated by "lnterstage intervals (which
include the "lntergreenintervals), during which phases lose and gain right of way to
establish a new stage.
SUPPLEMENTARY SIGNAL
FACE:
is any signal face provided over and above the minimum legal requirements to aid
conspicuity and/or visibility.
SYMBOLIC ASPECT:
is an aspect having a lens with masking, such as in the shape of an arrow or

walking person, as distinct from a circular disc aspect, and intended to apply to a
particular class of traffic or to a particular movement.
T
TRAFFIC SIGNALS:
is a complete signal installation for the control of traffic at a junction or crossing

hence "Vehicular Traffic Signal and "Pedestrian Traffic Signal".
V
VEHICLE ACTUATED
CONTROL:
VEHICLE EXTENSION
(INTERVAL):
MAY 2012
is a method of signal operation in which the appearance and duration of stages depends
on demands and extensions registered by vehicles passing over detector loops, or by
pedestrian push-button operation.
is the period or periods of time, pre-set in a vehicle-actuated controller, during

which a detected vehicle arrival will extend a current green indication by the duration of
such period, subject to the maximum pre-set duration for the current green phase
having not expired.
SADC - RTSM - VOL 1
GLOSSARY
10.5.1
ROAD MARKING TERMS
10.5 ROAD MARKING TERMS

These terms, listed alphabetically are considered to be typical of the terminology used, especially with regard to Road
Markings.
B
BALLOTINI:
are glass beads which are normally added to road marking materials to give them a
degree of retroreflectivity.
BIDIRECTIONAL ROADSTUD:
is a roadstud that can reflect light from two opposite approaches.
BI-FURCATION ARROW:
is a road marking normally comprising two arrows used to indicate an increase in the
number of lanes a short distance ahead.
BROKEN LINE:
is a longitudinal road marking comprising short sections of line, spaced at

regular intervals so that the lines and gaps are set out in a modular manner.
C
CHANNELISING LINE:
is a continuous longitudinal road marking with a no crossing function which may

be used to separate streams of traffic moving in the same direction (see NO
OVERTAKING LINE and NO CROSSING LINE).
COLD APPLIED PLASTIC:
is a long life road marking material which may be pre-cut into symbolic and other shapes
before application.
CONTINUITY LINE:
is a broken longitudinal road marking used across an access or junction to

indicate the limit of the through roadway,- also used in advance of a CHANNELISING
LINE to differentiate the through roadway from a dedicated or exclusive turn or exit
lane.
CONTINUOUS LINE:
is an unbroken longitudinal road marking (very short breaks to accommodate

road - studs do not make such a marking a "broken" line).
D
DELINEATION DEVICE:
is a low mounted retroreflective device, classed as a road marking, used to define

the alignment of a roadway when attached to such features as guardrails, kerbs or
shoulder markers.
DIVIDING LINE:
is a broken longitudinal road marking indicating the division of the roadway

between streams of traffic travelling in opposite directions.
E
EDGE LINE:
is a continuous longitudinal road marking which indicates the left- or right-hand

edge of the travelled way, outside of which lie the shoulders of the roadway.
"EXTRA" MARKING:
is a high density form of broken longitudinal road marking providing a greater

number of lines and gaps within a module than is provided by a standard marking.
G
GLASS BEADS:
see BALLOTINI.
GUIDE LINE:
is a broken longitudinal road marking which may be used to provide guidance to

road users on the alignment of a roadway, lane or crossing when these might not
otherwise be obvious.
ISLAND MARKING:
is a traffic island created either entirely by road markings or by using road markings
around all, or part, of a kerbed traffic island - it is commonly referred to as a painted
island and comprises a continuous boundary line and separate internal solid, bar or
chevron markings.
L
LANE LINE:
is a broken longitudinal road marking which permits crossing, separating two

streams of traffic travelling in the same direction.
LINE-TO-GAP RATIO:
is the relationship between the length of road marking and the length of gap between it
and the next such marking, used to specify broken longitudinal and transverse markings.
LONGITUDINAL ROAD
MARKING:
is a road marking running approximately parallel to the alignment of the road.
MAY 2012
SADC - RTSM - VOL 1
GLOSSARY
10.5.2
ROAD MARKING TERMS
M
MODULE:
is a repeating sequence comprising one or more line-and-gap patterns which make up

a broken longitudinal or transverse road marking.
N
NO CROSSING LINE: NO
is a double continuous longitudinal road marking used in place of a dividing line

to indicate that traffic shall not cross the line for any purpose.
OVERTAKING LINE:
is a continuous longitudinal road marking used in place of, or in addition to, a

dividing line to indicate that traffic shall not cross the line to overtake or pass.
0
OMNIDIRECTIONAL ROADSTUD: is a roadstud which can reflect light from all directions.
ONE LINE SYSTEM:
is a method of marking a longitudinal dividing line between opposing streams of traffic,

which may comprise alternating sections of Dividing Line marking and No
Overtaking Line marking in such a way that the Dividing Line marking is replaced
by the No Overtaking Line marking.
P
PAINTED ISLAND:
see. ISLAND MARKING.
PREFORMED BONDED TAPE:
is a form of road marking comprising an upper texture surface, normally including

ballotini, and an adhesive backing so that it can be quickly applied to the road
surface - temporary and permanent adhesives are available - the temporary form of
tape may be reused.
R
REBOUNDABLECENTRE
LINE MARKER:
is a temporary delineation device to demarcate the central area between temporary

contra-flow streams of traffic- it should include a base to be temporarily fixed to the road
surface, plus a reboundable flap or post which should be in a conspicuous colour such
as fluorescent red, red/orange, or yellow - the base and/or flap should also contain a
retroreflective or corner cube reflector panel.
"REDUCED" MARKING:
is an economical low density form longitudinal road marking providing fewer

lines-and-gaps within a module than is provided by a standard marking.
REVERSIBLE LANE LINE:
is a broken longitudinal road marking used to define lanes in which traffic flow
is reversed on a regular basis during the course of a day.
ROAD MARKINGS:
includes permanent or temporary, continuous or broken marks on the road surface

provided by lines, arrows, symbols or letters, and roadstuds and other delineation
devices for the control, warning, guidance or information of road users.
ROADSTUD:
a permanent or temporary retroreflective device that can be fixed onto or into the road
surface to supplement the message of a road marking.
S
SKID RESISTANCE:
is a factor specifying minimum requirements for the force to be generated by the

interaction between a road marking and the tyre(s) of a vehicle under a locked condition
(such a factor can also be specified for the road surface).
STACKING LINE:
is a short section of CHANNELISING LINE preceded by a section of "Extra" LANE LINE

or CONTINUITY LINE used immediately before a STOP or YIELD LINE on multilane
at-grade junction approaches.
"STANDARD" MARKING:
is a medium density form of broken longitudinal road marking providing an average

number of lines-and-gaps within a module (see EXTRA and REDUCED MARKINGS).
STOP LINE:
is a continuous transverse (or oblique) road marking immediately behind which

vehicles shall stand when stopped by police, traffic signals or a stop sign.
T
TAPER:
is a straight road marking which changes direction at a regular rate to achieve a

narrowing or widening of part of the roadway (it is desirable to specify a length of taper
as a full number of module lengths rather than by a rate).
TEMPORARY ROADSTUD:
is a roadstud designed for short term use which can be easily removed from the road
surface.
GLOSSARY
SADC - RTSM - VOL 1
MAY 2012
10.5.3
ROAD MARKING TERMS

THERMOPLASTIC
ROAD MARKING:
is a long life plastic road marking material which is softened by heating for application
to the road surface, and which hardens on cooling without appreciable change of
properties.
THREE LINE SYSTEM:
is a method of marking a longitudinal dividing line between opposing streams of traffic which
retains a Dividing Line marking throughout and which, when overtaking is to be
prohibited, comprises an additional No Overtaking Line marking on one or both sides of
the Dividing Line marking.
TRANSVERSE MARKING:
is a road marking running at right angles (or approximately so) to the vehicle path.
U
UNIDIRECTIONAL ROADSTUD:
is a roadstud that can reflect light from one approach only.
Y
YIELD LINE:
is a broken transverse (or oblique) road marking indicating the point where a vehicle
shall yield the right of way to other traffic, to pedestrians or to rail traffic.
Z
ZIG-ZAG ZONE:
MAY 2012
is that section of roadway on the approach to a pedestrian crossing delineated by a

ZIG-ZAG ZONE marking.
SADC - RTSM - VOL 1
GLOSSARY
10.6.1
TOURISM SIGNING TERMS
10.6 TOURISM SIGNING TERMS

The following terms are relevant to any discussion on Tourism Signing and tourist destinations. They are included here
to assist practitioners in understanding the considerable cope of tourism signing.
A
ACCOMMODATION:
for the purpose of by-pass town signing accommodation is limited to hotels, motels, inns
(symbol GFS C1-1) or chalets (symbol GFS C1-2) or caravan parks (symbol GFS C1-3}
(Other categories of accommodation may be catered for in the general context of
tourism signing).
ADVERTISING SIGN:
any sign board which is not a road traffic sign and which indicates the availability of
a service or product for sale by brand name, or which indicates the occurrence of an
event, the purpose of which is for gain.
"AREA" SYMBOL:
a collective symbol used to identify a wide range of f a c i l i t i e s in an area by a

group identification in order to simplify tourism sign messages applicable to the
area (see symbols GFS A1 and GFS A13).
B
BEACH (RESORT):
may include any beach related development offering accommodation facilities,

whether registered as a municipality or not; the symbol may be used if necessary within
a town, to indicate the direction to a named or un-named beach.
BED AND BREAKFAST:
is a form of accommodation, commonly in an urban area which is specifically

not registered as a hotel, motel etc., offering basic facilities to overnight or holiday
tourists; only breakfast should be available.
BERG (RESORT):
may include any mountain related development offering accommodation facilities.
BOAT LAUNCH:
may include any river or coast based boat launch facility open to the general public.
BOTANICAL GARDENS:
may include any type of botanical garden, whether specialized or not; if such a garden
is named after a town, or province etc. it may be necessary to use the words "botanical
gardens" in addition to the symbol and/or primary name.
BY-PASS TOWN:
any town which once had a class "A" or "B" route running through it, which route has
now been diverted to avoid the developed area of the town (when development spreads
to the extent that the by-pass becomes incorporated within the town again, albeit with
access control, it is recommended that general tourism signing policies apply}.
C
CLUSTER (OF SIGNS):
a tourism sign cluster is a multi-part tourism sign (maximum three panels and/or stacks)
mounted so that stacks applying to different directions are mounted on common supports
with a vertical separation of 100 mm to 200 mm.
COLOUR CODE:
refers to the background sign colours used for various categories of guidance sign
(see Chapter4, Section 4.0).
CURIO SHOP:
may include any facility selling arts and crafts or farm produce located adjacent to a
tourist route but not having direct access to such route.
D
DAM:
is a stretch of water which is available to tourists as a picnic or relaxation venue but

which does not provide any water based sporting facilities other than public fishing from
the shoreline.
E
ETHNIC ATTRACTION:
is a tourist attraction with a specific relationship to an ethnic, religious, linguistic or other

population grouping.
F
FARM STALL:
see CURIO SHOP.
G
GAME RESERVE:
MAY 2012
may include any natural environment provided for the protection and/or development of
fauna, either general or specialized, offering accommodation facilities; such reserves
SADC - RTSM - VOL 1
GLOSSARY
10.6.2
are generally categorized as resorts and may also specialise in flora and other
ecological aspects.
GENERAL TOURIST
ATTRACTION:
may include any form of tourist attraction which is not clearly covered by a symbol
provided for an existing category of tourist attraction, or which covers such a wide range of
categories that the use of no one symbol is appropriate.
GRADED ACCOMMODATION:
refers to any operational system used to indicate the grade or quality of accommodation
offered, such as the systems operated from time to time by a grading organisation.
GUEST FARM:
is a form of accommodation offering room and board, normally all meals, located in a
farming environment and offering guests specific involvement in the activities of the farm.
GUEST HOUSE:
is a form of accommodation offering room and board, normally at least breakfast and
dinner, which is not registered or graded as a hotel; a guest house may be located in
urban, peri-urban or rural environments.
GUIDANCE SIGN:
is a basic class of road traffic sign and includes location signs, route marker and
trailblazer signs, direction and freeway direction signs, local direction signs
tourism signs and diagrammatic signs used to guide road users from the start to the
end of their journeys.
H
HOLIDAY FARM:
see GUEST FARM.
INLAND WATER RESORT:
may include any stretch of water on which water based sporting activities are permitted and
adjacent to which accommodation facilities are available; the symbol may also be used if
necessary, within a town to indicate the direction to a water sport facility that is not a resort
(see RESORT).
INTERCHANGE NUMBER:
several tourism signs include one or more interchange numbers in black numerals on
a white block; these numbers represent a kilometre distance from a major geographical feature
or the start of a route, increasing in a northerly or easterly direction; they are commonly used
on class "A" routes but may also be used on class "B" routes and they also appear on
direction and freeway direction signs.
J
JUSTIFICATION:
is a term used to describe the vertical lining up of text and/or symbols on the face of a road
sign; the rules relating to tourism signs are covered in Volume 1, Chapter 4 and Volume 4,
Chapter 7.
LAKE:
see DAM.
M
MAP:
is a diagrammatic representation of the road network of either a general or specific tourist

application; it constitutes a fundamental component of the navigational aids system
which may be used outside or inside a vehicle and for pre-trip or on-trip planning; it may also
appear as part of the information on a tourist information board or brochures produced
by tourism venues; it should always include appropriate route numbers.
MOUNTAIN RESOR :
see BERG RESORT.
MUSEUM:
may include any items of historical, artistic, scientific or cultural interest to tourists,
whether exhibited within a building or in an open air environment; if the building housing the
facility is a national monument the "National Monument" symbol should be used.
N
NATURE RESERVE:
may include any natural environment provided for the protection and/or development of flora,
either general or specialised, offering accommodation facilities; such reserves are generally
categorized as resorts and may also specialise in fauna and other ecological aspects.
NAVIGATIONAL AID:
is any device, including maps, brochures, magazines or newspapers, radio or television,

video, Internet, accommodation bookings, information centres - outside the road environment, or guidance signs within the road environment, which enable tourists to
successfully reach their intended destinations.
NUMBERED ROUTE:
includes any class "A" or "B" route (Primary, Secondary, Tertiary or Metropolitan).
GLOSSARY
SADC - RTSM - VOL 1
MAY 2012
10.6.3
P
PARALLEL ROUTES:
applies most commonly to parallel secondary and primary routes, normally resulting from
the upgrading of a primary route to a new but parallel alignment and the subsequent
reclassification of the old primary route as a secondary or even tertiary route.
PRIMARY NAME:
is that part of the name of a tourist attraction, or accommodation facility one grade
above the lowest grade, or a hospital, which is needed to identify it from another similar
facility; the primary name should preferably be short and concise and should preferably not
be the name of the town in which the facility is located; a primary name is not used at bypassed towns or on service exit sequence signs.
R
RECREATION:
the refreshment of health and spirit by relaxation and enjoyment.
RESORT:
is a tourist venue where people go for a holiday and/or recreation which for the purpose of
tourism signing shall include accommodation facilities; a resort may have a specific
theme such as beaches, mountains, water (sports) etc. and it may consist of a facility built
specifically as a resort, or facilities at an existing village or town, the principle activities of
which are related to holiday and recreational activities.
ROADSIDE STALL:
is a facility within or directly abutting a road reserve from which tourists may purchase arts,
crafts and/or farm produce (see also CURIO SHOP/FARM STORE).
REASONABLE ROAD USER/

TOURIST:
is a road user having modest or moderate expectations with regard to guidance signing who
is, therefore, prepared to make a contributory effort in the navigational process.
ROOMS:
are a form of accommodation which make no provision for the taking of meals,
self-catering or otherwise.
REST AND SERVICE AREA:
is a facility provided to offer the road user a wide range of tourist services, of a high
standard, in an environment which encourages the tourist to also take a rest with the
general objective of improved road safety.
S
SCENIC ROUTE:
is a route, which may be short or long, which includes in its length sections of attractive
natural scenery; a scenic route may include man-made features or facilities which impart a
theme to the route in addition to its natural beauty.
SEASIDE RESORT:
see BEACH RESORT.
SERVICE FACILITY:
is a facility which can render assistance or be of importance to a road user and which has
been established principally to service the short term needs of motorists and/or their vehicles
to cater for emergency situations (in terms of general applications accommodation facilities
are categorised separately although they are included in the general description of
"service" when applied to the signing of by-passed towns).
SIGN PANEL:
an internal division of a tourism sign stack a sign stack may include a maximum of
three panels.
SIGN STACK:
a sign which contains tourism information relevant to one direction of travel only; a
maximum of three sign stacks may make up a cluster (see CLUSTER and SIGN
PANEL).
SPECIAL EVENT:
a tourist attraction or service which is only available for a short time or on a part-time
basis.
SUPPLEMENTARY SYMBOLS:
standard tourism sign symbols used at half size below the primary name of a facility,
either in addition to a main symbol or in place of a main symbol; the use of symbols GFS
C11, (Hotel) and GFS 84-1, (Restaurant), as supplementary symbols on tourism signs for
hotels is recommended to keep sign areas down (see Level 3 warrants for use of
supplementary symbols Volume 2, Chapter 4 Supplement).
SYMBOLS:
tourism symbols approved by the relevant Road Traffic Signs Technical Committee for use
on road traffic signs.
T
TOURISM:
is deemed to include any activity concerned with the temporary movement of people to
destinations outside the areas or places in which they normally live and work, and their
activities during their stay at these destinations.
TOURIST:
is considered to be a person travelling to or for pleasure in the broadest sense.
MAY 2012
SADC - RTSM - VOL 1
GLOSSARY
10.6.4
TOURIST FACILITY:
broadly includes almost any attraction or service which may be of interest to reasonable
numbers of strangers to an area.
TOURISM SIGNING:
guidance information provided to supplement the information given on the orientational

system direction signs, when such information is not appropriate for inclusion on
such direction signs, and when road users cannot reasonably perceive the existence or
location of tourist attractions or service facilities from the information given on the
direction signs.
"TOTEM" SIGNS:
are a special sub-group of tourism signs only used within a rest and service area
or other "closed" tourist facility such as a game reserve or nature reserve.
V
VIEW POINT:
refers to an elevated position along-side a road or a hiking trail which offers tourists
a panoramic view of the area in which they are travelling.
W
WARRANTS:
are written statements in Volume 2, in the Supplement to Chapters 4 and 9, relating to

specific types of tourist attraction and service which are applied when assessing a
request for a tourism sign to ensure that the character and quality of the facility
complies' with standards acceptable to reasonable tourists.
WINE CELLAR:
is a specific tourist attraction open to the public and offering wine-tasting and/or tours of
the facility; use of the symbol is not appropriate to groups of wine cellars comprising
what is commonly called a "wine route".
GLOSSARY
SADC - RTSM - VOL 1
MAY 2012
SOUTHERN
AFRICAN
DEVELOPMENT
COMMUNITY
INDEX
SECTIONS
11.1
General Index
11.2
List of Figures
11.3
List of Tables
MAY 2012
CHAPTER
SADC RTSM - VOL1
11
11.1.1
GENERAL INDEX
CHAPTER 11: INDEX

11.1
GENERAL INDEX
Description
Sign Type
Page No.
A
2.5.5-6, 2.5.8
Abnormal Vehicle Reservation, Reservation Signs
Regulatory Signs
Abnormal Vehicles Only, Command Signs
Regulatory Signs
2.3.9, 2.3.12
Abnormal Vehicles, Prohibition Signs
Regulatory Signs
2.4.16, 2.4.19
Access Interchange, Information Display, Freeway Signs
Guidance Signs
Accident, Symbolic Signs
Warning Signs
Accommodation Facilities, Definition
Guidance Signs
4.10.4
Accommodation Symbols
Guidance Signs
4.0.18-27
Action-Limit Signs, Selective Restriction Signs
Regulatory Signs
2.0.18-19, 2.7.11
Action-Object Signs, Selective Restriction Signs
Regulatory Signs
2.0.18-19, 2.7.12
Action Sub-Group, Exclusive Secondary Messages
Regulatory Signs
2.7.5
Additional Lane, Diagrammatic Signs
Guidance Signs
Additional Toll Signs
Guidance Signs
4.14.6
Advance Direction, Map-Type, Direction Signs
Guidance Signs
4.8.16-17
Advance Direction Route Marker
Guidance Signs
Advance Direction, Stack-Type Composite Direction Signs
Guidance Signs
Advance Direction, Stack-Type Direction Signs

Advance Exit Direction, Freeway
Advance Exit, Freeway, Tourism Signing
Guidance Signs
Advance Local Direction, Stack-Type
Guidance Signs
Signs
Guidance Signs
Advance Off-Ramp Terminal Direction, Freeway Signs

Advance Trailblazer, Route Marker Signs
Guidance Signs
Advance Transport Trailblazer, Route Marker Signs
Guidance Signs
Guidance Signs
Guidance Signs
Guidance Signs
Advance Turn. Tourism Signs
Regulatory Signs
Agricultural Vehicles Only, Command Signs
Regulatory Signs
Agricultural Vehicles, Prohibition Signs
Warning Signs
Agricultural Vehicles, Symbolic Signs
Warning Signs
Aircraft, Low Flying, Symbolic Signs
Guidance Signs
Alphabet, Legend
Guidance Signs
Alternative Route Marker
Guidance Signs
Alternative Routes, Toll Routes
Regulatory Signs
Ambulance/Emergency Vehicle Reservation,
Traffic Signals
Analysis, Engineering, Warrants
Guidance Signs
Angled Arrows, Pedestrian Signs
4.9.5
3.4.24
4.0.33-34, 4.12.14-16
4.7.1Q-11
4.8.12-13
4.8.6-8
4.9.18-19
4.10.18-20
4.11.12-13
4.9.24
4.7.3
4.7.5
4.10.21-24
2.3.9, 2.3.13
2.4.16, 2.4.20
3.4.24
3.4.23
4.3.3
4.7.13
4.14.3
2.5.5-6, 2.5.9
6.8.1
Regulatory Signs
4.13.6
Animal Drawn Vehicles Only, Command Signs
Regulatory Signs
2.3.9, 2.3.13
Animal Drawn Vehicles, Prohibition Signs
Warning Signs
2.4.16, 2.4.20
Animals, Domestic, Symbolic Signs
Warning Signs
3.4.5
Animals, Wild, Symbolic Signs
Traffic Signals
3.4.6
Area of Control, Vehicular Traffic
Traffic Signals
62.1
Arrangement of Aspect on a Signal Face, Vehicular Traffic
Road Markings
6.0.1-9
Arrestor Bed Ahead, Warning
Guidance Signs
7.3.8
Arrestor Bed, Diagrammatic Signs
Road Markings
4.12.23-24
Arrows, Bi-furcation, Guidance
Guidance Signs
7.4.3
Arrows, Downward Pointing
Road Markings
4.2.4, 4.2.6
Arrows. End of Exclusive Use Lane, Warning
Road Markings
7.3.9
Arrows, Information, Guidance
Road Markings
7.4.3
Arrows, Mandatory Direction, Ahead, Warning

Arrows, Mandatory Direction, Regulatory
Road Markings
Road Markings
7.3.5
7.3.7
7.2.20
Arrows, Map T.ype Signs
Guidance Signs
4.2.1, 4.2.3
Arrows, Pedestrian Signs
Guidance Signs
4.13.6
Arrows, Lane Reduction, Warning
MAY 2012
SADC - RTSM - VOL 1
INDEX
11.1.2
GENERAL INDEX
Description
Sign Type
Page No.
Arrows, Reversible Flow, Guidance
Road Markings
7.4.3
Arrows, Stack-Type Signs
Guidance Signs
4.2.1-2
Arrows, Toll Route Types

Arrows, Traffic Circle Mandatory Direction, Regulatory
Guidance Signs
4.2.11-12
Road Markings
7.2.29
Arrows, Upward Pointing, Diagrammatic Signs
Guidance Signs
4.2.6-7
Arrows, Upward Pointing, Direction Signs,
Guidance Signs
4.2.6-11
Arrow Types
Guidance Signs
4.2.1-12
Ascent, Steep, Symbolic Signs
Warning Signs
Aspects, Arrangement on a Signal Face
Traffic Signals
At-Grade Lane Layout, Diagrammatic Signs
Guidance Signs
Authorised Passenger Transport, Reservation Signs
Regulatory Signs
Authorised Vehicle, Reservation Signs
2.5.20
Regulatory Signs
Autotol Signs
2.5.10
Information Signs
Axle Mass Load Limit, Prohibition Signs
5.2.10
Regulatory Signs
2.4.3
B
"B Mod" Letter Style
'
Guidance Signs
3.4.10
6.0.1-9
4.0.38-39, 4.12.31-33
4.3.3
(Barrier) No Crossing Lines, Regulatory
Road Markings
7.2.10
(Barrier) No Overtaking Lines, Regulatory
Road Markings
7.2.5-9
Barricade, Temporary, Hazard Markers
Warning Signs
3.5.7
Basic Principles, Toll Routes
Guidance Signs
4.14.2
Basic Principles, Tourism Signs
Guidance Signs
4.10.1-3
Basic Signface Design Principles
Guidance Signs
4.1.4
Bays, Parking, Regulatory
Road Markings
7.2.17-18
Bed, Arrestor, Ahead, Warning
Road Markings
7.3.8
Beginning of Dual Roadway, Road Layout Signs
Warning Signs
3.2.4
Bend Hairpin, Direction of Movement Signs
Warning Signs
3.3.2
Bi-furcation Arrows, Guidance
Road Markings
7.4.3
Bicycle Crossing Guidelines, Guidance
Road Markings
7.4.4
Bicycle Lines (See Exclusive Use Lane Lines)
Road Markings
7.2.21
Bicycle Route Marker Signs
Guidance Signs
4.6.21
Block Pedestrian Crossing Markings, Regulatory
Road Markings
7.2.4
Boom Barricade, Hazard Markers
Warning Signs
Box Junction, Regulatory
Road Markings
Bridge Narrow, Signs
Warning Signs
3.4.12
Buses and Trams Only, Command Signs
Regulatory Signs
2.3.18
Buses, Midi-Buses and Minibuses Only, Command Signs
Regulatory Signs
2.3.16
Buses, Tour, Only, Command Signs
Regulatory Signs
Buses, Trams and Minibuses Only, Command Signs
2.3.13
Regulatory Signs
Buses Only, Command Signs
2.3.18
Regulatory Signs
Bus Lane Lines (See Exclusive Use Lane Lines)
2.3.9, 2.3.11
Road Markings
Bus Lane, Reservation Signs
Regulatory Signs
Bus, Midi-Bus and/or Minibus Lane, Reservation Signs
Regulatory Signs
Bus, Prohibition Signs
2.5.14-20
Regulatory Signs
Bus, Reservation Signs
2.4.16, 2.4.18
Regulatory Signs
Bus Stop Ahead Signs
Information Signs
Bus Stop, Reservation Signs
Regulatory Signs
Bus, Tram and/or Minibus Lane, Reservation Signs
Regulatory Signs
By-passed Towns, Tourism Signing
Guidance Signs
3.5.7
7.2.23-24
7.2.21
2.5.2, 2.5.11-20
2.5.1
5..2.8
2.5.21-23
2.5.14-20
4.10.8, 4.10.14
C
C-D Road Advance Exit Direction Signs Freeway
Guidance Signs
C-D Road Exit Direction Signs Freeway
Road Markings
Channelisation, Junction
INDEX
Guidance Signs
SADC - RTSM - VOL

1
4.9.29
4.9.29
7.1.15
MAY 2012
11.1.3
GENERAL INDEX
Description
Sign Type
Channelising Lines, Regulatory
Road Markings
Charts, Warrants
Traffic Signals
Chevron, Dead End/Road Closed, Hazard Markers
Warning Signs
Chevron, Sharp Curve, Hazard
Warning Signs
Markers Chevron, T-Junction, Hazard
Warning Signs
Markers Children, Symbolic Signs
Warning Signs
City or Town Name, Location Signs
Guidance Signs
Classification
Warning Signs
Classification
Guidance Signs
Classification
Road Markings
Page No.
7.2.11
6.8.6-9
3.5.6
3.5.3
3.5.5
3.4.4
4.6.7
3.0.1, 3.1.1
4.0.1-3
7.1.2
2.0.1-3
Classification, Basic
Regulatory Signs
Classification of Facilities, Tourism Signs
Guidance Signs
Classfiication of Junctions Warrants
Traffic Signals
6.8.2
Colour Code
Guidance Signs
4.0.1
Colour Coding, Roadstuds
Road Markings
7.5.1
Colour, Shape and Size
Information Signs
5.1.1
Colours, Selective Restriction Signs
Regulatory Signs
2.7.3
Colours, Shape and Size, Diagrammatic Signs
Guidance Signs
4.12.4
Colours, Shape and Size, Direction Signs
Guidance Signs
4.8.2
Colours, Shape and Size, Freeway Signs
Guidance Signs
4.9.7
Colours, Shape and Size, Location Signs
Guidance Signs
4.6.1
Colours, Shape and Size, Route Markers
Guidance Signs
4.7.2
Colours, Shape and Size, Tourism Signs
Guidance Signs
Colour, Warning Signs
Warning Signs
Combinations
Warning signs
3.0.8, 3.6.16
Combinations of Signs
Regulatory Signs
2.8.1-9
Combinations, High Visibility Background Signs
Regulatory Signs
2.8.4
Combinations, Messages Selective Restriction Signs
Regulatory Signs
2.7.2-3
Combinations, Regulatory Signs in Guidance Signs
Regulatory Signs
2.8.6, 2.8.8
Combinations, Supplementary Plates Combinations,
Regulatory Signs
2.8.2
Variable Messages
Regulatory Signs
2.8.9
Combined Curves, Direction of Movement Signs
Warning Signs
Command Signs
RegulatorySigns
Composite Direction Signs, Stack-Type
Guidance Signs
Comprehensive Signs
RegulatorySigns
Concealed Driveway, Direction of Movement Signs
Warning Signs
Confirmation Route Marker
Guidance Signs
Confirmation Signs
Guidance Signs
Confirmation Signs, Freeway
Guidance Signs
Confirmation Signs Tourism
Guidance Signs
Congestion, Symbolic Signs
Warning Signs
Construction Vehicle Reservation Signs
Regulatory Signs
Construction Vehicles Crossing, Symbolic Signs
Warning Signs
Construction Vehicles Only, Command Signs
Regulatory Signs
Construction Vehicles, Prohibition Signs
Regulatory Signs
Continuity Lines, Warning
Road Markings
Control Ahead, Yield, Warning
Road Markings
Control, Area of, Vehicular Traffic
Traffic Signals
Control, Lane Direction
Traffic Signals
Control of Lane Use by Regulation Signs
Guidance Signs
Control Precedence, Vehicular Traffic
Traffic Signals
Control Signs
RegulatorySign
Converge Lanes Sign
Guidance Signs
Co-ordinated Traffic Signals
Information Signs
MAY 2012
SADC - RTSM - VOL 1
4.0.18-27, 4.10.3
4.10.10
3.0.1, 3.1.1
3.3.4
2.0.6-7, 2.3.118
4.8.12-13
2.0.13, 2.6.13
3.3.6
4.7.7
4.8.14
4.9.27
4.10.28
3.4.25
2.5.5-6, 2.5.8
3.4.20
2.3.9, 2.3.12
2.4.16, 2.4.19
7.3.2
7.3.4
6.2.1
6.6.1
4.12.17-18
6.2.1
2.0.5, 2.2.114
4.12.21-22
5.2.7
INDEX
11.1.4
GENERAL INDEX
Description
Sign Type
Page No.
Countdown Signs
Information Signs
Crossroad Advance Direction Signs Freeway
Guidance Signs
Crossroad, Road Layout Signs
Warning Signs
3.2.1
Crosswinds, Symbolic Signs
Warning Signs
3.4.22
Cul-de-Sac Signs
Information Signs
5.2.2
Curve, Gentle, Direction of Movement Signs
Warning Signs
3.3.1
Curves , Combined, Direction Movement of Signs
Warning Signs
3.3.4
Curve, Sharp, Chevron, Hazard Markers
Warning Signs
3.5.3
Curve, Sharp, Direction of Movement Signs
Warning Signs
3.3.2
Cycle Lane, Reservation Signs
Regulatory Signs
2.5.3
Cycle, Reservation Signs
Regulatory Signs
Cyclist, and Pedestrian Signals
Traffic Signals
2.5.3
6.3.1-2
Cyclists and Pedestrians Only Command Signs
Regulatory Signs
2.3.8
Cyclists and Pedestrians Prohibition Signs
Regulatory Signs
2.4.26
Cyclists Only, Command Signs
Regulatory Signs
2.3.7
Regulatory Signs
2.4.14
Cyclists Prohibition Signs
'
5.2.1
4.9.31
Warning Signs
3.4.5
Danger Plates, Hazard Markers Data
Warning Signs
3.5.1' 3.5.9
Requirements, Warrants Daytime,
Traffic Signals
6.8.1-2
Secondary Message Sign Dead End,
Regulatory Signs
2.7.4
Chevron Hazard Markers
Warning Signs
3.5.6
Dead End/Road Closed Chevron, Hazard Marker
Warning Signs
3.5.6
Delineator, Guardrail, Other Delineation Devices
Road Markings
7.6.1
Delineator Plates, Hazard Markers
Warning Signs
3.5.1
Delineators, Gravel Shoulder,Other Delineation Devices
Road Markings
7.6.2
Delineator, Snow or Flood, Other Delineation Devices
Road Markings
Delivery Vehicles Only, Command Signs
Regulatory Signs
2.3.9, 2.3.11
Delivery Vehicles, Prohibition Signs
Regulatory Signs
2.4.16, 2.4.18
Delivery Vehicles Reservation Signs
Regulatory Signs
RegulatorySigns
2.5.5-6, 2.5.7
2.0.21, 2.9.1
Descent, Steep, Symbolic Signs
Warning Signs
Cyclists, Symbolic Signs
Design Considerations, Electrical or Electronic
Variable Message Signs
7.6.2
3.4.10
9.1.7-11
7.1.1-2
Design Principles, General Design
Road Markings
Principles Location Signs Design
Guidance Signs
4.6.1
Principles, Signface, Basic
Guidance Signs
4.1.4
Design Principles Signface Diagrammatic Signs
Guidance Signs
4.12.2
Design Principles, Signface, Direction Signs
Guidance Signs
4.8.1-2
Design Principles, Signface, Freeway Signs
Guidance Signs
4.9.4
Design Principles, Signface, Tourism Signs
Guidance Signs
4.10.6
Destination Classification
Navigational Aids
Determination of Letter Sizes
GuidanceSigns
Diagrammatic Signing, Temporary
Guidance Signs
Diagrammatic Signs
GuidanceSigns
Diagrammatic Sign Sequences
Guidance Signs
Dimensions
Road Markings
7.1.2-3
Dimensions, Variable Message Signs
VariableMessageSigns
9.2.1-2
DIN 1451 Style Lettering
Guidance Signs
4.3.3
DIN "A" Letter Style
Guidance Signs
4.3.3
DIN "8" Letter Style
Guidance Signs
4.3.3
Direction Arrow Ahead, Mandatory, Warning
Road Markings
7.3.7
Direction Arrows, Mandatory, Regulatory
Road Markings
7.2.20
Direction Control, Lane
Traffic Signals
6.6.1
INDEX
SADC - RTSM - VOL

1
8.1.2
4.4.1-17
4.12.1
4.0.31-39, 4.12.1-35
4.12.4-7
MAY 2012
11.1.5
GENERAL INDEX
Description
Sign Type
Warning Signs
3.3.1-6
Direction Route Marker
Guidance Signs
4.7.8-9
Direction Signing, Freeway, Temporary
Guidance Signs
Direction Signs
GuidanceSigns
Direction Signs, Advance, Map-type
Guidance Signs
4.8.16-17
Direction Signs, Composite, Stack-
Guidance Signs
4.8.12-13
Type Direction Signs, Confirmation
Guidance Signs
4.8.14
Direction Sign Sequences, Freeway
Guidance Signs
4.9.9-16
Direction Signs, Fingerboards
Guidance Signs
Direction Signs, Freeway
Guidance Signs
Direction Signs, Map-Type Advance Direction
Guidance Signs
Direction Signs, Overhead Direction
Guidance Signs
Signs, Retroreflectivity Direction Signs,
Guidance Signs
4.8.15
4.9.1
4.8.16-17
4.8.18-20
4.8.2
Guidance Signs
4.8.2
Direction Signs, Signface Design Principles
Guidance Signs
4.8.1
Direction Signs, Stack-Type
Guidance Signs
4.8.9-11
Direction Signs, Stack-Type Advance Direction
Guidance Signs
4.8.6-8
Direction Signs, Stack-Type Composite Direction
Guidance Signs
4.8.12-13
Direction Signs, Stack-Type Direction
Guidance Signs
4.8.9-11
Direction Sign Symbols, Legend
Guidance Signs
4.0.13
Disabled Persons Parking Bay, Regulatory
Road Markings
Disabled Persons, Reservation Signs
Regulatory Sign
Dividing L i nes, Warning
Road Markings
7.3.3
Domestic Animals, Symbolic Signs
Warning Signs
3.4.5
Downward-Pointing Arrow, on Signs
Guidance Signs
4.2.4, 4.2.6
Downward-Pointing Arrows Overhead Freeway Direction Signs
Guidance Signs
4.9.34-35
Drift, Symbolic Signs
Warning Signs
3.4.23
Driveway, Concealed, Direction Movement Signs
Warning Signs
3.3.6
Dual Carriageway Freeway Begins, Comprehensive Signs
Regulatory Signs
2.6.1-2
Dual Carriageway Freeways, De-restriction Signs
Regulatory Signs
Dual Roadway, Beginning of, Road Layout Signs
Warning Signs
2.9.1
3.2.4
Dual Roadway, End of Road Layout Signs
Warning Signs
3.2.4
Page No.
4.9.5-6
4.0.11-13, 4.8.1-20
7.2.30
2.5.5-6, 2.5.9
E
Edge Line, Regulatory
Road Markings
Electrical Shock, Symbolic Signs
Warning Signs
Elements of Toil Roads
Guidance Signs
Emergency Flashing Light, Symbolic Signs
Warning Signs
Emergency Roadside Service Sign
Guidance Signs
4.10.32
Emergency, Service Symbols
Guidance Signs
4.0.24
Emergency Vehicle/Ambulance, Reservation Signs
Regulatory Signs
2.5.9
End of Dual Roadway, Road Layout Signs
Warning Signs
3.2.4
End of Exclusive Use Lane Arrows, Warning
Road Markings
7.3.9
Engineering Analysis, Warrants
Traffic Signals
6.8.1
Escape Road Ahead, Warning
Road Markings
7.3.8
Excessive Noise, Prohibition Signs
Regulatory Signs
2.4.6
Exclusive Parking Bay, Regulatory
Road Markings
Exclusive Secondary Messages, Selective Restriction Signs
Regulatory Signs
Exclusive Use Lane Line, Regulatory
Road Markings
Exclusive Use Lane, Reservation Signs
Regulatory Signs
Exclusive Use Lane Symbols, Regulatory
Road Markings
Exit Direction Signs, Freeway
Guidance Signs
Exit Signs Sequence, Freeway
Guidance Signs
Experiment, Road, Signs
Information Signs
MAY 2012
SADC - RTSM - VOL 1
7.2.13-14
3.4.27
4.14.4-5
3.4.21
7.2.19
2.0.13-17, 2.7.4-8
7.2.21
2.5.2-3, 2.5.14-20
7.2.31
4.9.21
4.9.9-16
5.2.6
INDEX
11.1.6
GENERAL INDEX
Description
Sign Type
Page No.
F
Face, Aspect Arrangement
Traffic Signals
6.0.1-9
Faces, Location and Numbers, Vehicular Traffic
Traffic Signals
6.0.1-9
Faces, Standard
Traffic Signals
6.0.3-4
Facility ClassificationTourism Signs
Guidance Signs
4.10.3
Facility Standards, Tourism Signs
Guidance Signs
4.10.6
Falling Rocks, Symbolic Signs
Warning Signs
3.4.15
Far-Side On-Ramp Advance Direction Signs, Freeway
Guidance Signs
4.9.31
Far-Side On-Ramp Direction Signs, Freeway
Guidance Signs
4.9.33
Final Turn Signs, Tourism
Guidance Signs
4.10.25-26
Fingerboard, Direction Signs
Guidance Signs
4.8.15
Fingerboard, Local Direction Signs
Guidance Signs
Flashing Light, Emergency, Symbolic Signs
Warning Signs
Flashing Light, Temporary, Police, Symbolic Signs
Warning Signs
Flashing Modes, Vehicular Traffic
Traffic Signals
Flashing Red Indication at Railway Crossings
Traffic Signals
Flashing Signal Modes
Traffic Signals
4.11.17
3.4.21
3.4.21
6.2.4
6.5.1
6.2.4
Flashing Yellow Warning Signal
Traffic Signals
Flood or Snow Delineators, Other Delineation Devices
Road Markings
Flow Reversible, Arrows, Guidance
Road Markings
6.7.2
7.62
7.4.3
4.0.24
Food, Service Sign Symbols
Guidance Signs
Format of Regulatory Signs
Regulatory Signs
2.1.2-4
Four-Way Stop, Control Signs
Regulatory Signs
2.2.2, 2.2.3
Framework for Regulatory Signs
Regulatory Signs
2.0.1-4, 2.1.4
Freeway Advance Exit, Tourism
Guidance Signs
Freeway Dual Carriageway Begins Signs
Regulatory Signs
Freeway Direction Signing, Temporary
Guidance Signs
GuidanceSigns
Freeway Road Markings
Road Markings
Freeway Signing Principles
Guidance Signs
4.9.2
Freeway Signs, Advance Exit Direction
Guidance Signs
4.9.18-19
Freeway Signs, Advance Off-Ramp Terminal Direction
Guidance Signs
4.9.24
Freeway Signs C-D Road Advance Exit Direction
Guidance Signs
4.9.29
Freeway Signs, C-D Road Exit Direction
Guidance Signs
4.9.29
Freeway Signs, Confirmation
Guidance Signs
4.9.27
Freeway Signs, Crossroad Advance Direction
Guidance Signs
4.9.31
Freeway Signs, Crossroad Signing
Guidance Signs
Freeway Signs, Direction Signing, Temporary
Guidance Signs
Freeway Signs, Direction Sign Sequences
Guidance Signs
4.9.30
4.9.5
4.9.9-16
Freeway Signs, Exit Direction
Guidance Signs
4.9.21-22
Freeway Signs, Exit Sequence
Guidance Signs
4.9.28
Freeway Signs, Far-8ide On-Ramp Advance Direction
Guidance Signs
4.9.32
Freeway Signs, Far-Side On-Ramp Direction
Guidance Signs
4.9.33
Freeway Signs, Gore Exit
Guidance Signs
4.9.23
Freeway Signs, Ground Mounted
Guidance Signs
4.9.17-33
Freeway Signs, Information Display, Access Interchange
Guidance Signs
4.9.5
Freeway Signs, Information Display, System Interchange
Guidance Signs
4.9.5
Freeway Signs, Near-side On-Ramp Direction
Guidance Signs
Freeway Signs, Off-Ramp Terminal Direction
Guidance Signs
Freeway Signs, Overhead
Guidance Signs
Freeway Signs, Pre-Advance Exit Direction
Guidance Signs
Freeway Signs, Retroreflectivity
Guidance Signs
Freeway Signs, Shape, Size and Colours
Guidance Signs
4.9.32
4.9.25
4.9.34-43
4.9.17
4.9.8
4.9.7
INDEX
SADC - RTSM - VOL

1
4.10.18-20
2.6.1
4.9.5
4.0.14-16, 4.9.1-43
7.1.9
MAY 2012
Description
Sign Type
Freeway Signs, Signface Design Principles
Guidance Signs
Freeway Signs, Signing Principles
Guidance Signs
Freeway Signs, Supplementary Exit Direction
Guidance Signs
Freeway Single Carriageway Begins Signs
Regulatory Signs
Functions, Vehicular Traffic Signals
Traffic Signals
Page No.
4.9.4
4.9.2
4.9.20
2.6.2
6.2.1
G
Gate,Motor, Symbolic Signs
Warning
Signs
Gate, Symbolic Signs
Warning
Signs
General Design Principles
Road Markings
3.4.7
3.4.6
7.1.1-2
1.1.1-1.11.2
GENERAL PRINCIPLES
General Warning, Symbolic Signs
Gentle Curve, Direction of Movement Signs
Warning Signs
Geographical Location Signs
Guidance Signs
Warning Signs
3.4.18
3.3.1
4.6.8
10.1.1-10.4.3
GLOSSARY
Goods Vehicles Exceeding GVM Only, Command Signs
Regulatory Signs
2.3.9, 2.3.12
Goods Vehicles Exceeding GVM, Reservation Signs
Regulatory Signs
2.5.5, 2.5.8
Goods Vehicles Exceeding GVM, Prohibition Signs
Regulatory Signs
2.4.16, 2.4.18
Goods Vehicles Only, Command Signs
Regulatory Signs
2.3.9, 2.3.11
Goods Vehicles, Prohibition Signs
Regulatory Signs
2.4.16, 2.4.18
Goods Vehicles, Reservation Signs
Regulatory Signs
2.5.5-7
Gore Chevron, Hazard Markers
Warning Signs
Gore Exit Signs, Freeway
Guidance Signs
Gore Exit Signs, Tourism
Guidance Signs
Gore Plate, Hazard Markers
Warning Signs
GO/STOP, Control Signs
Regulatory Signs
Grader Working, Symbolic Signs
Warning Signs
Gravel Road Begins, Symbolic Signs
Warning Signs
Gravel Road Ends, Symbolic Signs
Warning Signs
Gravel Shoulder Delineator, Other Delineation Devices
Road Markings
Ground Mounted, Freeway Signs

Guardrail Delineators, Other Delineation Devices
Guidance Signs
Guidance Road Markings
Road M arkings
Guidance Signface Layout Rules
Guidance Signs
Guidance Signing, Urban Areas
Guidance Signs
Road Markings
GUIDANCE SIGNS
3.5.8
4.9.23
4.10.27
3.5.8
2.2.1-3
3.4.17
3.4.11
3.4.11
7.6.2
4.9.17-33
7.6.1
7.4.1-6
4.3.6-15
4.1.14
4.1.1-4.15.2
Guidance Signs, Regulatory Signs in, Combinations

Guide Lines, Guidance
Regulatory Signs
Road Markings
2.8.5-6
7.42
H
3.32
Hairpin Bend, Direction of Movement Signs
Warning Signs
Hawkers, Prohibition Signs

Hazard Marker, Boom Barricade
Regulatory Signs
Warning Signs
3.5.7
Hazard Marker, Dead End/Road Closed Chevron
Warning Signs
3.5.6
Hazard Marker, Gore Markers
Warning Signs
3.5.8
Hazard Marker, Overhead Danger Plates
Warning Signs
3.5.9
2.4.16, 2.4.21
Hazard Markers, Danger Plates/Delineator Plates
Warning Signs
Hazard Marker Signs

Hazard markers, Railway Line
Warning Signs
Warning Signs
3.5..2
Hazard Markers, Sharp Curve Chevron
Warning Signs
3.5.3
Hazard Markers, T-Junction Chevron
Warning Signs
3.5.5
Hazard Marker, Temporary Barricade
Warning Signs
3.5.7
Hazard Marker,Traffic Signal Out of Order
Warning Signs
3.5.8
Hazardous Substance Vehicles Reservation Signs
Regulatory Signs
MAY 2012
SADC - RTSM - VOL 1
3.5.1
3.5.19
2.5.5, 2.5.8
INDEX
Description
Sign Type
Hazardous Substance Vehicles Only, Command Signs
Regulatory Signs
2.3.9, 2.3.12
Hazardous Substance Vehicles, Prohibition Signs
Regulatory Signs
2.4.16, 2.4.19
Page No.
Headlights, Switch On
Regulatory Signs
Heavy Vehicle Guidance and Control, Diagrammatic Signs
Guidance Signs
Heavy Vehicles, Slow Moving, Symbolic Signs
Warning Signs
Heavy Vehicles, Vehicles Exceeding Mass Only Signs
Regulatory Signs
2.3.2
Height Limit, Prohibition Signs
Regulatory Signs
2.4.4
Height Restricted, Symbolic Signs
Warning Signs
High Density Tourism Areas
Guidance Signs
High Occupancy Vehicle Lane, Reservation Signs
Regulatory Signs
2.5.16, 2.5.20
Regulatory Signs
2.5.11-14
High Occupancy Vehicle, Reservation Signs

High Speed Roads, Vehicular Traffic
High Visibility Background, Combinations Signs
Hitchhiking, Prohibition Signs
Horse and Rider, Symbolic Signs
Horses and Riders, Prohibition Signs
Traffic Signals
3.4.11
3.4.8
4.10.9-10
6.2.6
Regulatory Signs
2.0.20, 2.8.3-4
Regulatory Signs
Warning Signs
Regulatory Signs
2.4.6
3.4.26
2.4.16, 2.4.21
Human Factors
Humps, Speed, Symbolic Signs
2.3.15
4.0.36, 4.12.23-24
Warning Signs
1.7.1-5
3.4.14
I
Illumination and Retroreflectivity
Regulatory Signs
Illumination of Signs
Guidance Signs
Indications, Pedestrian and Cyclist Signals
Traffic Signals
Individual Vehicle Control
Traffic Signals
Road Markings
Information Signs
6.4.1
7.4.3
5.2.6
Guidance Signs
4.9.5
Information Arrows, Guidance

Information Centre
Information Display -Access /Systems Interchange, Freeway
Signs
INFORMATION SIGNS
Information, Tourist, Signs
Interchange Name Signs
Interchange or Junction Numbers on Signs
Interim Urban Guidance Signing Plan
Islands, Painted, Regulatory
2.1.5
4.1.7
6.3.1-2
Guidance Signs
5.0.1-5.3.2
4.10.33-35
Guidance Signs
Guidance Signs
Guidance Signs
Road Markings
4.6.9
4.1.8
4.5.12-15
7.2.15-16
J
Jetty Edge or River Bank, Symbolic Signs
Warning Signs
Warning Signs
Jetty Edge, Symbolic Signs

Junction, Box, Regulatory
Warning Signs
3.2.3
Road Markings
Road Markings
Junction Channelisation
Guidance Signs
Traffic Signals
Junction or Interchange Numbers on Signs

Junctions, Classification, Warrants
Warning Signs
Warning Signs
Junctions, Sharp, Road Layout Signs

Junctions, Side-road, Road Layout Signs
Warning Signs
Junctions, Staggered, Road Layout Signs

Junctions, T- and Skew T- Road Layout Signs
Junctions, Y- Road Layout Signs
Warning Signs
Junction, T-, Chevron, Hazard Markers
Guidance Signs
Junction with Warning, Diagrammatic Signs
Regulatory Signs
Regulatory Signs
Road Markings
Keep Left, Command Signs

Keep Right, Command Signs
Kerbface Marking
MAY 2012
Warning Signs
3.4.22
3.4.22
7.2.23
7.1.9
4.1.6
6.8.2
3.2.3
3.2.2
3.2.2
3.2.1
SADC - RTSM - VOL

1
3.5.5
4.0.39, 4.12.34-35
2.3.3
2.3.3
7.4.6
INDEX
Description
Sign Type
Page No.
L
4.12.14-16
6.6.1-3
3.3.5
7.2.21
7.4.1
Lane, Additional, Diagrammatic Signs
Guidance Signs
Traffic Signals
Lane ends, Direction of Movement Signs
Warning Signs
Lane Lines, Exclusive Use, Regulatory
Road Markings
Lane Lines, Guidance
Road Markings
Lane Lines, Reversible, Warning
Road Markings
7.3.4
Lane Merge, Diagrammatic Signs
Guidance Signs
4.0.35, 4.12.19-20
Lane Reduction Arrows, Warning
Road Markings
7.3.5
Lanes Converge, Diagrammatic Signs
Guidance Signs
4.0.35, 4.12.19-20
Lane Use Control by Regulation, Diagrammatic Signs
Guidance Signs
4.0.34, 4.12.17-18
Language on Signs
Guidance Signs
4.3.1
Lateral Position, Longitudinal Spacing, Roadstuds
Road Markings
7.5.2-5
Layby Signs
Guidance Signs
4.10.27
Layout, Road, Signs
Warning Signs
3.2.1-4
Left Edge Line, Regulatory
Road Markings
7.2.13
Left-Keep Left, Command Signs
Regulatory Signs
2.3.3
Left-No Left Turn Ahead, Prohibition Signs
Regulatory Signs
2.4.8
Left-No Left Turn, Prohibition Signs
Regulatory Signs
2.4.9
Left-Proceed Left Only, Command Signs
Regulatory Signs
2.3.4
Left-Turn Left, Command Signs
Regulatory Signs
2.3.5
Left Tum On Red After Stop
Traffic Signals
6.9.1
Left Turn On Red After Stop, Warrants
Traffic Signals
6.8.4
Legend on Signs
GuidanceSigns
4.3.1-15
Guidance Signs
4.13.4-5
Legibility/Visibility, Pedestrian Signs
Regulatory Signs
Length Limit, Prohibition Signs
Warning Signs
Length Restricted, Symbolic Signs

Letter Sizes on Signs, Selection
Letter Sizing, Formulae
Letter Sizing, Nomograms
Letter Sizing on Signs, Design Factors
Letter Sizing, Reading Time Formulae
Limit-Limit Signs, Selective Restriction Signs
2.4.5
3.4.9
Guidance Signs
4.4.3
Guidance Signs
4.4.8-11
Guidance Signs
4.4.6-9
Guidance Signs
4.4.1
Guidance Signs
4.4.6
Regulatory Signs
2.0.18, 2.7.9
Limit-Object Signs, Selective Restriction Signs
Regulatory Signs
Limited Parking Reservation, Reservation Signs
Regulatory Signs
Link Classification
Navigational Aids
List of Figures
Index
List of Tables
Local Destinations, Classification
Local Direction, Composite Stack-Type Signs
Index
Guidance Signs
2.0.18, 2.7.10
2.5.4
8.1.1
11.2.1-5
11.3.1-2
4.11.4-5
Guidance Signs
4.11.16
Local Direction, Fingerboard Signs
Guidance Signs
4.11.17
Local Direction Signface Design Principles
Guidance Signs
4.11.6-7
Local Direction Signing Principles
Guidance Signs
GuidanceSigns
Local Direction Signs, Retroreflectivity
Guidance Signs
Local Direction Signs, Shape, Size & Colours
Guidance Signs
Local Direction Signs, Symbols
Guidance Signs
Local Direction Signs, Warrants
Guidance Signs
4.11.7
4.11.7
4.11.7
4.11.4-6
Local Direction, Stack-Type Signs
Guidance Signs
4.11.14-15
Location
Road Markings
Location and Numbers, Signal Faces
Traffic Signals
Location of Signs
Regulatory Signs
Locations and Numbers of Signal Faces, Vehicular Traffic
Traffic Signals
MAY 2012
SADC - RTSM - VOL 1
4.11.2-4
4.0.28-30, 4.11.1-17
7.1.3
6.2.6-8, 6.10.6-8
2.1.5
6.2.6-8, 6.10.6-8
INDEX
Description
Sign Type
Page No.
Location Signs
GuidanceSign
Location Signs, Design Principles
Guidance Signs
Location Signs, Shape, Size and Colours
Guidance Signs
Location Sign Symbols
Guidance Signs
Location, Warning Signs
Warning Signs
Longitudinal Spacing and Lateral Position, Roadstuds
Road Markings
7.5.2-5
Loose Stones, Symbolic Signs
Warning Signs
3.4.17
Low Flying Aircraft, Symbolic Signs
Warning Signs
3.4.23
Maintenance
Road Markings
7.1.10
Maintenance and Installation
Traffic Signals
6.2.8
Mandatory Direction Arrow Ahead, Warning
Road Markings
7.3.7
Mandatory Direction Arrows, Regulatory
Road Markings
7.2.20
Manufacture Materials, Signs
Guidance Signs
4.1.8
Manufacture, Sign, Selective Restriction Signs
Regulatory Signs
Map-Type Advance Direction Signs
Guidance Signs
4.8.16-17
Map-Type Advance Trailblazer, Route Marker Signs
Guidance Signs
4.7.6
Map-Type Arrows on Signs
Guidance Signs
4.2.1, 4.2.3
Markings, Symbolic, Guidance
Road Markings
Markings, Word, Guidance
Road Markings
Mass Limit, Prohibition Signs
Regulatory Signs
7.4.5
7.4.6
2.4.2
Massload, Axle Limit Signs
Regulatory Signs
2.4.3
Materials
Road Markings
7.1.3-4
Materials of Manufacture for Signs
Guidance Signs
4.1.8
Maximum Number of Vehicles, Secondary Message Signs
Regulatory Signs
2.7.6
"MAY", Terminology
General Principles
Merge Lane Signs
Guidance Signs
Message Combinations, Selective Restriction Signs
Regulatory Signs
2.0.18, 2.7.1
Messages, Primary, Selective Restriction Signs
Regulatory Signs
Messages, Secondary, Exclusive, Selective Restriction Signs
Regulatory Signs
Messages, Secondary, Selective Restriction Signs
Regulatory Signs
Messages, Variable, Combinations on Signs
Regulatory Signs
Metropolitan Route Numbering Criteria
Navigational Aids
2.7.1
2.7.4-8
2.7.1
2.8.5
8.4.1
Midblock Pedestrian Crossing, Warrants
Traffic Signals
Midi-buses, Buses and Minibuses Only, Command Signs
Regulatory Signs
2.3.16
Midi-buses Only, Command Signs
Regulatory Signs
2.3.9, 2.3.11
Midi-buses, Prohibition Signs
Regulatory Signs
2.4.16, 2.4.18
Midi-bus Reservation Signs
Regulatory Signs
2.5.11-20
Minibuses, Buses and Midi-buses Only Command Signs
Regulatory Signs
2.3.16
Minibuses, Buses and Trams Only, Command Signs
Regulatory Signs
2.3.18
Minibuses Only, Command Signs
Regulatory Signs
2.3.9, 2.3.11
Minibuses, Prohibition Signs
Regulatory Signs
Minibus, Reservation Signs Minibus
Regulatory Signs
Stop, Reservation Signs Minimum
Regulatory Signs
Speed, Command Signs Minimum
Regulatory Signs
2.4.16-17
2.5.11-20
2.5.21-23
2.3.1
Urban Guidance Signing Modal
Guidance Signs
Transfer Signs
Information Signs
5.2.8
Motor Car, Reservation Signs
Regulatory Signs
2.5.5-7
Motor Cars Only, Command Signs
Regulatory Signs
2.3.9-10
Motor Cars, Prohibition Signs
Regulatory Signs
2.4.16-17
Motor Gate, Symbolic Signs
Warning Signs
Motorcycle Reservation Signs
Regulatory Signs
2.5.5-7
Motorcycles Only Command Signs
Regulatory Signs
2.3.9-10
4.0.7, 4.6.1-9
4.6.1
4.6.1
4.0.7
3.1.2
MAY 2012
SADC - RTSM - VOL 1
2.7.2
1.1.4
4.12.19-20
6.8.4
4.5.12-14
3.4.7
INDEX
11.1.11
GENERAL INDEX
Description
Sign Type
Motorcyclists, Prohibition Signs

Motor Vehicles, Prohibition Signs
Movement, Direction of Signs
Multi-phase Traffic Signals
Regulatory Signs
Regulatory Signs
Warning Signs
Information Signs
Page No.
2.4.16-17
2.4.16, 2.4.22
3.3.1-6
5.2.7
N
Narrow Bridge, Symbolic Signs
Narrowing Road, from Both sides, Symbolic Signs
Narrowing Road, from One Side, Symbolic Signs
National Variants
National Variants
NationalVariants
NationalVariants
NationalVariants
NationalVariants
National Variants
NAVIGATIONAL AIDS
Near-Side On-Ramp Direction, Freeway
Night-time, Secondary Message Sign
No Crossing Line Ahead, Warning
No Crossing Lines (Barrier), Regulatory
No Entry, Control Signs
No Left Turn Ahead, Prohibition Signs
No Left Turn, Prohibition Signs
No Motor Cycles, Regulatory
No Overtaking Line Ahead, Warning
No Overtaking Lines (Barrier), Regulatory
No Overtaking, Prohibition Signs
No Parking Line, Regulatory
No Parking, Prohibition Signs
No Right Turn Ahead, Prohibition
No Right Turn, Prohibition Signs
No Stopping Lines, Regulatory
No Stopping, Prohibition Signs
No U-Turn, Prohibition Signs
Node Classification
Noise, Excessive, Prohibition Signs
Warning Signs
Warning Signs
Warning Signs
Regulatory Signs
Warning Signs
Guidance Signs
Information Signs
Traffic Signals
Road Markings
Navigational Aids
3.7.1-3
4.15.1-2
5.3.12
6.10.1-9
7.7.12
8.6.1-10
8.1.18.6.10
Guidance Signs
Regulatory Signs
Road Markings
Road Markings
Regulatory Signs
Regulatory Signs
Regulatory Signs
Road Markings
Road Markings
Road Markings
Regulatory Signs
Road Markings
Regulatory Signs
Regulatory Signs
Regulatory Signs
Road Markings
Regulatory Signs
Regulatory Signs
Navigational Aids
Regulatory Signs
Guidance Signs
Guidance Signs
Regulatory Signs
General Principles
Traffic Signals
Guidance Signs
Guidance Signs
Nomograms for Letter Sizing on Signs

Numbering, Diagrammatic Signs
Numbering of Selective Restriction Signs
Numbering Series, Signs, Signals,Markings
Numbers and Location, Signal Faces
Numbers, Junction or Interchange on Signs
Numbers, Route, on Signs
0
Object-Limit Signs, Selective Restriction Signs
Obstructions, Traffic Movement Affected by Signs
Off-Ramp Terminal Direction, Freeway
One Vehicle Width Structure, Symbolic Signs
One-way Roadway, Control Signs
Operator Identity, Secondary Message Signs
Optical Requirements and Visibility
Orientation Point Classification
MAY 2012
3.4.12
3.4.13
3.4.13
2.10.1-4
Regulatory Signs
Guidance Signs
Guidance Signs
Warning Signs
Regulatory Signs
Regulatory Signs
Traffic Signals
Navigational Aids
SADC - RTSM - VOL 1
4.9.32
2.7.4
7.3.8
7.2.10
2.2.9
2.4.8
2.4.9
7.2.28
7.3.8
7.2.5-9
2.4.10
7.2.27
2.4.11-12
2.4.8
2.4.9
7.2.26
2.4.12
2.4.9
8.1.2
2.4.6
4.4.10-14
4.12.3
2.7.2
1.3.4-5
6.2.6-8, 6.10.6-8
4.1.6
4.1.6
2.7.13
4.12.8-13
4.9.25-26
3.4.12
2.2.10
2.7.6
6.2.5-6
8.1.2
INDEX
GENERAL INDEX
11.1.12
Description
Sign Type
Page No.
Road Markings
7.6.1-4
Other Traffic Signals
Traffic Signals
6.7.1-3
Overhead Danger Plates, Hazard Markers
Warning Signs
Overhead Diagrammatic Signs
Guidance Signs
4.0.36-38, 4.12.25-27
Overhead Direction Signs
Guidance Signs
4.8.16-17
Overhead Freeway Direction Signs, Downward-Pointing

Arrows
Guidance Signs
Overhead Freeway Direction, Signs, Upward Pointing Arrows
Guidance Signs
Overhead Route Marker Signs
Guidance Signs
Overhead Signs, Freeway
Guidance Signs
Overhead Signs, Structures
Guidance Signs
Overhead Signs, Warrants
Guidance Signs
Overtaking Lines, No, Regulatory
Road Markings
Overtaking, Prohibition Signs
Regulatory Signs
4.9.35
4.9.34, 4.9.37-43
4.7.12
4.0.15-16, 4.9.34-43
4.1.7
4.1.6
7.2.5-9
2.4.10
1.9.1-3
Outdoor Advertising
'
Painted Islands, Regulatory

Park and Ride Signs
Parking Bay, Disabled Persons, Regulatory
Road markings
Information Signs
Road Markings
Road Markings
Road Markings
Parking Bay, Exclusive, Regulatory

Parking Bays, Regulatory
Parking, No, Line, Regulatory
Parking, Prohibition Signs
Parking Reservation Signs
Parking, Tourism Signs
Parks, Tourism Sign Symbols
Road Markings
Regulatory Signs
Regulatory Signs
Guidance Signs
Guidance Signs
Part-Time/Temporary Facility Signs

Part-Time Tourist Facilities
Guidance Signs
Guidance Signs
Payment Information, Toll Route Signs

Pay Toil, Command Signs
Pedestrian and Cyclist Road Markings
Pedestrian and Cyclist Signals
Guidance Signs
Regulatory Signs
Road Markings
Traffic Signals
Pedestrians and Cyclists Only, Command Signs

Pedestrians and Cyclists, Prohibition Signs
Regulatory Signs
Regulatory Signs
Pedestrian
Pedestrian
Pedestrian
Pedestrian
Road Markings
Road Markings
Traffic Signals
Warning Signs
Crossing, Block Markings, Regulatory

Crossing Lines, Regulatory
Crossing, Midblock, Signal Warrants
Crossing, Symbolic Signs
Pedestrian Crossing Warrant Charts
Traffic Signals
Pedestrian Priority, Control Signs

Pedestrian Signface Design Principles
Pedestrian Signs
Guidance Signs
Guidance Signs
Pedestrian Signs, Angled Arrows
Guidance Signs
Pedestrian Signs, Arrows
Guidance Signs
Guidance Signs
Pedestrian Signs, Shape, Size & Colours

Pedestrian Signs, Symbolic
Pedestrian Signs, Symbols
Regulatory Signs
Guidance Signs
Guidance Signs
Pedestrian Signs, Text
Guidance Signs
Pedestrian Signs, Visibility/Legibility
Guidance Signs
Pedestrians Only, Command Signs

Pedestrians, Prohibition Signs
Regulatory Signs
Regulatory Signs
Pedestrians, Symbolic Signs

Pedestrians, Yield to, Control Signs
Warning Signs
Regulatory Signs
MAY 2012
SADC - RTSM - VOL 1
3.5.9
7.2.15-16
5.2.3
7.2.30
7.2.19
7.2.17-18
7.2.27
2.4.11
2.5.4
4.10.32
4.0.19
4.10.37
4.10.4-6, 4.10.17
4.14.3
2.3.14
7.1.10
6.3.1-2
2.3.8
2.4.15
7.2.4
7.2.3
6.8.4
3.4.3
6.8.10-21
2.2.11
4.13.1
4.0.40-41' 4.13.1-9
4.13.6
4.13.6
4.13.4
4.13.8-9
4.13.1-4
4.13.9
4.13.4-5
2.3.6
2.4.13
3.4.4
2.2.7
INDEX
11.1.13
GENERAL INDEX
Description
Sign Type
Page No.
Phase, Multi, Traffic Signals, Signs Pick-up
Information Signs
Point Ahead Signs Plates,
Information Signs
5.2.7
5.2.8
Danger/Delineator, Hazard Markers
Warning Signs
3.5.1
Police Flashing Light, Temporary, Symbolic Signs
Warning Signs
Police Vehicle, Reservation Signs
Regulatory Signs
2.5.5, 2.5.9, 2.10.4
Portable Signs
Regulatory Signs
2.1.5
3.4.21
1.8.1-5
Positive Guidance
Pre-Advance Exit Direction, Freeway
Guidance Signs
4.9.17
Primary Messages, Selective Restriction Signs
Regulatory Signs
2.7.1
Principles, Basic, Toll Route Signs
Guidance Signs
4.14.2
Principles, Basic, Tourism Signs
Guidance Signs
4.10.2
Principles, General Design
Road Markings
7.1.1-2
Principles of Basic Signface Design
Guidance Signs
Principles, Signface Design, Diagrammatic Signs
Guidance Signs
Principles, Signface Design, Tourism Signs
Guidance Signs
Principles, Tourism Signs
Guidance Signs
Proceed Left Only, Command Signs
Regulatory Signs
4.1.4
4.12.2
4.10.6-7
4.10.1-11
2.3.4
Proceed Right Only, Command Signs
Regulatory Signs
2.3.4
Proceed Straight Only, Command Signs
Regulatory Signs
2.3.4
2.0.8-9, 2.4.1-22
Prohibition Signs
RegulatorySign
Provincial Border Signs
Guidance Signs
4.6.8
Property Numbers
Navigational Aids
8.2.2
Public Transport, Diagrammatic Signs
Guidance Signs
4.0.38, 4.12.29-30
Public Transport Signs
RegulatorySign
2.5.1, 2.5.11-23
Punctuation on Signs
Guidance Signs
4.3.13
Railway Crossing Ahead, Warning
Road Markings
Railway Crossing, Symbolic Signs
Warning Signs
Railway Crossings, Installation of Signal
Traffic Signals
Railway Crossings, Operation of Signals
Traffic Signals
Railway Line, Hazard Markers
Warning Signs
7.3.1
3.4.7
6.5.1 6.10.8-9
6.5.1, 6.10.9
3.5.2
Reading Time Formulae, Letter Sizing on Signs
Guidance Signs
Red Signal Indication, Flashing, Railway Crossing
Traffic Signals
6.5.1. 6.10.8-9
Reduced Visibility, Symbolic Signs
Warning Signs
3.4.25
Reduction, Lane Arrows, Warning
Road Markings
Regulatory Road Markings
Road Markings
7.2.1-31
RegulatorySignCombination
RegulatorySign
2.0.20, 2.8.16
2.0.12.10.4
2.8.6
REGULATORY SIGNS
4.4.6
7.3.5
Regulatory Signs in Guidance Signs, Combinations
Regulatory Signs
Requirements, Data, Warrants
Traffic Signals
6.8.1-2
Requirements, Optical, Visibility
Traffic Signals
6.2.5
Reservation Signs
RegulatorySign
Reserved Movement, Secondary Message Signs
s Regulatory Signs
Rest and Service Area Internal Facilities, Definition
Guidance Signs
4.10.4
Rest and Service Area, Service Symbols on Signs
Guidance Signs
4.0.26-27
Rest and Service Area Sign Symbols, "Totem"
Guidance Signs
4.0.26-27, 4.10.31
Rest and Service Sequence Sign Rest
Guidance Signs
4.10.30-31
and Service "Totem" Signs
Guidance Signs
4.0.27, 4.10.31
Restricted Height, Symbolic Signs
Warning Signs
Restricted Length, Symbolic Signs
Warning Signs
3.4.9
Restricted Width, Symbolic Signs
Warning Signs
3.4.26
Retroreflective Materials, Road Signs
General Principles
1.5.1-2
Retroreflectivity and Illumination of Signs
Regulatory Signs
MAY 2012
SADC - RTSM - VOL 1
2.0.10.12, 2.5.1-23
2.7.5
3.4.8
2.1.6
INDEX
GENERAL INDEX
11.1.14
Description
Sign Type
Retroreflectivity and Illumination of Signs
Warning Signs
Retroreflectivity, Diagrammatic Signs
Guidance Signs
Retroreflectivity, Direction Signs
Guidance Signs
Retroreflectivity, Freeway Signs
Guidance Signs
Retroreflectivity, Information Signs
Information Signs
Retroreflectivity, Local Direction Signs
Guidance Signs
Retroreflectivity, Route Markers
Guidance Signs
Retroreflectivity, Tourism Signs
Guidance Signs
Reversal of Traffic Flows, Lane Direction Control
Traffic Signals
Reversible Flow Arrows, Guidance
Road Markings
7.4.3
Reversible Lane Lines, Warning
Road Markings
7.3.4
Rickshaws Only, Command Signs
Regulatory Signs
Rickshaws, Prohibition Signs
Regulatory Signs
Rickshaws, Reservation Signs
Regulatory Signs
Right Edge Line, Regulatory
Road Markings
Right- Keep Right, Command Signs
Regulatory Signs
2.3.9, 2.3.13
2.4.16, 2.4.20
2.5.5, 2.5.9
7.2.13
2.3.3
Right- No Right Turn Ahead, Prohibition Signs
Regulatory Signs
2.4.8
Right- No Right Turn, Prohibition Signs
Regulatory Signs
2.4.9
Right of Way Sign
Information Signs
5.2.3
Right- Proceed Right Only, Command Signs
Regulatory Signs
2.3.4
Right- Turn Right, Command Signs
Regulatory Signs
2.3.5
River Bank, Symbolic Signs
Warning Signs
River Name Sign
Guidance Signs
Road Classification
Page No.
3.1.1
4.12.4
4.8.2
4.9.8
5.1.1
4.11.7
4.7.2
4.10.11
6.6.2
3.4.22
4.6.7
1.2.1-2
Road Closed/Dead End, Chevron, Hazard Markers
Warning Signs
Road Experiment Sign
Information Signs
Road, Gravel Begins/Ends, Symbolic Signs
Warning Signs
Road Layout Signs
Warning Signs
Road Layout Signs, Beginning of Dual Roadway
Warning Signs
Road Layout Signs, Crossroad
Warning Signs
Road Layout Signs, End of Dual Roadway
Warning Signs
Road Layout Signs, Sharp Junctions Road
Warning Signs
Layout Signs, Side-road Junctions Road
Warning Signs
Layout Signs, Staggered Junctions Road
Warning Signs
Layout Signs, T- and Skew T-Junctions Road
Warning Signs
Layout Signs, Y-Junction
Warning Signs
Road Maps
Navigational Aids
Road Marking Symbols, Guidance
Road Markings
3.5.6
5.2.6
3.4.11
3.2.1-4
3.2.4
3.2.1
3.2.4
3.2.3
3.2.2
3.2.2
3.2.1
3.2.3
8.2.1
7.0.1-7.7.2
7.4.5
Road Markings, Temporary
Road Markings
7.1.9
ROAD MARKINGS
10.4.1-3
Road Marking Terms

Road Narrows from Both Sides, Symbolic Signs
Warning Signs
Road Narrows from One Side Only, Symbolic Signs
Warning Signs
Road Reports
Navigational Aids
Road, Slippery, Symbolic Signs
Warning Signs
Roadside Emergency Service Sign
Guidance Signs
Roadstuds
Road Markings
Roadstuds, Colour Coding
Road Markings
Roadstuds, Longitudinal Spacing and Lateral Position
Road Markings
Roadstuds, Temporary
Road Markings
Roadstuds, Uses
Road Markings

MAY 2012
SADC - RTSM - VOL 1
3.4.13
3.4.13
8.2.1
3.4.15
4.10.32
7.5.1-5
7.5.1
7.5.2-5
7.5.2
7.5.1-2
1.3.1-5
1.10.1-3
1.11.1-2
INDEX
11.1.15
GENERAL INDEX
Description
Sign Type
Roadway Uneven, Symbolic Signs

Roadway Width Changes
Roadworks, Symbolic Signs
Rocks, Falling, Symbolic Signs
Roundabout, Command Signs
Route Classification
Route Hierarchy
Route Markers, Advance Direction
Route Markers, Alternative Routes
Route Markers,Advance Trailblazer
Route Markers, Advance Transport Trailblazer
Route Markers, Bicycles
Route Markers, Confirmation
Route Markers, Direction
Route Marker Signs
Warning Signs
Road Markings
Warning Signs
Warning Signs
Regulatory Signs
Navigational Aids
Navigational Aids
Guidance Signs
Guidance Signs
Guidance Signs
Guidance Signs
Guidance Signs
Guidance Signs
Guidance Signs
Guidance Signs
Route Markers, Map- Type Advance Trailblazer

Route Markers, Orientation
Route Markers, Overhead
Route Markers, Retroreflectivity
Route Markers, Shape, Size and Colours
Route Markers, Trailblazer
Route Markers, Transport Trailblazer
Route Name Signs
Route Numbering
Guidance Signs
Guidance Signs
Guidance Signs
Guidance Signs
Guidance Signs
Guidance Signs
Guidance Signs
Guidance Signs
NavigationalAid
4.7.6
4.7.1-2
4.7.12
4.7.2
4.7.2
4.7.4
4.7.5
Route Numbers on Signs

Route Optimisation
Route Trailblazer
Rules, Direction Signface Layout
Rural Route Numbering Criteria
Guidance Signs
NavigationalAid
Guidance Signs
Guidance Signs
Navigational Aids
4.1.9
Page No.
3.4.14
7.1.8-9
3.4.16
3.4.15
2.3.17
8.1.1
8.4.2
4.7.10
4.7.13
4.7.3
4.7.5
4.7.14
4.7.7
4.7.8
4.0.8-10, 4.7.117
4.5.16
8.4.1-3
8.3.1-2
4.6.7
4.3.6-8
8.4.1
S
SADC Route Marker Signs
Scholar Patrol Ahead, Symbolic Signs
Secondary Messages, Exclusive, Selective Restriction Signs
Secondary Messages, Selective Restriction Signs
Guidance Signs
Warning Signs
Regulatory Signs
Regulatory Signs
NavigationalAid
Selective Control Signs, Selective Restriction Signs

Regulatory Signs
RegulatorySign
Regulatory Signs
Regulatory Signs
Regulatory Signs
Regulatory Signs
Regulatory Signs
Regulatory Signs
Regulatory Signs
Regulatory Signs
Regulatory Signs
Regulatory Signs
Regulatory Signs
Regulatory Signs
Regulatory Signs
Regulatory Signs
Guidance Signs
Guidance Signs
Selective Restriction Signs, Action-Limit Signs

Selective Restriction Signs, Action-Object Signs
Selective Restriction Signs, Colours
Selective Restriction Signs, Exclusive Secondary Messages
Selective Restriction Signs, Limit-Limit Signs
Selective Restriction Signs, Limit-Object Signs
Selective Restriction Signs,Message Combinations
Selective Restriction Signs, Object-Limit Signs
Selective Restriction Signs, Primary Messages
Selective Restriction Signs, Secondary Messages
Selective Restriction Signs, Selective Control Signs
Selective Restriction Signs, Sign Descriptions
Selective Restriction Signs, Sign Manufacture
Selective Restriction Signs, Sign Numbering
Service Exit Sequence, Tourism Signs
Service Facilities, Definition
MAY 2012
SADC - RTSM - VOL 1
4.7.17
3.4.3
2.7.4-8
2.0.18, 2.7.1-3
8.5.1-4
2.7.2
2.0.18-19, 2.7.1-14
2.0.19, 2.7.11
2.0.19, 2.7.12
2.0.18-19, 2.7.2
2.7'.4-8
2.0.19, 2.7.9
2.0.19, 2.7.10
2.0.18-19, 2.7.1
2.0.19, 2.7.13
2.0.18, 2.7.1
2.0.18, 2.7.1
2.7.2
2.7.2
2.7.2
2.7.2
4.10.29
4.10.4
INDEX
GENERAL INDEX
11.1.16
Description
Sign Type
Service Sign Symbols, Emergency
Guidance Signs
Service Sign Symbols, Food
Guidance Signs
Service Sign Symbols, General
Guidance Signs
Service Sign Symbols, Rest and Service Area
Guidance Signs
Service Sign Symbols, Vehicle Class
Guidance Signs
"SHALL", Terminology
General Principles

Shape, Size and Colours, Diagrammatic Signs
Guidance Signs
Shape, Size and Colours, Direction Signs
Guidance Signs
Shape, Size and Colours, Freeway Signs
Guidance Signs
Shape, Size and Colours, local Direction
Guidance Signs
Signs Shape, Size and Colours, location
Guidance Signs
Signs Shape, Size and Colours of Signs
Information Signs
Shape, Size and Colours, Pedestrian Signs
Guidance Signs
Shape, Size and Colours, Route Markers
Guidance Signs
Shape, Size and Colours, Tourism Signs
Guidance Signs
Shape of Signs
Warning Signs
Sharp Curve Chevron, Hazard Markers
Warning Signs
Sharp Curve, Direction of Movement Signs
Warning Signs
Sharp Junctions, Road layout Signs
Warning Signs
Shock, Electrical, Symbolic Signs
Warning Signs
Shoulder, Soft, Symbolic Signs
Warning Signs
"SHOULD", Terminology
General Principles
Page No.
4.0.24
4.0.24
4.0.25
4.0.25
4.0.25
1.1.4
1.4.1-8
4.12.4
4.8.2
4.9.8
4.11.7
4.6.1
5.1.1
4.13.4
4.7.2
4.10.10
3.0.1, 3.1.1
3.5.3
3.3.2
3.2.3
3.4.27
3.4.19
1.1.4
Side-road Junctions, Road Layout Signs
Warning Signs
3.2.2
Sign Colours, Selective Restriction Signs
Regulatory Signs
2.7.2
Sign Descriptions, Selective Restriction Signs
Regulatory Signs
2.7.2
Sign Illumination
Guidance Signs
Sign Manufacture, Selective Restriction
Regulatory Signs
Sign Numbering, Diagrammatic Signs
Guidance Signs
4.1.7
2.7.2
4.12.3
Sign Numbering, Selective Restriction Signs
Regulatory Signs
Sign Numbering System
General Principles
Sign Numbering, Tourism
Guidance Signs
Sign Placement
2.7.2
1.3.4-5
4.10.11
1.6.1-12
Sign Sequences, Diagrammatic Signs
Guidance Signs
Sign Sequences, Direction, Freeway Signs
Guidance Signs
Sign Sequences, Direction Signs
Guidance Signs
4.8.3-4
Sign Sequences, Toll Routes
Guidance Signs
4.14.7-8
Sign Sequences, Tourism
Guidance Signs
4.12.6-7
4.9.9-16
Signal, Warning, Yellow Flashing,Installation
Traffic Signals
Signal, Warning, Yellow Flashing, Operation
Traffic Signals
Signface Design Principles, Basic
Guidance Signs
Signface Design Principles, Diagrammatic Signs
Guidance Signs
Signface Design Principles, Direction Signs
Guidance Signs
Signface Design Principles, Freeway Signs
Guidance Signs
Signface Design Principles, LocalDirection Signs
Guidance Signs
Signface Design Principles, Location Signs
Guidance Signs
Signface Design Principles, Pedestrian Signs
Guidance Signs
Signface Design Principles, Tourism Signs
Guidance Signs
Signing Principles, Freeway
Guidance Signs
4.10.12-13
10.2.1-6
6.7.2
6.7.2
4.1.4
4.12.6
4.8.1-2
4.9.4
4.11.6-7
4.6.1
4.13.1
4.10.6-7
4.9.2-4
Signing Principles, Local Direction Signs
Guidance Signs
4.11.2-4
Signing Principles, Tourism
Guidance Signs
4.10.23
Single Carriageway Freeway Begins
Regulatory Signs
2.6.2
Single Carriageway Freeways, De-restriction Signs
Regulatory Signs
2.9.1
Sign Terms
MAY 2012
SADC - RTSM - VOL 1
INDEX
11.1.17
GENERAL INDEX
Description
Sign Type
Size
Regulatory Signs
Size, Shape and Colours
Information Signs
Size, Shape and Colours, Diagrammatic Signs
Guidance Signs
Size, Shape and Colours, Direction Signs
Guidance Signs
Size, Shape and Colours, Freeway Signs
Guidance Signs
Size, Shape and Colours, Local Direction Signs
Guidance Signs
Size, Shape and Colours, Location Signs
Guidance Signs
Size, Shape and Colours, Pedestrian Signs
Guidance Signs
Size, Shape and Colours, Route Markers
Guidance Signs
Size, Shape and Colours, Tourism Signs
Guidance Signs
Size, Warning Signs
Warning Signs
3.1.2-3
Skew T-Junctions, Road Layout Signs
Warning Signs
3.2.1
Slippery Road, Symbolic Signs
Warning Signs
3.4.15
Slow Moving Heavy Vehicles, Symbolic Signs
Warning Signs
3.4.11
Snow, or Flood,Delineators,Other Delineation Devices
Road Markings
7.6.2
Soft Shoulder, Symbolic Signs
Warning Signs
Spacing,Longitudinal,Roadstuds
Road Markings
Special Event Facilities, Definition
Guidance Signs
Specification
Road Markings
Specification/Manufacture
GeneralPrinciple
3.4.19
7.5.2
4.10.6
7.1.4
1.5.1-7
Speed Humps, Symbolic Signs
Warning Signs
Speed Humps, Warning
Road Markings
Speed Limit, De-restriction
Regulatory Signs
Speed Limit, Prohibition Signs
Regulatory Signs
Speed, Minimum, Command Signs
Regulatory Signs
Sports Attraction Symbols
Guidance Signs
Stack-Type Advance Direction Signs
Guidance Signs
3.4.14
7.3.9
2.9.1
2.4.1
2.3.1
4.0.20
4.8.6-8
Stack-Type Advance Local Direction Signs
Guidance Signs
4.11.12-13
Stack-Type Arrows
Guidance Signs
4.2.1-2
Stack-Type Composite Direction Signs
Guidance Signs
4.8.12-13
Stack-Type Composite Local Direction Signs
Guidance Signs
4.11.16
Stack-Type Direction Signs

Stack-Type Local Direction Signs
Guidance Signs
4.8.9-11
Guidance Signs
4.11.14-15
Staggered Junctions, Road Layout
Warning Signs
Signs Standard of Facility, Tourism Signs
Guidance Signs
Standard Traffic Signal Faces
Traffic Signals
Steep Ascent, Symbolic Signs
Warning Signs
Steep Descent, Symbolic Signs
Warning Signs
Stepped Surface, Symbolic Signs
Warning Signs
Stones, Loose, Symbolic Signs
Warning Signs
Stop,3-Way/4-Way,ControlSigns
Regulatory Signs
Stop, Control Signs Stop/Go,
Regulatory Signs
Control Signs
Regulatory Signs
"Stop/Go" Control Ahead, Symbolic Signs
Warning Signs
Stop Lines, Regulatory
Road Markings
7.2.1
Stopping Lines, No, Regulatory
Road Markings
7.2.26
Stopping, Prohibition Signs
Regulatory Signs
2.4.12
"Stop" Traffic Control Ahead, Symbolic Signs
Warning Signs
Straight-Proceed Straight Only
Regulatory Signs
Street Name, Layout Variations
Guidance Signs
Street Name Signs, Location Signs
Guidance Signs
Structures, Overhead Signs
Guidance Signs
Suburb Name Signs, Location Signs
Guidance Signs
Supplementary Exit Direction, Freeway
Guidance Signs
MAY 2012
SADC - RTSM - VOL 1
Page No.
2.1.6
5.1.1
4.10.10
4.8.2
4.9.7-8
4.11.7
4.6.1
4.13.4
4.7.2
4.10.10
3.2.2
4.10.6
6.0.1-4
3.4.10
3.4.10
3.4.19
3.4.17
2.2.1-5
2.2.1-5
2.2.1-3
3.4.20
3.4.1
2.3.4
4.6.3
4.6.2-5
4.1.7
4.6.6
4.9.20
INDEX
GENERAL INDEX
11.1.18
Description
Sign Type
Information Signs
Regulatory Signs
5.0.4-5, 5.2.4-5
2.0.20, 2.1.5
Regulatory Signs
Guidance Signs
Warning Signs
Warning Signs
2.8.1-6
4.12.3
3.0.8, 3.1.3, 3.6.1
Traffic Signals
Regulatory Signs
Guidance Signs
6.8.2
2.3.15
4.13.8-9
3.4.1-27
4.0.26
Symbols, Location Signs
Warning Signs
Guidance Signs
Guidance Signs
Guidance Signs
Guidance Signs
Guidance Signs
Guidance Signs
Guidance Signs
Guidance Signs
Road Markings
Guidance Signs
Guidance Signs
Guidance Signs
Guidance Signs
Symbols, National Parks, Tourist Attractions
Guidance Signs
4.0.27
Symbols, Off Road, Tourist Attractions
Guidance Signs
4.13.3-4
Symbols, Pedestrian Signs

Symbols, Positioning and Orientation
Guidance Signs
Guidance Signs
4.3.15
4.0.19
Symbols, Provincial Parks, Tourist Attractions
Guidance Signs
4.0.19
Symbols, Regional Parks,Tourist Attractions
Guidance Signs
4.0.19
Symbols, Resorts, Tourist Attractions
Guidance Signs
4.0.27-28
Symbols, Rest and Service Area, "Totem", Tourism Signs
Guidance Signs
4.0.19
Symbols, Scenic, Tourist Attractions
Guidance Signs
4.0.24
Guidance Signs
4.0.24
Guidance Signs
4.0.25
Guidance Signs
4.0.25
Guidance Signs
4.0.24
Guidance Signs
4.0.25
Guidance Signs
4.0.20
Guidance Signs
4.0.18-27, 4.10.8
Guidance Signs
4.0.19-23
Guidance Signs
4.0.25, 4.0.27
Supplementary Plates, Combinations
Supplementary Plate Signs, Diagrammatic
Supplementary Plates, Warning Signs
Surface Step, Symbolic Signs
Surveys, Traffic Warrants
Switch Headlights On, Command Signs
Symbolic Pedestrian Signs
Symbolic Signs
Symbols, Accommodation, Tourism Signs
Symbols,Adventure,TouristAttractions
Symbols, Arts & Crafts, Tourist Attractions
Symbols, Coastal, Tourist Attractions
Symbols, Cultural, Tourist Attractions
Symbols, Direction Signs
Symbols, Farming, Tourist Attractions
Symbols, General, Tourist Attractions
Symbols, Guidance
Symbols, Historical, Tourist Attractions
Symbols, Local Direction Signs
Symbols, Service, Emergency, Tourism Signs

Symbols, Service, Food, Tourism Signs
Symbols, Service, General, Tourism Signs
Symbols, Service, Rest and Service Area, Tourism Signs
Symbols, Service, Trucks, Tourism Signs
Symbols, Service, Vehicle Class, Tourism Signs
Symbols, Sports Attractions, Tourism Signs
Symbols, Tourism Signs
Symbols, Tourist Attractions
Symbols, Tourist Information, Tourist Attractions
Page Nos.
3.4.19
4.0.22
4.0.21
4.0.21
4.0.22
4.3.19-20
4.0.23
4.0.23
7.4.5
4.0.20
4.11.7
4.0.7
4.0.19
Symbol Sub-Group, Exclusive Secondary Messages
Regulatory Signs
2.7.7-8
Symbols, Wildlife, Tourist Attractions
Guidance Signs
4.0.20
System Objectives
Guidance Signs
4.1.2
Systems Interchange, Information Display, Freeway Signs
Guidance Signs
4.9.5
T
3.2.1
3.5.5
5.2.9
2.5.11-13
T- and Skew T-Junctions, Road Layout Signs
Warning Signs
T-Junction Chevron, Hazard markers
Warning Signs
Tariff Board Signs, Toll Taxi,
Information Signs
Reservation Signs Taxis
Regulatory Signs
Only, Command Signs
Regulatory Signs
2.3.9-10
Taxis, Prohibition Signs
Regulatory Signs
2.4.16-17
Temporary Barricade, Hazard Marker
Warning Signs
MAY 2012
SADC - RTSM - VOL 1
3.5.7
INDEX
Description
Sign Type
Temporary Diagrammatic Signing
Guidance Signs
4.12.1-2
Temporary Freeway Direction Signing
Guidance Signs
Warning Signs
4.9.5-6
3.4.21
Road Markings
Road Markings
Guidance Signs
7.1.9
7.5.3
4.10.37
Temporary Police Flashing Light, Symbolic Signs

Temporary Road Markings
Temporary Roadstuds Temporary
Tourist Facility Signs
General Principles
Guidance Signs
Guidance Signs
Terminology, "SHALL, SHOULD, MAY"

Text
Text Message Sign
Text, Pedestrian Signs
Text Sub-Group, Exclusive Secondary Messages
Three-Way Stop, Control Signs
Time Limit Sub-Group, Exclusive Secondary Messages
Page No.
1 .1.1, 1.1.4
4.1 .2, 4.10.5, 4.11 .3
4.3.1-4
Information Signs
5.2.10
Guidance Signs
4.13.9
Regulatory Signs
2.7.6
Regulatory Signs
2.2.1-5
Regulatory Signs
2.0.13, 2.7.4
Regulatory Signs
2.0.13, 2.7.4
Guidance Signs
4.0.42-43, 4.14.1-16
Toll, Pay
Regulatory Signs
2.3.14
Toll Route, Additional Toll Signs
Guidance Signs
4.14.6
Toil Route, Alternative Routes
Guidance Signs
4.7.13, 4.14.3
Toll Route Arrow Types
Guidance Signs
4.2.11-12
Toll Route, Basic Principles
Guidance Signs
4.14.2
Toll Route, Elements of
Guidance Signs
4.14.4-5
Toll Route, Payment Information
Guidance Signs
4.14.3
Toll Route, Terminology
Guidance Signs
4.14.2
Toll Route, Typical Signs and Sequences
Guidance Signs
4.14.3, 4.14.7-8
Toll Signs, Advance Exit Direction Signs
Guidance Signs
4.14.9-10
Toll Signs. Advance Off-Ramp Terminal Direction Signs
Guidance Signs
4.14.12
Toll Signs, Confirmation Signs
Guidance Signs
4.14.13
Toll Signs, Crossroad Advance Direction Signs
Guidance Signs
4.14.14
Toll Signs, Exit Direction Signs
Guidance Signs
4.14.11
Toll Signs, Far Side On-Ramp/Straight-on Direction Signs
Guidance Signs
4.14.16
Toll Signs, Near/Far Side On-Ramp Advance Direction/Tariff

Signs
Guidance Signs
4.14.15
Toll Signs, Near Side On-Ramp Direction Signs
Guidance Signs
4.14.14
Toll Signs, Off-Ramp Terminal Direction Signs
Guidance Signs
4.14.12
Toll Signs, Plaza Sequence Signs
Guidance Signs
Guidance Signs
Guidance Signs
Guidance Signs
Information Signs
Guidance Signs
Guidance Signs
Regulatory Signs
4.14.13
4.14.9
4.14.16
4.14.10
5.2.9
4.0.26-27
4.10.13
2.3.9, 2.3.13
Regulatory Signs
2.4.16, 2.4.20
Time Period, Exclusive Secondary Messages

Toll Direction Signs
Toll Signs, Pre-Advance Exit Direction Signs

Toll Signs, Route Advance Trailblazer Signs Toll
Signs, Supplementary Exit Direction Signs Toll
Tariff Board Signs
"Totem", Rest and Service Area Symbols
"Totem", Rest and Service Sign
Tour Buses Only, Command Signs
Tour Buses, Prohibition Signs
Regulatory Signs
Tour Bus,Reservation Signs
2.3.9, 2.3.13
4.10.9-10, 4.10.16
Tourism Area, High Density
Guidance Signs
Tourism Direction Signs
Guidance Signs
Tourism Facilities, Definition
Guidance Signs
Tourism Signing for By-Passed Towns
Guidance Signs
4.10.8
Tourism Signing for Part-Time Facilities
Guidance Signs
4.10.4-6, 4.10.17
Tourism Signing in Urban Areas Tourism
Guidance Signs
4.10.9
Signs, Advance Turn
Guidance Signs
4.10.21-24
Tourism Signs, Basic Principles
Guidance Signs
4.10.2-3
Tourism Signs, Classification of Facilities
Guidance Signs
4.10.3-6
INDEX
SADC - RTSM - VOL

1
4.0.17-27, 4.10.1-37
4.10.3-4
MAY 2012
Description
Sign Type
Guidance Signs
Guidance Signs
Page No.
4.10.28
4.10.25-26
Guidance Signs
4.10.18-20
Tourism Signs, Gore Exit
Guidance Signs
4.10.27
Tourism Signs, Hypotheses
Guidance Signs
4.10.2
Tourism Signs, Layby
Guidance Signs
4.10.27
Tourism Signs, Numbering
Guidance Signs
4.10.11
Tourism Signs, Objectives
Guidance Signs
4.10.2
Tourism Signs, Parking
Guidance Signs
4.10.32
Tourism Signs, Part-Time Facility
Guidance Signs
4.10.37
Tourism Signs, Part-Time Temporary Facility
Guidance Signs
4.10.37
Tourism Signs, Principles
Guidance Signs
4.10.2-3
Tourism Signs, Rest and Service "Totem"
Guidance Signs
4.10.31
Tourism Signs, Rest and Service Sequence
Guidance Signs
4.10.30
Guidance Signs
4.10.11
Guidance Signs
4.10.32
Guidance Signs
4.10.29
Tourism Signs, Confirmation

Tourism Signs, Final Turn
Tourism Signs, Freeway Advance Exit
Tourism Signs, Retroreflectivity

Tourism Signs, Roadside Emergency Service
Tourism Signs, Service Exit Sequence
Tourism Signs, Shape, Size and Colours
Tourism Signs, Sign Sequences
Tourism Signs, Signface Design Principles
Tourism Signs, Standard of Facility
Guidance Signs
4.10.10
Guidance Signs
4.10.12-17
Guidance Signs
4.10.6-7
Tourism Signs, Tourist Information
Guidance Signs
4.10.6
Tourism Sign Symbols
Guidance Signs
4.10.33-36
Tourism Signs, Warrants
Guidance Signs
4.0.18-27
Tourist Attraction Facilities, Definition
Guidance Signs
Guidance Signs
4.10.6
Tourist Attractions, Symbols
Guidance Signs
Guidance Signs
Guidance Signs
Guidance Signs
Guidance Signs
Regulatory Signs
Guidance Signs
Warning Signs
Tourist Facilities, Part-Time/Temporary Signs

Tourist Information
Tourist Route Marker Signs
Tourist Routes
Towed Vehicles, Prohibition Signs
Town Name, Location Sign
Traffic Circle, Direction of Movement Signs
Traffic Circle Mandatory Direction of Movement Arrows,
Regulatory
Traffic Cones, Other Delineation Devices
Traffic Control Ahead, Symbolic Signs
Traffic Control "Stop" Ahead, Symbolic Signs
Traffic Control "Yield" Ahead, Symbolic Signs
Traffic Flow Reversal, Lane Direction Control
Traffic Movement Affected by Obstruction, Diagrammatic Signs
Traffic Signal Face, Aspect Arrangement
Traffic Signal Faces, Numbers and Location
Traffic Signal Faces, Standard
Traffic Signal Indications, Vehicular
Traffic Signal Modes, Flashing
Road Markings
Road Markings
Warning Signs
Warning Signs
Warning Signs
Traffic Signals
Guidance Signs
Traffic Signals
Traffic Signals
4.10.33-36
4.7.15-16
4.10.10
2.4.16, 2.4.21
4.6.7
3.3.1
7.2.29
7.6.3
3.4.2
3.4.1
3.4.2
6.6.2
4.0.31-33, 4.12.8-13
6.2.4. 6.10.5
6.2.6-8, 6.10.6-8
Traffic Signals
Traffic Signals
6.0.1-4
6.2.2-4, 6.10.2-4
Traffic Signals
6.2.4, 6.10.4
Warning Signs
Traffic Signal Out of Order, Hazard Marker
4.10.4
4.0.18-27
4.10.37
3.5.8
6.0.1-6.10.9
TRAFFIC SIGNALS
Traffic Signals Ahead, Symbolic Signs
Warning Signs
3.4.1
Traffic Signals, Co-ordinated
Information Signs
5.2.7
Traffic Signals, Multi-phase
lnformation Signs
5.2.7
Traffic Signals To Control Individual Vehicles
Traffic Signals
Traffic Signal Terms

Traffic Signal Warrants
MAY 2012
6.4.1
10.3.1-6
Traffic Signals
SADC - RTSM - VOL 1
6.8.1-21
INDEX
Page No.
Description
Sign Type
Traffic Signal Warrants, Midblock Pedestrian Crossing
Traffic Signals
Traffic Surveys, Warrants

Traffic Two-way Crossroad, Direction of Movement Signs
Traffic Signals
6.8.2
Warning Signs
3.3.5
Traffic, Two-way, Direction of Movement Signs
Warning Signs
Trailblazer
Guidance Signs
Trailblazer, Advance
Guidance Signs
Trailblazer, Advance Transport
Guidance Signs
Trailblazer, Map-Type
Guidance Signs
3.3.4
4.7.4
4.7.3
4.7.5
4.7.6
Trailblazer Signs, Route Marker Signs
Guidance Signs
Trailblazer, Transport
Guidance Signs
Tram, Bus and/or Minibus, Reservation Signs
Regulatory Signs
Tram, Reservation Signs
Regulatory Signs
Trams, Buses and Minibuses Only, Command Signs
Regulatory Signs
Trams Only, Command Signs
Regulatory Signs
6.8.4
4.0.8, 4.7.3-6
4.7.5
2.5.17-20
2.5.17
2.3.18
2.3.18
2.5.21-23
Tram Stop, Reservation Signs
Regulatory Signs
Tram, Symbolic Signs
Warning Signs
Transfer, Modal
Information Signs
5.2.8
Transport Trailblazer
Guidance Signs
4.7.5
Tunnel, Symbolic Signs
Warning Signs
3.4.8
Turn Left,Command Signs
Regulatory Signs
2.3.5
Turn Right, Command Signs
Regulatory Signs
2.3.5
Two-way Traffic Crossroad, Direction of Movement Signs
Warning Signs
Types of NavigationalAid
NavigationalAid
T y p e s of Regulatory Signs
Regulatory Signs
Types of Warning Signs
Warning Signs
Regulatory Signs
U-Turn, Prohibition Signs
Regulatory Signs
Unauthorised Vehicles, Prohibition Signs
Warning Signs
Uneven Roadway, Symbolic Signs

Upward-Pointing Arrows, Direction and Freeway Direction
Guidance Signs
Upward-Pointing Arrows, Overhead Freeway Direction
Guidance Signs
Upward-Pointing Diagrammatic Arrows
Guidance Signs
Guidance Signs
Upward-Pointing Direction Arrows
3.4.27
3.3.5
8.2.1-2
2.0.1-3, 2.1.1
3.0.1, 3.1.1
2.4.9
2.4.7
3.4.14
4.2.6-11
4.2.6-11
4.2.5-6
4.2.6-11
Guidance Signs
4.10.9
Guidance Signs
4.8.6-13
Urban Freeway Direction Signs
Guidance Signs
4.9.18-26
GuidanceSigns
Urban Areas, Tourism Signing

Urban Direction Signs, Stack-Type
Urban Guidance Signing, Minimum

Urban Guidance Signing Plan
Urban Street Networks
Uses of Roadstuds
4.5.1-21
Guidance Signs
4.5.12-14
Guidance Signs
4.5.12-19
Guidance Signs
4.5.2-6
Guidance Signs
4.5.8-11
Road Markings
7.5.1-2
V
Variable Messages, Combinations
Regulatory Signs
VARIABLE MESSAGE SIGNS

VMS, Colour Code for
VMS, Dimensions for
VMS, Electrical/Electronic
VMS, Electromechanical
VMS, Manually Operated
VMS Types
INDEX
2.8.5
9.1.1-9.2.2
SADC - RTSM - VOL

1
9.1.2
9.2.1
9.1.3
9.1.3
9.1.2-3
9.1.1
9.1.2
MAY 2012
Description
Sign Type
Page No.
4.0.25
6.4.1
2.32
Vehicle Class, Service Symbols, Tourism Signs
Guidance Signs
Vehicle Control, Individual
Traffic Signals
Vehicles Exceeding Mass Only, Command Signs
Regulatory Signs
Vehicular Signal Indications, Vehicular Traffic
Traffic Signals
6.2.2-4, 6.10.2-4
Vehicular Traffic, Area of Control
Traffic Signals
6.2.1
Vehicular Traffic,Arrangement of Aspects on a Signal Face
Traffic Signals
6.0.1-9
Vehicular Traffic,Control Precedence
Traffic Signals
6.2.1
Vehicular Traffic, Flashing Modes
Traffic Signals
6.2.4, 6.10.4
Vehicular Traffic, High Speed Roads
Traffic Signals
6.2.6
Vehicular Traffic, Installation and Maintenance
Traffic Signals
6.2.8
Vehicular Traffic, Location and Numbers of Signal Faces
Traffic Signals
6.2.6-8, 6.10.6-8
Vehicular Traffic Signals
Traffic Signals
Vehicular Traffic Signals, Functions
Traffic Signals
Vehicular Traffic, Vehicular Signal Indications
Traffic Signals
Visibility/Legibility, Pedestrian Signs
Guidance Signs
Visibility, Optical Requirements
Traffic Signals
6.2.1
6.2.2-4, 6.10.2-4
4.13.4-5
6.2.5
Warning Signs
3.4.25
..
Visibility, Reduced, Symbolic Signs
6.2.1-9
W
Warning, General Sign, Symbolic Signs
Warning Road Markings
Warning Signs
Road Markings
3.4.18
7.3.1-9
3.1.1-3.7.3
WARNING SIGNS
3.0.8, 3.1.3, 3.6.1
Warning Signs, Supplementary Plates
Warning Signs
Warrant 1
Traffic Signals
6.8.3
Warrant 2
Traffic Signals
6.8.3
Warrant 3
Traffic Signals
6.8.3
Warrant 4
Traffic Signals
6.8.4
Warrant Charts
Traffic Signals
6.8.6-9
Warrants,Classification of Junctions
Traffic Signals
6.8.2
Warrants, Data Requirements
Traffic Signals
Warrants, Diagrammatic Signs
Guidance Signs
Warrants, Engineering Analysis
Traffic Signals
Warrants for Traffic Signals
Traffic Signals
Warrants, Local Direction Signs
Guidance Signs
Warrants, Midblock Pedestrian Crossing
Traffic Signals
Warrants, Overhead Signs
Guidance Signs
4.1.6-7
Warrants, Tourism Signs
Guidance Signs
4.10.6
Warrants, Traffic Surveys
Traffic Signals
Width Changes, Roadway
Road Markings
Width Limit, Prohibition Signs
Regulatory Signs
Width, One Vehicle, Structure Ahead, Symbolic
Warning Signs
Width Restricted, Symbolic Signs
Warning Signs
7.1.8-9
2.4.16, 2.4.21
3.4.12
3.4.26
Wild Animals, Symbolic Signs
Warning Signs
3.4.6
Winding Road, Direction of Movement Signs
Warning Signs
3.3.3
Winds, Crosswinds, Symbolic Signs
Warning Signs
3.4.22
Woonerf, Comprehensive Signs
Regulatory Signs
2.6.3
Word Messages, Guidance
Road Markings
7.4.6
2.2.8
5.8.1
4.12.3
6.8.1
6.8.1-6.8.21
4.11.4-6
6.8.4
6.8.2
Y
Yield at Traffic Circle
Regulatory Signs
Yield Control Ahead, Warning
Road Markings
7.3.4
Yield, Control Signs
Regulatory Signs
2.2.6
Yield Lines, Regulatory
Road Markings
7.2.2
Yield to Oncoming Traffic, Control Signs
Regulatory Signs
MAY 2012
SADC - RTSM - VOL

1
2.2.12
INDEX
Description
Sign Type
Yield to Pedestrians, Control Signs
Regulatory Signs
"Yield" Traffic Control Ahead, Symbolic Signs
Warning Signs
Y-Junction, Road Layout Signs
Warning Signs
2.2.7
3.42
3.2.3
Road Markings
7.2.25
Page No.
Z
Zig-Zag Zone Lines, Regulatory
INDEX
SADC - RTSM - VOL

1
MAY 2012
11.2.1
LIST OF FIGURES
11.2
LIST OF FIGURES
Figure No. Title
Page N o.
Chapter 1 :General Principles

1.1.2
Fig. 1.1
Typical Page Layout and Text Conventions
Fig. 1.2
Typical Figure Page Layout
1.1.3
Fig. 1.3
Key to Colour Coding
1.1.9
Fig. 1.4
Road Classification for Signing Purposes
1.2.2
Fig. 1.5
Fig. 1.6
Fig. 1.7
Basic Sign Shape and Colour Code
Fig. 1.8
Typical Example of the Application of the Regulatory Sign Shape and Colour Code to a Vehicle Class
Fig. 1.9
Fig. 1.10
Typical Road Marking Shapes and Colours
Fig. 1.11
Chromaticity Chart: Road Sign Paint
1.5.4
Fig. 1.12
Chromaticity Chart: Retroreflective Materials
1.5.5
Fig. 1.13
Chromaticity Chart: Roadstuds
1.5.6
1.3.3
Temporary Sign Colour Code Examples
1.3.4-5
1.4.4
1.4.5
1.4.6-7
1.4.8
Fig. 1.14
Chromaticity Chart: Traffic Lights
1.5.7
Fig. 1.15
Typical Problems with Longitudinal Positioning of Road Signs
1.6.3
Fig. 1.16
Further Aspects of Longitudinal Positioning of Road Signs
Fig. 1.17
Fig. 1.18
Fig. 1.19
Offsets to Reduce Specular Glare from Retroreflective Surfaces
Fig. 1.20
Fig. 1.21
Information System
Fig.1.22
Positive Guidance in Practice
Fig. 1.23
Typical Example of Positive Guidance Principles
1.6.5
1.6.6-7
1.6.10-11
1.6.12
1.7.2-3
1.7.5
1.8.3
1.8.5
Chapter 2 :Regulatory Signs

Fig.2.1
Regulatory Sign Classification
2.0.2
Fig.2.2
Regulatory Sign Shape and Colour Code
2.0.3
Fig. 2.3
Road User Symbols as Used on Regulatory Signs
2.0.4
Fig. 2.4
SELECTIVE RESTRICTION Regulatory Signs - SYSTEM and EXAMPLES
Fig. 2.5
Framework Applied to Regulatory Signing for Heavy Vehicles
Fig. 2.6
Stop Sign Derivatives
2.0.18-19
2.1.7
2.2.3
Fig. 2.7
Shoulder Sight Distance for Yield Condition
2.2.13
Fig. 2.8
Shoulder Sight Distance for Stop Condition
2.2.14
Fig. 2.9
Supplementary Bus Stop Information
2.5.22
Fig. 2.10
Examples of Minibus Stop and Bus Stop Sign Combinations
2.5.23
Fig. 2.11
Typical Examples of Limit-Limit Signs
Fig. 2.12
Typical Examples of Limit-Object Signs
2.7.10
Fig. 2.13
Typical Examples of Action-Limit Signs
2.7.11
Fig. 2.14
Typical Examples of Action-Object Signs
2.7.12
Fig. 2.15
Typical Examples of Object-Limit Signs
2.7.13
Fig. 2.16
Typical Examples of Limit-Action and Object-Action Signs
2.7.14
Fig. 2.17
Typical Examples of Regulatory Sign Combinations using Text or Symbol Message

2.8.2
Fig. 2.18
High Visibility Regulatory Signs Sizes
2.8.3
Fig. 2.19
2.8.4
MAY 2012
SADC - RTSM - VOL 1
2.7.9
CONTENTS
LIST OF FIGURES
11.2.2
Page Nos.
Figure No. Title

Fig. 2.20
Typical Examples of Regulatory Signs in Guidance Signs
2.8.6
Fig. 2.21
Examples of De-Restriction Signs
Fig. 2.22
Regulatory Sign National Variants - ANGOLA (Mirror image signs or symbols)
2.10.2
Fig. 2.23
Regulatory Sign Language Variants- Portuguese - ANGOLA and MOZAMBIQUE
2.10.3
Fig. 2.24
Individual National Variants of "Police" Signs in Reservation and Exclusive Secondary

Message Classes
2.10.4
2.9.1
Chapter 3 :Warning Signs

Fig. 3.1
Location of Advance Warning Signs
3.1.4
Fig. 3.2
Typical Examples of Warning I Information Sign Combinations - 1
3.6.1
Fig. 3.3
Typical Examples of Warning I Information Sign Combinations - 2
3.6.2
Fig. 3.4
Standard High Visibility Sign Sizes
3.6.3
Fig. 3.5
Typical Examples of High Visibility Signs
3.6.4
Fig. 3.6
Typical Warning Sign I Flashing Light Combinations
3.6.5
Fig. 3.7
Direction of M0vement Additional Variants- ANGOLA
3.7.2
Fig.3.8
Warning Signs with Rever ed Symbols- ANGOLA
3.7.3
Chapter 4 : Guidance Signs

Fig. 4.1
Expanded Guidance Sign Classification with Full Colour Code (for Permanent
Guidance Signs)
4.0.2-3
Fig. 4.2
Guidance Sign Letter, Numbering and Symbol Colour Code as Applied to Freeway Signs
4.0.4-5
Fig. 4.3
Guidance Sign Information "Layers"
4.1.3
Fig. 4.4
Basic Aspects of Guidance Signface Design
4.1.5
Fig. 4.5
Stack-Type Arrows
4.2.2
Fig. 4.6
Map-Type Arrows
4.2.3
Fig. 4.7
Downward-Pointing Arrow Type
4.2.4
Fig. 4.8
Selected Unique or Modified Arrow Types
4.2.4
Fig. 4.9
Upward-Pointing Arrow Types - Diagrammatic Signs
4.2.5
Fig. 4.10
Upward-Pointing Arrow Types - Direction and Freeway Direction Signs
Fig. 4.11
Upward-Pointing Arrows - Exit Lane Clusters, Direction and Freeway Direction Signs
4.2.7
4.2.8
Fig. 4.12
Upward-Pointing Arrows- Dedicated Exit and Through Lane Clusters, Direction and Freeway
Direction Signs
4.2.8
Fig. 4.13
Upward-Pointing Arrows- Dedicated Exit/Shared Exit and Through Lane Cluster, Direction and
Fig. 4.14
Upward-Pointing Arrows - Through Lane Clusters, Direction and Freeway Direction Signs
4.2.10
Fig. 4.15
Adaptation of Arrow Types for Use on Toll Route Signs
4.2.12
Fig. 4.16
Lettering Alphabet and Punctuation Styles
4.3.3
Fig. 4.17
4.3.6
Fig. 4.18
Recommended Rules of Signface Text Layout- Optimum Readability- Stack-Type Direction Signs
Arrow Linked Rules of Signface Text Layout- Reduced Size and Reduced Readability- Stack-Type
Direction Signs
Fig. 4.19
Intermediate Rules of Signface Text Layout- Stack-Type Direction Signs (see also page 4.3.9)
4.3.8
Fig. 4.20
Recommended Basic Signface Spacing Principles
4.3.10
Fig. 4.21
Recommended Basic Justification Principles
4.3.11
Fig. 4.22
Recommended Treatment for "Indirect" Route Numbers
4.3.12
Fig. 4.23
Punctuation
4.3.13
Fig. 4.24
The Use of Cardinal Directions or Areas
4.3.14
Fig. 4.25
Symbol Positioning and Orientation
4.3.15
Fig. 4.26
Lateral and Vertical Displacement of Guidance Signs
4.4.5
Fig. 4.27
Formula for Reading Time Required for Guidance Signs
4.4.6
Fig. 4.28
Formulae Used to Determine Letter Sizes
4.4.7
Fig. 4.29
Determination of Letter Sizes for Ground Mounted Signs
4.4.8
Fig. 4.30
Determination of Letter Sizes for Overhead Signs
4.4.9
Fig. 4.31
General Nomogram for Determination of Letter Sizes: Ground Mounted Signs
4.4.10
Fig. 4.32
Nomogram for Determination of Letter Sizes: Ground Mounted Signs- Factor D=1,0
4.4.11
Fig. 4.33
4.4.12
CONTENTS
SADC - RTSM - VOL 1
4.2.9-10
4.3.7
MAY 2012
11.2.3
LIST OF FIGURES
Figure No. Title
Page No.
Fig. 4.34
Fig. 4.35
Nomogram for Determination of Letter Sizes: Overhead Signs- Factor D=1,50
4.4.13
4.4.14
Fig.4.36
Worked Examples: Ground Mounted Signs
4.4.16
Fig. 4.37
Worked Examples: Overhead Signs
4.4.17
Fig. 4.38
Guidance Sign Information Hierarchy
4.5.3
Fig. 4.39
4.5.5
Fig. 4.40
Mobility/Accessibility Diagram
Fig. 4.41
Minor Urban Street Networks
Fig. 4.42
Major Urban Street Networks
4.5.11
Fig. 4.43
Urban Street Classification Related to Guidance Message Type
4.5.13
Fig. 4.44
Step Process for an Interim Guidance Signing Plan
4.5.15
Fig. 4.45
Minimum Urban Guidance Signing - No Numbered Routes
4.5.16
Fig. 4.46
Minimum Urban Guidance Signing - Numbered Routes
4.5.17
Fig. 4.47
Step Process to an Urban Guidance Signing Plan
4.5.19
Fig. 4.48
Overview of Guidance Signing Level Decision Process
4.5.21
Fig. 4.49
Variations in Street Name Sign Layout
4.6.3
Fig. 4.50
Typical Treatment at Freeway Bridges
4.6.4
Fig. 4.51
Typical Network of Street Name Signs
4.6.4
Fig. 4.52
Typical Suburb Name Sign Treatment
4.6.6
Fig. 4.53
Examples of Background Shapes for Metropolitan Route Marker Signs
4.7.8
Fig. 4.54
Examples of Direction Route Marker Signs
4.7.9
Fig. 4.55
Examples of Advance Direction Route Marker Signs
Fig. 4.56
Rural Guidance Sign Sequence - Class B
4.8.3
Fig. 4.57
Minimum Urban Guidance Signing - Class B
4.8.4
Fig. 4.58
Location of Advance Direction Signs
4.8.5
Fig. 4.59
4.8.7
Fig. 4.60
Typical Stack-Type Advance Direction Signs GD12
Fig. 4.61
4.8.10
Fig. 4.62

Typical Stack-Type Composite Direction Signs GD1 I GD2
4.8.11
Fig. 4.63
Fig. 4.64
Ground Mounted Exit Direction Sign Sequence - Access Interchange
Fig. 4.65
Overhead Exit Direction Sign Sequence - Access Interchange Downward-Pointing Arrows
4.9.10
Fig. 4.66
Overhead Exit Direction Sign Sequence - Access Interchange Upward-Pointing Arrows
4.9.11
Fig. 4.67
Overhead Direction Sign Sequence - Systems Interchange Upward-Pointing Arrows
4.9.12
Fig. 4.68
Overhead Direction Sign Sequence - Upward-Pointing Arrows Exclusive or "Dedicated" Exit Lane(s)
4.9.13
Fig. 4.69
Off-Ramp Direction Signing
4.9.14
Fig. 4.70
Ground Mounted Cross Road Direction Sign Sequence - Diamond Interchange
4.9.15
Fig. 4.71
Ground Mounted Cross Road Direction Sign Sequence- Parclo Interchange
4.9.16
Fig. 4.72
Examples of Freeway Advance Exit Direction Signs - GA2
4.9.19
Fig.4.73
Examples of Exit Direction Signs - GA3
4.9.22
Fig. 4.74
Examples of Advance Off-Ramp Terminal Direction Signs- GA5 and Off-Ramp Terminal
Direction Signs GA6
4.9.26
Fig. 4.75
4.5.7
4.5.10
4.7.11
4.8.8
4.3.13
4.9.9
4.10.5
Fig. 4.76
Tourism Signing Sequence- Class "A" Roads (Freeways)
4.10.12
Fig. 4.77
Tourism Signing Sequence- Class "B", "C" or "D" Roads
4.10.13
Fig. 4.78
Basic Principles- Tourism Signing for a By-Passed Town
4.10.14
Fig. 4.79
Basic Principles- Tourism Signing for Accommodation
4.10.15
Fig. 4.80
Signing of a High Density Tourism Area
4.10.16
Fig. 4.81
Signing of Part-Time Facilities
4.10.17
Fig. 4.82
Permitted Variants of Freeway Advance Exit Signs - GF1.1
4.10.19
Fig. 4.83
Typical Examples of Panels on Freeway Advance Exit Signs - GF1 '
4.10.20
Fig. 4.84
Permitted Variants of Advance Turn Signs - GF2
4.10.22
Fig.4.85
Accommodation Variants of Advance Turn Signs- GF2
4.10.23
Fig.4.86
Typical Examples of Stacks and Panels on Advance Turn Signs- GF2
4.10.24
MAY 2012
SADC - RTSM - VOL 1
CONTENTS
LIST OF FIGURES
11.2.4
Figure No. Title
Fig. 4.87
Fig.4.88
Fig. 4.89
Fig. 4.90
Fig. 4.91
Fig. 4.92
Fig. 4.93
Fig. 4.94
Fig. 4.95
Fig. 4.96
Fig. 4.97
Fig. 4.98
Fig. 4.99
Fig. 4.100
Fig.4.101
Fig. 4.102
Fig. 4.103
Fig. 4.104
Fig. 4.105
Fig. 4.106
Page No.
Permitted Variants of Final Turn Signs - GF3

Typical Tourist Information Boards
Information Layby- By-Passed Town
Supplementary Local Direction Signing - Class "B"
Route Local Direction Signing - NO Standard Direction
Signs Local I Tourism Direction Sign Combinations
Local Direction Signing- Tertiary Arterial
Permitted Variants of Advance Local Direction Sign -GDL1
Permitted Variants of Advance Local Direction Sign -GDL2
Typical Permanent Diagrammatic Sign Sequences
Typical Temporary Diagrammatic Sign Sequences
Pedestrian Signs Legibility Criteria
Typical Sign Sequence on .a Class A1 Freeway Exit Toll Route
Typical Sign Sequence on a Cross Road Approach- Toll Route
Examples of Toll Advance Exit Direction Signs
Examples of Toil Exit Direction Signs
Route Marker Signs -SOUTH AFRICA
Chapter 5 :Information Signs

Fig. 5.1
Options for the use of Sign IN11.506
Fig. 5.2
Information Sign Language Variants - Portuguese -ANGOLA and MOZAMBIQUE
Fig. 532
National Variant Sign IN16- Nam- NAMIBIA
Chapter 6 : Traffic Signals

Fig. 6.1
Differences Between Basic SADC and RSA Traffic Light Signal Switching Sequences - 1
Fig. 6.2
Differences Between Basic SADC and RSA Traffic Light Signal Switching Sequences- 2
Fig. 6.3
Examples of Traffic Light Signal Switching Sequences- 1 Leading Protected Right Turn
Operation
Fig. 6.4
Examples of Traffic Light Signal Switching Sequences - 2 Use of Single Steady Green
Arrow in RSA
Fig. 6.5
Examples of Traffic Light Signal Switching Sequences - 3 Use of Multiple Steady Green
Arrows in RSA
Fig. 6.6
Special Application of Standard Signal Faces
Fig. 6.7
Lane Direction Control Signal Faces
Fig. 6.8
Warrant chart for a 4-way 1x1 Lane Junction
Fig. 6.9
Fig. 6.10
Fig. 6.11
Fig. 6.12
Fig. 6.13
Fig. 6.14
Fig. 6.15
Fig. 6.16-27 PEDESTRIAN WARRANTS FOR :
Fig. 6.16
Fig. 6.17
Fig. 6.18
Fig. 6.19
Fig. 6.20
Fig. 6.21
Fig. 6.22
Fig. 6.23
Typical Pedestrians 7 m Effective Width of Road, 60 km/h Speed Limit

Typical Pedestrians 10m Effective Width of Road, 70 km/h Speed Limit
More than 50% Elderly Pedestrians 7 m Effective Width of Road, 60 km/h Speed Limit
CONTENTS
SADC - RTSM - VOL 1
4.10.26
4.10.34
4.10.35
4.11.3
4.11.8
4.11.9
4.11.10
4.11.11
4.11.13
4.11.15
4.12.6
4.12.7
4.13.2-3
4.13.5
4.14.4-5
4.14.7
4.14.8
4.14.10
4.14.11
4.15.2
5.2.5
5.3.2
5.3.2
6.0.5
6.0.6
6.0.7
6.0.8
6.0.9
6.2.9
6.6.3
6.8.6
6.8.6
6.8.7
6.8.7
6.8.8
6.8.8
6.8.9
6.8.9
6.8.10
6.8.11
6.8.12
6.8.13
6.8.14
6.8.15
6.8.16
6.8.17
MAY 2012
Figure No. Title

Fig. 6.24
Fig. 6.25
Fig. 6.26
Fig. 6.27
Fig. 6.28
Fig. 6.29
Chapter 7
Fig. 7.1
Fig. 7.2
Fig. 7.3
Fig. 7.4
Fig. 7.5
Fig. 7.6
Fig. 7.7
Fig. 7.8
Fig. 7.9
Fig. 7.10
Fig.7.11
Fig. 7.12
Page No.
More than 50% Elderly Pedestrians 14m Effective Width of Road, 60 km/h Speed Limit
More than 50% Elderly Pedestrians 14 m Effective Width of Road,70 km/h Speed Limit
Traffic Signal National Variants- ANGOLA
Traffic Signal National Variants- SOUTH AFRICA
:Road Markings
Standard, Reduced and Extra Modules for Broken Line Markings
Lateral Alignment of Modules for Broken Line Markings
Line Combinations Incorporating No Overtaking Lines
No Overtaking Lines for Vertical Curves
No Overtaking Lines for Horizontal Curves
Channelising Lines
Typical Box Junction Markings
Example of the Use of Lane Reduction Arrows
Typical Roadstud Use on Two-way Roadways
Typical Roadstud Use on 2 Way Multiple-Lane Roadways with Dividing Lines
Typical Roadstud use on Freeway Carriageways
Road Markings with Reversed Elements - ANGOLA
Chapter 8 :Navigational Aids

Fig. 8.1
Map showing SADC Routes
Fig. 8.2
Map Showing Primary Routes and Level 1 and Some Level 2 Destinations
Fig. 8.3
Example of Destination Selection for a Rural National Route- SOUTH AFRICA
6.8.18
6.8.19
6.8.20
6.8.21
6.10.2
6.10.7
7.1.5
7.1.6
7.2.7
7.2.8
7.2.9
7.2.12
7.2.24
7.3.6
7.5.3
7.5.4
7.5.5
7.7.2
8.1.3
8.1.4
8.5.7
Chapter 9 :Variable Message Signs

Fig. 9.1
Fig. 9.2
Fig. 9.3
Fig. 9.4
Fig. 9.5
Fig. 9.6
Fig. 9.7
Fig. 9.8
Fig. 9.9
Fig. 9.10
Fig. 9.11

7-Character x 5-Character Letters and Numerals
Further Details of 7 x 5 Character Matrices
Other VMS Design Considerations
Symbols
VMS in a Road Traffic and Safety Management System
VMS Applications in Road Traffic and Safety Management
Guidelines for Dimensions of VMS
9.1.4-5
9.1.6
9.1.8-9
9.1.12
9.1.13
9.1.14
9.1.15
9.1.16
9.1.17-18
9.1.19
9.2.2
Chapter 10 :Glossary of Terms

NO FIGURES
MAY 2012
SADC - RTSM - VOL 1
CONTENTS
LIST OF TABLES
11.3
11.3.1
LIST OF TABLES
Table No.
Title
Page Nos.
Chapter 1 :General Principles

1.1
1.2
1.3
Retroreflective Materials For Road Signs

Clear Sight Distance Requirements
Lateral and Vertical Permanent Sign Placement Dimensions
1.5.2
1.6.5
1.6.8
Chapter 2 :Regulatory Signs

2.1
Selective Restriction Message Combinations
2.2
Mandatory Signs Colour Code
2.3
Conditional Signs Colour Code
2.4
Minimum Regulatory Sign Sizes
2.5
Minimum Stopping Sight Distances
2.6
"Pay Toll" Sign Sizes
2.7
Passenger Transport Sign Sizes
2.1.2
2.1.3
2.1.4
2.1.6
2.2.4
2.3.14
2.5.12
Chapter 3 : Warning Signs

3.1
Advance Warning Sign Size and Location
3.2
Visibility Distance to Warning Sign
3.3
Critical Lengths of Steep Descent
3.4
Delineator Spacing
3.5
Sharp Curve Chevron Spacing
3.6
Recommended Chevron Module Sizes
3.7
Recommended Sizes for Overhead Hazard Marking
3.1.2
3.1.2
3.4.10
3.5.1
3.5.3
3.5.5
3.5.9
Chapter 4 : Guidance Signs

4.1
4.2
4.3
4.4
4.5
4.6
4.7
4.8
4.9
4.10
4.11
Speed Conversions
Maximum Legibility Distance (dt)
Reading Time Available (T)
Reading Time Required (t)
Recommended Letter Sizes - Rural Signs
Recommended Letter Sizes - Urban Signs
Street Name Adjuncts
Numbered Street Names and Abbreviations
Freeway Sign Background Colours
Freeway Signface Component Colours
Local Destination Classification
4.4.4
4.4.4
4.4.4
4.4.4
4.4.15
4.4.15
4.6.5
4.6.5
4.9.8
4.9.8
4.11.5
Chapter 5 :Information Signs

NO TABLES
Chapter 6 : Traffic Signals
6.1
Recommended Sight Distances for Traffic Signals on a Level Road
6.2
Warrant 1 :Traffic Volumes
6.3
Warrant 2 : Chart to be Used
6.4
Graphical Interpretation of Warrants 1, 2 and 3
6.5
Warrant 4(2) :Chart to be used for Midblock Pedestrian Crossings
6.2.6
6.8.5
6.8.5
6.8.5
6.8.5
Chapter 7 :Road Markings

7.1
Recommended Symbol Lengths
7.2
Acceptable Values for Factors Appropriate to the Specification of Road Markings
7.3
Nominal Taper Rates for Longitudinal Lines
7.4
Warrants for No Overtaking Line
7.1.3
7.1.7
7.1.8
7.2.6
CONTENTS
SADC RTSM VOL 1
MAY 2012
11.3.2
LIST OF TABLES
Page Nos.
Table No.
Title
7.5
7.6
7.7
7.8
Minimum No Overtaking Line Length

Continuity Line- Line I Gap Modules
Lane Reduction Marking Spacing
Recommended Longitudinal Roadstud Spacing
Chapter 8 : Navigational Aids

8.1
Orientation Points
8.2
Population
8.3
Route Hierarchy
8.4
Route Category and Numbering Criteria
Supplementary Criteria
8.5
Familiar Destinations :Basic Orientation Levels
8.6
8.7
Control Destinations : Basic Orientation Levels
8.8
Service Destinations : Basic Orientation Levels
8.9
Upgraded to Familiar Destination
Upgraded to Control Destination
8.10
8.11
Upgraded to Service Destination
Level 1 (Familiar) Orientation Points - RSA
8.12
8.13
8.14
8.15
8.16
8.17
8.18
8.19
8.20
8.21
8.22
8.23
Level2 (Control) Orientation Points - RSA

Level 3 (Service) Orientation Points- RSA
Level4 (Service) Orientation Points - RSA
Level 5 (Service) Orientation Points- RSA
Level6 (Service) Orientation Points- RSA
No Level Allocated Orientation Points - RSA
Border Post Orientation Points - RSA
Level 1 (Familiar) Destinations - Nam
Level 2 (Control) Destinations Nam
Level3 (Service) Destinations- Nam
No Level Allocated (Local) Destinations - Nam
Chapter 9 : Variable Message Signs

9.1
Recommended Light Point Spacings - Fibre Optic Signs
7.2.6
7.3.2
7.3.5
7.5.2
8.1.2
8.4.2
8.4.2
8.4.2
8.4.3
8.5.2
8.5.2
8.5.2
8.5.3
8.5.3
8.5.3
8.6.2
8.6.2
8.6.3
8.6.3
8.6.4
8.6.5
8.6.6
8.6.6
8.6.11
8.6.11
8.6.11
8.6.11
9.2.2
Chapter 10 :Glossary of Terms

NO TABLES
CONTENTS
SADC - RTSM - VOL 1
MAY 2012

RTSM V1 Uniform Traffic Control Device

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DIGITISED VERSION May 2012

SOUTH AFRICAN COMMITTEE OF LAND TRANSPORT OFFICIALS

Free State Department of Public Transport and Roads

De Leuw Cather (North) (Pty) Ltd-Consultant

Free State Department of Public Transport and Roads

National Department of Transport

Cape Provincial Administration Roads Branch

National Department of Transport

Cape Town Metropolitan Transport Planning

National Department of Transport

Eastern Cape Provincial Administration

Gauteng Department of Public Transport, Roads and Public Works

National Department of Environmental Affairs and Tourism

Northern Province Department of Public Works and Roads

CSIR-Roads and Transport Technology

South African Police Services

South African Police Services

Northern Cape Department of Public Works and Roads

North West Department of Public Works and Roads

Department of Transport Namibia

Gauteng Department of Public Transport, Roads and Public Works

Eastern Cape Department of Transport

Stanway Edwards Ngomane Ass - Consultant

National Department of Transport

South Africa Institute of Engineers

CSIR- Roads and Transport Technology

KwaZulu-Natal Department of Transport

National Department of Transport

Stanway Edwards Ngomane Ass - Consultant

Mpumalanga Department of Public Works, Roads and Transport

Department of Transport Namibia

Insp. LA van Heerden

Institute of Traffic Officers

Automobile Association of South Africa

Automobile Association of South Africa

Human Sciences Research Council

United Municipal Executive

Contents (with all regulatory signs in colour)

Contents (with all warning signs in colour)

SADC RTSM VOL 1

Contents (with all information signs in colour)

CHAPTER 6: TRAFFIC SIGNALS

CHAPTER 7: ROAD MARKINGS

CHAPTER 11: INDEX

SADC RTSM VOL 1

ROAD SIGN, TRAFFIC SIGNAL, ROAD MARKING

SOUTHERN AFRICAN TRANSPORT AND COMMUNICATIONS COMMISSION

Department of Transport, Namibia

Ministry of Transport and Communications, Lesotho

Ministry of Transport and Communications, Lesotho

Ministry of Transport and Communications, Malawi

Department of Transport, South Africa

Department of Transport, South Africa

Department of Transport, South Africa

Department of Transport, South Africa

Department of Transport, South Africa

Alternate representatives (not present

"mirror'' image signs for use in

examples of standard text signs in

provision for specific member state

In addition, several significant differences

in the recommended system the

in the recommended system the

relevant chapter in Volume 1. In this way