Final National Guidelines V10 13 1 16

Republic of Zambia
Ministry of Transport and Communications
National Guidelines for

Road Traffic Signing
2016
National Guidelines for
Road Traffic Signing
Republic of Zambia
2016
Table of Contents
Foreword
1. INTRODUCTION ........................................................................................................1
2. TRAFFIC SIGNING PRINCIPLES ..............................................................................1
3. TRAFFIC SIGN CLASSIFICATION ............................................................................2
4. ROAD SIGNS .............................................................................................................3

4.1. Siting and Mounting of Road Signs .............................................................................3
4.2. Regulatory Signs ........................................................................................................5
4.3. Warning Signs ..........................................................................................................10
4.4. Guidance Signs ........................................................................................................13
4.5. Information Signs ......................................................................................................17
4.6. Road Sign Materials and Manufacture ......................................................................18
5. ROAD MARKINGS ...................................................................................................21

5.1. Purpose and Classification........................................................................................21
5.2. Sizes and Design Principles......................................................................................21
5.3. Schedule of Road Markings ......................................................................................23
5.4. No Overtaking Lines .................................................................................................24
5.5. Typical Marking Layouts ...........................................................................................26
5.6. Road Marking Materials ............................................................................................30
5.7. Road studs ...............................................................................................................31
6. TRAFFIC SIGNALS..................................................................................................32
6.1. Purpose and Use ......................................................................................................32
6.2. Schedule of Traffic Signals .......................................................................................32
6.3. Signals at Junctions ..................................................................................................33
6.4. Pedestrian Signals ....................................................................................................36
6.5. Traffic Signals at Railway Crossings .........................................................................37
6.6. Technical Specifications ...........................................................................................37
7. SIGNING AT ROADWORKS ....................................................................................38

7.1. General Principles ....................................................................................................38
7.2. Typical Layouts .........................................................................................................40
7.3. Implementation .........................................................................................................42
National Guidelines for Road Traffic Signing iii

National Guidelines for Road Traffic Signing iv

FOREWORD
Road signs and markings are essential if our roads are to perform well by providing safe,
efficient and smooth travel. They are not an optional extra but a ‘must’ for the entire road
network. Equally important is the need to ensure that the signing (road markings, traffic
signals as well as upright signs) is designed to the correct Southern African Development
Community Traffic Signs Manual (SADC RTSM) standards. Further, the signing must be
used in a consistent manner, so that road users know what to expect when they see the
signing. However, care should be taken to use signing appropriately, as not doing so
undermines its credibility.
Owing to the above, the Government of the Republic of Zambia, with support of the
European Union, have developed the National Guidelines for Road Traffic Signing. The
Guidelines have been prepared to help road engineers select, design and use signs based on
the provisions of the 1998 SADC Road Traffic Signs Manual which reflect international best
practice in traffic signing.
Therefore, I urge all road authorities to use these National Guidelines to improve the standard
of traffic signing in order to make travelling in Zambia more efficient, safer and easier.
Hon. Eng. Kapembwa Simbao, MP

Minister for Transport and Communications
National Guidelines for Road Traffic Signing v

National Guidelines for Road Traffic Signing vi

1. INTRODUCTION
Traffic signs have a key role in ensuring the safe, smooth movement of road traffic. It is very
important to have a standard set of signs and to use them in a consistent manner, so that
travellers can become familiar with them. Zambia is using the SADC system of traffic signs,
which conforms to international conventions on traffic signing. Details of the SADC system
can be found in the Southern African Development Community Road Traffic Signs Manual
3rd edition (SADC RTSM), but it is very large (many volumes), and copies are not widely
available. These Guidelines have been written to provide road engineers with a simple and
practical guide to the design and use of the most common SADC signs. They aim to be an
easy-to-use reference for day-to-day signing tasks, but for anything more complicated it will
be best to refer to SADC RTSM. The Guidelines have been compiled with care, but no
responsibility is taken for any errors or misinterpretations.
The Guidelines cover road signs, signals, and road markings, and they contain technical
advice on how to use signs, what size they should be, where they should be placed and how
they should be made.
2. TRAFFIC SIGNING PRINCIPLES

Clear and efficient signing is an essential part of the road system, and a road with poor sign-
ing or with badly maintained signs is not functioning well. Road users depend on signing for
information and guidance, and road authorities rely on signing for traffic control and
regulation, and for road safety.
The key requirements for each traffic sign are that it should:
• meet a need
• command attention
• be legible
• convey a simple, clear meaning at a glance
• be placed so as to give road users time to respond
• command respect.
Signs must only be used where there is a clear need for them. The incorrect or unnecessary
use of a sign annoys drivers, and when this happens frequently, drivers lose respect for the
sign and it becomes ineffective in situations where it is really needed. For the same reason,
avoid using signs which impose a restriction which will be very unpopular and difficult to
enforce. Drivers will stop taking signs seriously when they see others ignoring them without
being caught.
Using standard signs assists in their quick recognition, as does uniformity of shape, colour
and lettering for each type. To obtain the full benefits of standardisation, the signs must be
used in a consistent manner.
It is important that the message be presented in a simple way. The SADC signs make a great
use of pictorial symbols, as these are much more effective than words and can be understood
by those who cannot read. Signs with words are used only where there is no alternative.
Signs must have sufficient impact to be noticed by drivers. This has been taken into account
in the design of the signs, but the size and siting of the sign are also relevant. For most signs
National Guidelines for Road Traffic Signing 1

there are several permitted sizes, and it is largely the speed of the traffic at the site that deter-
mines which size is appropriate.
The symbols and legends on signs must be easy to read. This has influenced the design of the
symbols, lettering, letter spacing, colours, etc., but size is again of most importance, as drivers
who are travelling fast need to be able to recognise a sign from a long distance away. This
means that the symbols and lettering need to be large enough to enable drivers to recognise
them at the required distance.
Traffic signs must be visible at night. They must be reflectorised so that they show up clearly
in vehicle headlights.
Traffic signs should be constructed and erected so that they will last for many years without
any attention apart from regular cleaning.
3. TRAFFIC SIGN CLASSIFICATION

Figure 1 shows the general classification of traffic signs. The term "road signs" is used to
mean upright signs on poles.
ROAD SIGNS Regulatory
Warning
Guidance
Information
ROAD MARKINGS Regulatory
Warning
Guidance
TRAFFIC SIGNALS Regulatory
Warning
Figure 1 General Classification of Traffic Signs

4. ROAD SIGNS
4.1. Siting and Mounting of Road Signs
General advice on sign mounting and positioning is given below, and there is more guidance
in the sections dealing with specific sign classes. It will not always be possible to follow this
advice exactly, because of site constraints. Check that:
• the signs are clearly visible from the appropriate distance
• there is no confusion about which road the sign refers to
• the signs do not obstruct the view of drivers – especially at junctions
• the signs are not placed where they could be struck by vehicles.
Siting
Signs should generally be sited on the left-hand side of the road. However, at sharp left-hand
bends it may be better to put the sign on the right-hand side of the road where it will be more
noticeable. On dual carriageway roads warning and regulatory signs should be installed in
pairs – one on the left-hand side and another on the median, or on the right-hand side if there
is no median.
Most warning signs, and some guidance signs, have to be placed in advance of the hazard or
junction to which they relate. The distance depends on the speed at which traffic approaches
the sign. Advice on siting distances is given in the sections of the Guidelines dealing with
these sign classes. It is important to be consistent, so that drivers will become familiar with
the rate at which they have to slow down. When signs have to be sited far away from their
standard position, a supplementary plate may be used to give the distance to the site. It is
better to increase the distance between a sign and the site to which it relates, rather than
reduce it.
Regulatory signs are normally sited at or near the point
Approach Visibility
where the instruction applies. Care must be taken to ensure
speed distance to
the sign that there is no confusion about which road they refer to.
(km/h)
(m) Signs are designed to be read from a specific distance, so
≤ 60 km/h 60 the sign must be sited where it can be clearly seen from this
distance - see Table 1.
80 km/h 80
≥ 100 km/h 100 - 150
If it is necessary to use two signs at the same place, they
should be spaced at least V metres apart (where V is the
Table 1 Visibility Distance approach speed in km/h), so that the first one does not
Requirements
obscure the other. Alternatively, mount both signs on the
same pole.
Avoid siting signs at places where vehicles pull off the road to park. If this cannot be avoided,
consider installing guard posts around the sign to protect it from damage. Clear the area
around the sign of trees, bushes and other vegetation, so as to reduce the risk of the sign being
obscured, or being damaged by a bush fire. When installing signs over footways try and
position the supports so that they do not obstruct the movement of pedestrians.

Mounting
Heights and Side Clearances
Recommended mounting heights are given in Table 2 below. The standard mounting height is
2100mm from the lowest edge of the sign plate to the road surface.
B Minimum Desirable Maximum

A (mm) (mm) (mm)
H G
D D A 600 1500 2000
B 1200 1500 2000
No shoulder Shoulder C 500 750
D 600 2100 2500
E 2100 2100 3000
F 5200 5500
C G 750
C
F H 6000
E C A
Kerb D
Table 2 Heights and Clearances
Footway Kerb
Signs must be set back from the road to reduce the risk of them being hit by passing vehicles -
see Table 2. Signs on traffic islands are especially vulnerable to being hit, and a small-size
sign may have to be used to achieve the necessary clearance. Signs at the ends of traffic
islands should be set back from the nose. Supports for overhead signs may need to be
protected by safety barrier.
Multiple Signs
Where it is necessary to supplement the primary sign with a secondary sign
Figure 2
providing additional information, it should be mounted beneath the primary
sign to which it refers. Wherever possible the secondary sign should be
made the same width as the primary sign - see Figure 2. The two signs can
be put on separate sign plates, but it is simpler to mount them both on a
single plate, and this produces a stronger sign that is less easily damaged or
vandalised.
Two or more signs can be mounted on the same sign pole. When two warning signs are
mounted together the sign at the top should refer to the nearest of the two hazards. When two
signs are to be mounted on the same pole it looks neater if they are made the same width.
Backing Boards
Mounting a sign on a backing board – see Figure 3 – makes it stand out
against the background. However, this should only be done when it is an Figure 3
important sign that drivers might otherwise not notice. If backing boards are
too widely used, drivers may stop noticing them. An alternative way of
making a sign more visible is to make it larger than normal.

Angle of the Sign Plate

Sign plates are normally mounted so that they face the driver. The Figure 4
plate should be angled at approximately 930 to the direction of travel
in order to avoid mirror-like glare when the sign is illuminated by
vehicle headlights – see Figure 4. To obtain a 93° angle the sign 93
0
should be offset by 52mm per metre of sign width. Where the sign is
to be sited on the outside of a curve it should be mounted at 930 to the
tangent to the curve from the expected point from which the sign will
be read (normally about 100 - 150m from the sign).
4.2. Regulatory Signs

Use and Classification
Regulatory signs are used to control the actions of road users in the interests of safety and the
efficient use of road space. Failure to obey regulatory signs is an offence.
There are four groups of regulatory signs – see Table 3.
Group Sample Function Sign numbers
sign
CONTROL Exercise control over the right of R1 – R6
way of traffic
COMMAND Instruct drivers what to do R103 - R137
PROHIBITION Instruct drivers what they must not R201 - R245

do
RESERVATION Reserve road space for specific R301 - R360
vehicle types
Table 3 Classification of Regulatory Signs
The R1 Stop and R2 Yield signs (Control Group) need to be much more widely used at
junctions, so that drivers always know who has priority. The Yield sign is the correct one to
use, unless the visibility at the stop line is so poor that drivers must bring their vehicle to a
complete stop in order to check whether it is safe to proceed. It is also very important to try
and manage speeds by means of R201 Speed Limit signs.
Secondary Message Signs
Figure 5
Where it is necessary to qualify the message on a regulatory sign a
secondary sign, called a secondary message sign, should be added
– see Figure 5. Secondary message signs always have the same
colour scheme as the primary sign with which they are used. They
must never be used on their own. Secondary message signs should
be mounted on the same sign plate as the primary sign.
Temporary Signs
When Command, Prohibition and Reservation Group signs are used for temporary
restrictions, such as at roadworks, they should have yellow backgrounds – see Table 4. Sign
numbers for these temporary versions start with ‘T’ (e.g. TR201 is the temporary version of

the R201 Speed Limit sign). The colours of the Control Group signs (the STOP sign etc.) do
not change when the sign is used on a temporary basis.
Command Prohibition Reservation Figure 6 –
Group Group Group R202-600
Border Black Red Black
Background Yellow Yellow Yellow
Symbol Black Black Black
Table 4 Colour Code for Temporary Regulatory Signs
End of a Restriction
Many regulatory signs impose some form of restriction on road users, and this remains in
force until it is removed (de-restriction) or changed by another sign. De-restriction is achieved
by installing a sign that shows two red crossbars over the restriction sign - see Figure 6.
Siting and Sizes
Regulatory signs are normally sited on the left-hand side at or near the point where the
instruction applies. It is important to make sure that there is no confusion about which road
they refer to. Drivers must be able to see the sign in time to read the message and act on it.
A second sign on the right-hand side may be used where extra emphasis is needed – examples
include speed limit signs at the entrance to a built-up area on a high-speed road, and the No
Entry signs used to stop drivers going the wrong way along a one way street. On dual
carriageway roads, signs should be installed in pairs – one on the left-hand side and another
on the median.
Table 5 gives the recommended sizes for standard regulatory signs. Larger sizes may be used
where extra emphasis is needed.
Circular sign Rectangular sign
Approach speed
(diameter) (mm) (H x W) (mm)
≤ 60 km/h 600 600 x 450
(900 on 3-lane roads
and dual carriageways)
80 km/h 900 900 x 675
≥ 100 km/h 1200 1200 x 900
Overhead signs 1600 1600 x 1200
Table 5 Sizes of Standard Regulatory Signs
Reduced sizes are recommended for:
(a) Signs on traffic signal faces – 300mm diameter
(b) Keep Left signs on traffic bollards – 300mm diameter
(c) Parking signs – 450mm diameter and 450 x 340mm
Variable message signs (VMS)

These are signs with a display that can be varied automatically. An example is the sign that
tells you what speed you are doing, but there are many other applications, and some have
great potential to improve safety and traffic flow. There is evidence that drivers take more
notice of them than fixed signs. For them to work as regulatory signs the display should copy
the signface of the fixed sign equivalent, though it is acceptable to use white or yellow
symbols or text on black backgrounds.

Schedule of Regulatory Signs
4 3
R1 R1.4 4-way Stop R1.5 R2 R2.1

Stop R1.3 3-way Stop Stop / Go Control Yield Yield to
Pedestrians
R2.2 R3 R4.1 R4.2 R4.3 R6

Yield at Mini No Entry One-Way (Left) One-Way (Right) One-Way (Straight Yield to
Circle On) Oncoming
Traffic
R103 R104 R105 R106 R107 R108

Keep Left Keep Right Proceed Left Proceed Right Proceed Straight Turn Left Ahead
Only Only Only
R109 R110 R111 R121 R137

Turn Right Pedestrians Only Cyclists Only Buses Only Roundabout
Ahead
R201 R202 R203 R204 R205 R206

Speed Limit Mass Limit Axle Load Limit Height Limit Length Limit No Excessive
Noise
R209 R210 R211 R212 R213 R214

No Left Turn No Right Turn No Left Turn No Right Turn No U-turn No Overtaking
Ahead Ahead
R216 R217 R218 R219 R220 R222

No Parking No Stopping No Pedestrians No Cyclists No Cyclists and No Motorcycles
Pedestrians

R223 R224 R225 R227 R229 R239

No Motor Cars No Taxis No Minibuses No Buses No Goods Width Limit
Vehicles
R241 R208 R202-600

No Hawkers No Unauthorised End of
Vehicles Restriction
(example)
R301 R301-P R302 R303 R304 R325

Area Reserved Bus Parking Area Bus Lane Start of Bus Lane Bicycle Lane Bus Stop
for Buses
R305-P R306-P R308-P R309-P R310 R310-P

Parking Limited Duration Car Park Parking Area for Area Reserved for Parking Area for
Parking Taxis Minibuses Minibuses
R312 R313 R313-P R323-P

Area Reserved Area Reserved for Goods Vehicle Disabled Persons
for Use by Use by Goods Parking Vehicle Parking
Delivery Vehicles
Vehicles
SECONDARY MESSAGE SIGNS FOR USE WITH REGULATORY SIGNS

Colours: border, background and text/symbol as for primary sign
(R)501 (R)502 (R)503 (R)506 (R)520 (R)522

One Time Period Two Time Two Time Periods Max. Stay During Reserved Reserved
Periods One Time Period Movement Left Movement in
(R)521 Right Both Directions
(R)535 (R)560 (R)561 (R)562 (R)563 (R)564

Distance over Bus (message Bicycle Motorcycle Motor Car Taxi
which the limit on primary sign
applies applies to
buses)

(R)565 (R)567 (R)568 (R)569 Goods (R)570

Minibus Delivery Vehicle Goods Vehicle Vehicle Over Construction
Indicated Gross Vehicle
Vehicle Mass
Guidance on setting local speed limits

The national speed limits are 50km/h in built-up areas and 100km/h in non-built-up areas, but
these are not widely known. Lower limits apply to some vehicle types. Road authorities must
sign the national limits, especially at the edges of built-up areas. They should also impose
local speed limits in situations where the national limit is inappropriate – most commonly
where it is too high for a road with unusually high crash risks. Key principles for effective
speed limit signing are:
• Use limits that fit the appearance of the road – combining speed limit signs with
warning signs (or placename signs at the entrance to villages) helps to explain why the
limit is being imposed
• Do not have too many changes of speed limit over a short distance – at isolated
hazards use warning signs rather than speed limits – the absolute minimum length of
a speed limit zone should be 200m, but 500m is the preferred minimum
• Reinforce speed limits using traffic calming measures (speed humps, traffic islands,
carriageway narrowing, etc.) where non-compliance is likely to be a problem, such as
through villages on rural arterial roads.
Local speed limits should be determined only after a thorough assessment of road function,
traffic volumes, crash history and safety risks. Consult the traffic police, and, where possible,
local residents and road user groups. Table 6 gives general guidelines.
1
Road type Crash risk factors Speed limit
Urban - local access and No high-risk factors 50
collector roads Frequent pedestrian or cyclist crashes – many crossing pedestrians 40
– no footways - schools
As for 40km/h limit but very high numbers of pedestrians in and 30
along the road (e.g. shopping centres and shared spaces)
Urban - undivided arterials No high-risk factors 60
(single carriageways) Frequent pedestrian or cyclist crashes – many crossing pedestrians 50 or 40
– no footways - schools
Urban - divided arterials No high-risk factors 80
(dual carriageways) Frequent pedestrian or cyclist crashes – many crossing pedestrians 60 or 50
– no footways – schools – roadside hazards such as trees – on-road
parking – more than 4 access points per 100m – unprotected turns
Rural - undivided arterials No high-risk factors 100
Crash rate is high – carriageway width is substandard – no 80
shoulders or narrow shoulders – poor alignment
As for 80km/h limit but difficult alignment with many sharp bends or 60
grades – many pedestrians or cyclists (e.g. approaches to villages)
Villages 50
Villages where development is close to the road 40 or 30
1
Only one of the factors needs to be present to qualify the road for the reduced limit
Source: Derived from ‘Model National Guidelines for Setting Local Speed Limits at High-Risk Locations’, Austroads Research
Report AP-R455-14
Table 6 Guidelines for Risk-based Assessment of Local Speed Limits

4.3. Warning Signs

Warning signs are used to alert drivers to danger or potential danger ahead. They indicate a
need for extra caution by road users, and perhaps a reduction in speed, though this is not
mandatory. Adequate warning signs can greatly assist road safety. To be most effective
however, they should be used sparingly. Do not use warning signs in situations where the
problem is obvious, or is so minor that no extra care is necessary. Junctions with side roads
for example are not usually a danger when traffic speeds are low and visibility is good.
There are two groups of Warning Signs:
Group Sample Description Sign
sign numbers
Advance Warning Road Layout W100 Series
Signs Movement W200 Series
Symbol W300 Series
Hazard Marker Curve and object W400 Series
Signs markers etc.
Table 7 Classification of Warning Signs

Hazard marker signs, including delineator posts, should be much more widely used, as they
are of great help to drivers, especially at night.
Supplementary Plates
Supplementary plates that provide additional information may be used beneath the primary
sign – these belong to the Information Signs Group. A typical example is the IN11.3
“Distance to” sign which can be used to tell drivers the distance to the hazard.
Temporary Signs
When warning signs are used for temporary situations they shall have yellow backgrounds
instead of white backgrounds. Signs that are only used temporarily, such as the TW336
Roadworks sign, always have yellow backgrounds.
Siting and Sizes
It takes time for a driver to act on the message given by a warning sign and slow the vehicle
down to a safe speed. Therefore signs must be sited sufficiently far ahead of the hazard to
allow for this. Signs must also be large enough to be read clearly by drivers travelling at
above average speeds. Table 8 gives the siting distances and sizes of standard warning signs
for different traffic speeds. Where extra emphasis is required use the next larger size to that
indicated in the Table, or mount the sign on a high visibility backing board. If it is necessary
to site the sign a long way away from the standard position, the distance to the hazard should
be indicated on a supplementary plate. Hazard marker warning signs should be located close
to the hazard.

Advance Hazard marker signs

Distance of warning width
Approach height
sign from signs - side
speed 1
W401 W405 W407 W409
2
hazard (m) length (mm)
W402 W406 W408 W410
≤ 60 km/h 120 900 200 400 1200 2400
800 400 400 400
80 km/h 160 1200 250 600 1800 3600
1000 600 600 600
≥ 100 km/h 240 1500 300 800 2400 4800
1200 800 800 800
1 2
Does not apply to hazard markers. Assumes vehicles need to reduce speed to 20km/h at the hazard. When used
underneath a direction sign the sign shall be adjusted to equal the length of the direction sign
Table 8 Siting and Sizing of Warning Signs
Schedule of Warning Signs
W101 W102 W103 W104 W105 W106

Crossroads – Crossroads – a Crossroads – a T-junction Skew T-junction Skew T-junction
neither has priority minor road major road (Right) (Left)
crosses crosses
W107 W108 W109 W110 W111 W112

Side Road Side Road Staggered Staggered Sharp Junction Sharp Junction
Junction (Left) Junction (Right) Junctions (Right- Junctions (Left- (Half Left) (Left)
Left) Right)
W113 W114 W115 W116 W117 W118

Sharp Junction Sharp Junction Y-junction End of Dual End of Dual Start of Dual
(Half Right) (Right) Roadway (To Roadway (Straight Roadway
Right) on) (Straight on)
W119 W201 W202 W203 W204 W205

Start of Dual Roundabout Gentle Curve Gentle Curve (Left) Sharp Curve Sharp Curve (Left)
Roadway (To Left) (Right) (Right)

W206 W207 W208 W209 W210 W211

Hairpin Bend Hairpin Bend Winding Road Winding Road (Left Combined Curves Combined Curves
(Right) (Left) (Right – Left) – Right) (Right – Left) (Left – Right)
W212 W213 W214 W215 W301 W302

Two-Way Traffic Two-Way Traffic Right Lane Ends Left Lane Ends Traffic Signals Traffic Control
Crossroads (minor roads) (minor roads) Ahead “Stop” Ahead
W303 W306 W307 W308 W309 W310

Traffic Control Pedestrian Pedestrians Children Cyclists Domestic Animals
“Give Way” Ahead Crossing
W313 W318 W319 W320 W321 W322

Wild Animals Railway Crossing Tunnel Height Restricted Length Restricted Steep Descent
W323 W326 W327 W328 W329 W330

Steep Ascent Narrow Bridge One Vehicle Road Narrows Both Road Narrows Road Narrows
Width Structure Sides From Right Side From Left Side
W331 W332 W333 W334 W335 TW336

Uneven Roadway Road Humps Slippery Road Falling Rocks Falling Rocks Roadworks
(From Right) (From Left)
TW338 W339 TW340 TW343 W348 W349

Loose Stones General Warning Edge Drop “Stop/Go” Control Jetty Edge or Crosswinds
Ahead River Bank

W350 W351 W352 TW353 W355 W360

Drift Low Flying Aircraft Agricultural Road Crash Traffic Queue Width Restriction
Vehicles
W401 W402 W403 W404 W405 W406

Danger Plate / Danger Plate / Railway Crossing Railway Crossing Sharp Curve Sharp Curve
Delineator Plate Delineator Plate (more than one Chevron (Single) Chevron (Single)
(Left) (Right) track) (To the Right) (To the Left)
W407 W408 W409 W410

Very Sharp Curve Very Sharp Curve T-junction Chevron Dead End / Road Closed Chevron
Chevron (Triple) Chevron (Triple)
(To the Right) (To the Left)
TW411 W413 W415 D3 TD4

Barricade Pass Either Side Overhead Danger Delineators Traffic cone
Plate
4.4. Guidance Signs

Guidance signs give road users information on how to find their way to their destination.
They also help to reduce delay and keep traffic flowing smoothly and safely through
junctions. Guidance signs belong to one of five groups:
1
Group Sample sign Description Sign number prefix
LOCATION Place names, river names GL
DIRECTION Direction signs before and at GD

junctions
TOURISM Directions to tourist attractions, GF

services and facilities
LOCAL Direction signs for minor, local GDL

DIRECTION destinations in urban areas
DIAGRAMMATIC Signs warning of a change in GS

road layout ahead (e.g. start and
finish of climbing lane)
1
Temporary signs will normally have black letters on a yellow background and a black border
Table 9 Classification of Guidance Signs

Direction Signs - Types and Siting

Direction Signs are one of the most important groups of Guidance Signs. They include:
• Advance direction signs (GD1, GD5, GD8) - these give route information to drivers
approaching a junction, and are normally sited as follows:
Approach speed Distance of sign from

junction (m)
≤ 60 km/h 50 - 90
80 km/h 90 - 150
≥ 100 km/h 150 - 220
• Direction signs (GD2, GD4) - these give route information at the junction and often
point along the route referred to
• Confirmation signs (GD3) - these list the destinations ahead, and are placed about 100m
after important junctions, and at intervals along the road.
GD1
Figure 7 Typical Layout of Direction Signs at a
Major Junction in a Rural Area
GD3 Notes:
1. At less important junctions, or on minor road
approaches to junctions, the GD1 signs may be
replaced by a warning sign (W104, W107, W108 or
GD3
other appropriate to the junction layout)
2. At junctions with minor, local roads, the GD1 sign
GD2 may be replaced by the appropriate warning sign,
and the GD2 sign may be replaced by the GD4
GD2 GD2 Fingerboard sign
3. Where the junction is a roundabout or has a
GD1 complex layout the appropriate map-type sign (e.g.
GD5 or GD8) must be used instead of GD1
4. A W409 chevron sign may be added below the GD2
GD3 sign that faces the traffic approaching along the
stem of the T-junction
5. GD3 Confirmation signs are normally used only at
major junctions.
GD1
Selection of Destinations
There is a need for a systematic approach to the selection of the destinations that are to appear
on Guidance Signs. It is essential to achieve continuity of destination signage along a route,
meaning that once a placename appears on a sign it should appear on all subsequent signs
until the place itself is reached. Refer to Chapter 8, Volume 1 of SADC RTSM for more
advice.
Sizes and Design Principles
There are no standard sizes for text-based guidance signs. The size depends on the amount of
text, and the size of the lettering. Do not guess sign sizes when preparing Bills of Quantities –
the only way to accurately determine the size is to prepare dimensioned designs.
General guidance on lettering size is given in Table 10, but refer to Section 4.4, Chapter 4,
Volume 1, SADC RTSM for more detailed recommendations.
Capital letter Lower case
Approach
Typical situation height (mm) letter height
speed
(mm)
< 50 km/h Very minor roads 112 80
50 km/h Local urban and rural roads 140 100
Urban and rural 2-lane roads and
60 km/h 175 125
urban dual carriageways
80 km/h Good standard rural main roads 210 150
High standard rural main roads, and
≥ 100 km/h 280 200
all signs mounted overhead
Table 10 General Guidance on Lettering Size
Note: Tourism signs can have lettering that is one size class below that shown.
Once the lettering size has been chosen, the design should proceed according to the layout
rules set out in Section 4.3, Volume 1, SADC - RTSM. It is important to use the letter styles
and inter-letter spacings that are prescribed there. The computer program ‘Road Sign Design
Unlimited’ from Trafsoft (www.trafsoft.com) makes designing guidance signs to SADC
standards quick and easy. It outputs fully dimensioned drawings that the sign manufacturer
can use to reproduce the design exactly.
Most Direction and Local Direction signs take the form of a stack of panels, each one with an
arrow and associated destination(s) - these are called "stack-type signs." Section 4.3, SADC
RTSM provides two alternative sets of layout rules for these signs. The "recommended rules"
produce large signs with optimum readability, whereas the "intermediate rules" result in
smaller signs that are not quite as easy to read. Given that sign materials are expensive it is
acceptable to use the "intermediate rules."
Ideally, no more than four destinations should appear on one sign - and no more than two
destinations should be given for any one direction (except on GD3 Confirmatory signs).
Where two or more destinations are shown for one direction the nearest destination will be at
the top. Signs should display the route number of Trunk (T) Main (M) and District (D) roads -
in yellow.
Signs depicting a map of the junction (e.g. GD5, GD8) should always be used in preference to
stack-type signs for roundabouts or other complex layouts. They are generally larger than
stack-type, and thus more expensive, but they give drivers a better understanding of how the
junction is laid out.
Where a junction has advance direction signs as well as direction signs, the direction signs
can have lettering that is one size class below that of the advance direction signs, because the
advance directions signs will have had the effect of slowing down those drivers that are
turning at the junction.
Symbols for Facilities and Tourist Attractions
Symbols are an efficient way to show directions to facilities and attractions. Priority should be
given to signing major traffic generators, (bus termini, airports, etc.) and emergency services
(major hospitals and police stations). Tourism signs (brown background) should be used to
sign general services for travellers (rest areas, petrol stations, refreshments) and all kinds of
tourist attractions. A few examples of symbols are shown in the Schedule of Guidance Signs,
but refer to Chapter 4, Volume 1, SADC RTSM for details of the full range.
Schedule of Guidance Signs
GD1 GD1 GD2

Stack-Type Advance Direction Sign Stack-Type Advance Direction Sign Stack-Type Direction Sign
with street names
GD2 GD2 GDL2

Stack-Type Direction Sign with Chevron (for Stack-Type Direction Sign with street Stack-Type Local Direction Sign with
use at T-junctions) name Tourist Destination Panel
GDL2 GD3 GD4 Fingerboard - minor

Stack-Type Direction Sign – Local Roads Confirmation Sign destinations
GDL3 Fingerboard - minor, local
destinations
River Camp
GD8 GF2 GF3

Map-Type Advance Direction Sign - Stack-Type Direction Sign – Tourist Final Turn Sign – Tourist Attractions,
Roundabout Attractions, Services and Facilities Services and Facilities
GL1 GL3 GL4 Symbol for city Symbol for

Street Name Town or Village River Name centre / central airport
Name business area
POL
H
GS101 Left-hand lane ends GS205 GS805 GFS B1-2 GFS B1-3 GFS B1-4
Lane added Lane pre- Police symbol Hospital symbol First Aid Post
on left hand selection sign (with name)
side (example)

GFS B2-1 GFS B3-1 GFS B4-1 GFS B4-2 GFS B4-3 GFS B4-4
Filling station and Truck rest and Restaurant Refreshments Take-away Rural shop / cafe
workshop service area
GFS B5-1 GFS B5-2 GFS B5-7 GFS B5-8 GFS B5-9 GFS B6-3
Parking Toilets Picnic area Tourist information Facility for the Rest and service
handicapped area
4.5. Information Signs

The most common type of information sign is the supplementary plate that provides
additional information to that given on the primary sign. A typical example is the IN11.3
“Distance to” sign which is sometimes used with warning signs to tell drivers the distance to
the hazard. Other information signs indicate the presence of an information centre or other
facility.
Sizes and Design Principles
Supplementary plates have black lettering, symbol and border on a white background. The
width of supplementary plates should normally match that of the primary sign, but make sure
that the text on a supplementary plate is large enough to be read by drivers. The standard text
size is a capital letter height of 140mm and a lower case letter height of 100mm. There should
normally be no more than two lines of text. When the supplementary plate is to be used with a
small sign, such as a 600mm diameter regulatory sign, it is permissible to reduce the text size
to 112mm / 80mm and condense the lettering slightly.
Other information signs, such as the cul-de-sac signs, are normally 600mm (h) by 450mm (w)
and have white symbols and border on a green background. If additional information signs are
needed they should follow the design of IN12 and IN16. Symbols shall be used instead of text
wherever possible.
Schedule of Information Signs
IN4 IN5 IN6 IN12 IN16

Cul-de-sac Cul-de-sac Cul-de-sac Information Centre Bus Stop Ahead
IN11.1 IN11.2 IN11.3 IN11.4 IN11.568 IN11.502

Supplementary. Supplementary. Supplementary. Supplementary. Supplementary Arrow left
Plate-Advisory Plate-Distance Plate-Distance Plate-Text Plate-Vehicle IN11.503
speed "For" "To" Message Class (example) Arrow right
(example)

4.6. Road Sign Materials and Manufacture

Sign Specifications
This section contains general advice on sign materials and manufacture, but it is not intended
to be a replacement for Standard Specifications. The components of a traffic sign are:
• sign face
• sign plate
• sign support frame
• sign post.
Sign Face Materials
It is recommended that all traffic signs, permanent and temporary, be fully reflectorised by
making the sign face from retroreflective sheeting - a special type of reflective material that
reflects light back to the light source, which in this case is the vehicle headlight. A fully
retroreflective sign looks the same during both day and night.
There are many grades of sheeting available, each providing different levels of
retroreflectivity when viewed under standard conditions. You must use traffic sign sheeting
not commercial grades. Low-grade traffic sign sheeting is made from glass beads stuck to a
backing sheet, but it is better to use sheeting made up of microprisms (prismatic or
microprismatic sheeting).
SATCC’s Draft Standard Specifications for Road and Bridge Works are widely used in
Zambia. Section 5400 Road Signs refers to three classes of retroreflective material, but it
describes them using product names rather than technical specifications, and it does not cover
high-performance grades. The American Society for Testing and Materials (ASTM) has
devised a set of technical specifications – D4956-09 Standard Specification for
Retroreflective Sheeting for Traffic Control - which are internationally recognised, and it is
recommended that these be used when ordering signs. A new classification is recommended,
as follows:
Class 1 – ‘Engineering grade’ retroreflective material (7 year warranty grade) conforming to
ASTM Type I
Class 2 – ‘Super-engineering grade’ retroreflective material conforming to ASTM Type II
Class 3 – ‘High-intensity grade’ microprismatic retroreflective material (10 year warranty
grade) conforming to ASTM Type III and IV
Class 4 – ‘Diamond grade’ microprismatic retroreflective material (10 or 12 year warranty
grade) conforming to ASTM Type IX
If retroreflective performance is not critical it is acceptable to use Class 1 sheeting, but Class
3 sheeting is many times brighter, and longer lasting, so it is likely to be the most cost-
effective option for signs on major roads.
The sign supplier must submit test certificates from a reputable laboratory indicating that the
sign sheeting meets the ASTM retroreflective standard that has been specified. The purchaser
can also check this with a retroreflectometer. The supplier must also warrant that, if the
retroreflective performance of the sign (as measured on-site using a hand-held
retroreflectometer) falls below a specified minimum during the warranty period, he will
replace the sign or restore it to its original performance. This is the best way of ensuring that
the signs will be of proper quality.

Coloured areas should preferably be made either by applying coloured ink to white sheeting,
or by applying coloured overlay film onto white sheeting. Another method is to use pre-
coloured sheeting – whereby, for example, letters and symbols are cut out of white sheeting
and fixed down onto a background of green sheeting. Black symbols and letters shall
preferably be made from black non-reflective overlay film. Film, ink and sheeting shall come
from the same manufacturer and be applied in accordance with their instructions.
It is important to use standard colours on traffic signs (ASTM D4956-09 gives colour
specifications) though the small variations that occur between sheeting from different
manufacturers are permissible.
Sign Plate
Aluminium alloy sheet is the preferred material, because of its lightness and resistance to
corrosion. However, it is expensive. Epoxy-coated galvanised steel (such as Chromadek) has
been widely used for signs in Southern Africa and seems to have performed adequately. The
cleaning and preparation of steel plates needs to be of a very high standard, but even then
there will always be a risk that the plate will corrode around the bolt holes or places where the
coating has been damaged. With all materials, proper cleaning and degreasing is essential to
ensure good adhesion of the sheeting. The back of the sign plate shall be painted grey (white
for R1 signs), and the sign manufacturer’s name and the date of manufacture shall be
permanently marked on it.
Sign Support Frame and Fastenings
All sign plates, with the exception of very small ones, need to be stiffened so as to prevent
them from being deformed by wind pressure, minor collisions, or attack by vandals. This is
normally done by bolting the sign plate to a back support frame made of angle iron or
aluminium sections. It is essential that all frames, brackets, clips, rivets, nuts, bolts and
washers be corrosion-proofed if not made of aluminium or stainless steel. The frames and
brackets shall then be painted grey. The method of fixing to the post shall be as shown on the
scheme drawings or be as approved by the engineer in charge of the scheme.
Sign Post
Sign posts will normally be made of galvanised steel tube set in concrete foundations. It is
recommended that collapsible or breakaway posts be used on high-speed roads, especially if
the sign is within 9m of the carriageway edge. Concrete posts are not crashworthy.
Anti-theft Precautions
Sign theft and vandalism is a problem in Zambia. The answer lies in the road authorities
working with the Zambia Police and the justice system to deter the criminals involved.
Greater efforts to encourage roadside communities to take some responsibility for the road
and the road equipment could also bring benefits. Although nothing can stop really
determined criminals and vandals there are some things that can be done to make things more
difficult for them, and these are reviewed below.
Increased sign height
Mounting the sign with the bottom edge at least 2.1m above ground makes access more
difficult. Night-time reflectivity decreases the further the plate is from the headlight beam,
but, provided that good-quality reflective sheeting has been used, this will not be a problem.
Welding the nuts on the bolts
Spot-welding the nuts onto the bolts holding the plate to the post will make it much more
difficult to remove the sign plate. Avoid using rivets to attach the sign plate.
Using large concrete foundations

This helps prevent someone from stealing the whole sign. It also reduces the risk of damage
to the sign from grass fires.
Drilling holes in the sign plate
This has been common practice in some neighbouring countries for many years, and seems to
have been fairly effective. However, if it is done with galvanised steel plates, instead of
aluminium, there is a risk of rusting, which may stain the sign surface.
Use of plastic or fibreglass sign plates
Key advantages of these plates are that they have no scrap value and cannot be re-worked into
pans or farming tools – though they can still be used as roofing sheets. There is some concern
that they might degrade after years of exposure to the African sun, and this is perhaps one of
the reasons why some manufacturers of sign sheeting will not issue performance guarantees if
their sheeting is applied to plastic or fibreglass.
Use of composite plastic / aluminium sign plates
Some sign manufacturers are using a sign plate which is plastic laminated with two very thin
aluminium sheets. It is strong, light, has little scrap value, cannot be re-worked, and the sign
sheeting will bond perfectly to the aluminium face. However, the plates still have a value as
roofing sheets.
Applying a clear protective film to the sign
In some areas vandals seem to get pleasure from peeling off the coloured film and sheeting
used to create the image, or spraying paint over it. It is possible to make signs with a layer of
clear film (sometimes called ‘Protective Overlay Film’) that protects the sheeting materials
below it. This clear layer also makes it easier to remove graffiti and stickers. There is however
a 10% reduction in reflective performance. Applying varnish to the reflective sheeting is not
recommended.
Filling sign post pipes with concrete
This makes it difficult to saw through the pipe, and reduces its value as a water pipe.
However, it can still be used as a roof support.
Drilling holes in sign post pipes
This reduces its value as a water pipe, but it can still be used as a roof support.
Checklist of Sign Supply Requirements
It is recommended that contractors be required to provide the following information and items
before being given approval to supply signs:
• name of sign manufacturer and sheeting manufacturer
• retroreflective performance of the sheeting, as determined by a reputable laboratory
• letter of warranty, endorsed by the sheeting manufacturer, specifying the minimum
retroreflective performance at the end of the warranty period
• a sample of the reflective sheeting for each colour to be used
• a sample sign
• details of the sign plate stiffening and fastenings (unless included in the drawings)
• a written declaration that the signs to be supplied will meet all the requirements of the
specifications.

5. ROAD MARKINGS
5.1. Purpose and Classification
Road markings can be used to control, warn, or guide road users. Regulatory markings have
legal backing, so a driver who disobeys the instruction is committing an offence. Other
markings are for guidance only. Markings comprise longitudinal lines (centre lines, edge
lines, etc.) transverse lines (stop lines, and give way lines, etc.) and other types, such as
arrows, symbols, patterns and words. Longitudinal lines are good for giving a continuing
message to the driver - for example they can be used to guide drivers in the correct
positioning of their vehicles so that the traffic flows more smoothly and safely. Road studs
can be used to make longitudinal lines more effective.
Road markings have the limitation that they get covered up by dirt, and they wear away quite
quickly on heavily-trafficked roads. Nevertheless, they serve a very important function in
conveying to drivers information and requirements which might not otherwise be possible by
post-mounted signs.
Where traffic congestion occurs, extensive use of road markings is essential to ensure that full
use is made of the available road space. In particular, widespread use of lane markings is
desirable; by enhancing lane discipline they add to the safety of traffic, besides improving
traffic flows. And at junctions transverse road markings can be very useful in showing drivers
exactly where to stop or give way. Improving the road markings is often one of the most cost-
effective ways of treating sites with traffic and safety problems.
It is strongly recommended that road markings be considered in detail at the design stage of
new or improved junctions.
5.2. Sizes and Design Principles
Key requirements for road markings include:
• good visibility by day and night
• good skid resistance
• durability
• clarity of message
• symbols and words should be elongated in the direction of traffic (usually by a factor of
three times whilst retaining the original width).
The design principles for line markings are:

• broken longitudinal lines are permissive in character
• continuous solid longitudinal lines are restrictive in character
• double continuous solid longitudinal lines indicate maximum levels of restriction
• the width of the line is an indication of the degree of emphasis attached to the marking.
General guidance on the size of markings is given in Table 11, but refer to Chapter 7, Volume
1 and Chapter 12, Volume 4, SADC RTSM for more comprehensive coverage.

Marking Colour Description Dimension (mm)

Number Rural (speed > 60 km/h ) Urban (speed ≤ 60 km/h )
Width Line-Gap Width Line-Gap
RTM1 White Stop Line 500 300
RTM2 White Give Way Line 300 600-300 200 300 600-300
RTM3 White Pedestrian Crossing 100 100
RTM4 White Pedestrian (Zebra) 3000 600-600 3000 600-600
Crossing
RM1 White No Overtaking Line 150 100 150 100
RM2 White No Crossing Lines 2 x 100 (100 apart) 2 x 100 (100 apart)
2 x 150 (150 apart) 2 x 150 (150 apart)
RM3 White Channelizing Line 200 150 100 200 150 100
RM4.1 Yellow Left Edge Line 100 100
RM4.2 White Right Edge Line 100 100
RM5 Line: White Painted Island edge line:100 bar width to edge line:100 bar width to
Bar: Yellow bar: 200 space: 1:2 bar: 150 space: 1:2
RM6 White Parking Bays 100 100
RM9 Yellow Exclusive Use Lane N/A 150 750-750
Line
RM10 Yellow Box Junction N/A border:150
diagonals:100
(2000 apart)
RM11 White Zig Zag Zone Line 100 2000-150 100 2000-150
RM13 Yellow No Parking Line 100 100
(24hr)
No Parking Line 100 4000-2000 100 4000-2000
(selective times)
WM2 White Continuity Line 300 200 2000-2000 200 1500-1500
2000-4000 1500-3000
WM3 White Dividing Line 150 100 4000-8000 150 100 3000-6000
GM1 White Lane Line 150 100 2000-4000 150 100 1500-3000
GM2 White Guide Line 100 500-1500 100 500-1500
GM8 Black/white Kerbface Marking Black: 600 1000 Black: 600 1000
White: 600 1000 White: 600 1000
Length Length
RM8 Yellow Mandatory Direction 4000 4000 2500
Arrows
RM17 Yellow Exclusive use lane N/A 1600 (cycle )
symbol 4000 (bus)
WM1 White Railway Crossing 7500 4000
Ahead line width:400 line width:200
WM5 White Give Way Control 4000 2500
Ahead
WM6 White Lane Reduction Arrow 6000 4000
WM7 White Lane Direction Arrow 4000 4000 2500
WM8 White No Overtaking Line 4000 3000
Ahead
WM10 White Speed Hump 200 (400 apart) 200 (400 apart)
WM11 White End of Exclusive Use N/A WM11.1: 7200
Lane Arrow WM11.2: 6000
GM3 White Bifurcation Arrow 5000 4000
GM6 White Cycle Facility N/A 1600
GM7 White Word Marking 4000 4000 2500
Table 11 General Guidance on Size of Markings

A Dividing Line (WM3) shall be marked on the centreline of all two-way surfaced roads with
a surface width of 5.5m or more. See Section 5.4 for details of centreline markings to control
overtaking.
When longitudinal lines need to be re-aligned, such as when lanes are added or dropped, or
traffic needs to be diverted around a traffic island, the preferred taper rate is 1 in 45 (or 1
metre of lateral shift for every 45 metres longitudinal distance). The minimum taper rate is 1
in 25, and this should only be used on roads with speeds ≤ 50 km/h.

5.3. Schedule of Road Markings

Note: The black arrows indicate the direction of travel, and are not part of the marking.
Regulatory markings
RTM1 Stop Line RTM2 Give Way Line RTM3 RTM4

(use of GM7 STOP marking is (use of WM5 GIVE WAY symbol Pedestrian Crossing Lines Pedestrian Crossing (zebra)
recommended) is recommended) (signal-controlled crossing) Markings
RM1 RM2 RM3 RM4.1

No Overtaking Line No Crossing Lines Channelizing Line (do not cross) Left Edge Line
RM4.2 Right Edge Line (white)
– one way roads only
RM5.1 RM5.2 RM5.3 RM6

Channelizing Island (do not Channelizing Island (do not Channelizing Island (do not Parking Bays
drive over the marking except drive over the marking except in drive over the marking except in
in an emergency) an emergency) an emergency)
RM9 RM10 RM11 RM13

Exclusive Use Lane Line Box Junction (do not enter the Zig Zag Zone Line on approach No Parking Line (no parking at
Plus Word Marking RM17.2 box unless your exit is clear) to zebra crossing (do not any time)
overtake; do not stop except to
allow pedestrians to cross)
RM13 RM15 RM8.1 RM8.2 RM8.3 RM17.1

No Parking Line (selective Roundabout Mandatory Mandatory Mandatory Mandatory Exclusive Use
times – as shown on Direction Arrows Direction Direction Direction Lane Symbol -
secondary message sign to Arrow (left) Arrow (ahead Arrow Bicycle
R216) RM8.5 (right) and left) (ahead) RM17.2 - Bus
RM8.4(ahead
and right)

Warning markings
WM1 WM2 WM3 WM5

Railway Crossing Ahead Continuity Line – between Dividing Line – between traffic Give Way Control Ahead
through lanes and turning moving in opposite directions
lanes/lay-bys/junction mouths
WM6.4 WM7.1 WM7.2 WM7.3 WM8.1 WM11.1 WM10

Lane Lane Lane Direction Lane No End Of Speed Hump
Reduction Direction Arrow (ahead Direction Overtaking Exclusive Use
Arrow (right) Arrow (left) and left) Arrow Line Ahead Lane (left turn)
WM6.5 (left) WM7.5 (right) WM7.4(ahead (ahead) WM11.2
and right) (ahead)
Guidance markings
GM1 GM2.1 GM2.2 GM3.1

Lane Line Turning Guide Line Pedestrian Guide Line Bifurcation / Diverge
Arrow (left)
GM3.3 (right)
GM6.1 GM7 GM9

Cycle Facility Word Marking Speed Limit Roundel
5.4. No Overtaking Lines

One of the markings with special importance for safety is the RM1 No Overtaking Line,
which is a continuous white line. This imposes a mandatory requirement that drivers keep to
the left of the line unless they are turning into or out of a side access, or overtaking a
stationary obstruction. These lines shall be provided at places where overtaking must be
prohibited because of dangerously restricted sight distances or other hazardous conditions. In
the case of vertical and horizontal curves the RM1 line should be used where the sight
distance is less than the value given in Table 12.

Sight Table 12 Warrants for RM1 No Overtaking Line

1
Measured between a point 1.05m high (equivalent to eye height) and a point 1.3m
Traffic speed distance high (equivalent to vehicle height). The line of sight must not encroach beyond the
1
(m) shoulder breakpoint.
50 km/h 150
60 km/h 180
The minimum length of RM1 line on vertical and horizontal
80 km/h 250 curves is 150m – extend the line if necessary. Do not leave gaps
100 km/h 300 of less than 120m between successive RM1 lines. When the
120 km/h 400 RM1 line is used on the approach to junctions a minimum
length of 24m (18m in urban areas) is recommended, but at
higher traffic speeds this should be increased to 60m or more.
Except at junctions, the RM1 line will normally be used in a double line system - see Figure 8
– provided the carriageway is at least 6.1m wide. When two RM1 lines are needed (one for
each direction) the combined marking is termed an RM2 No Crossing Line. If there is a side
road or property access it will be necessary to leave a gap in the RM2 line.
RM2 No Crossing Line
Trees and high ground

obstructing vision
Combination of RM1
No Overtaking Line
and WM3 Dividing Line
Not to scale
WM3 Dividing line
(permitting overtaking)
Figure 8 No Overtaking Lines for

Horizontal Curves

5.5. Typical Marking Layouts

The basic layout principles for road markings at junctions are illustrated in Figure 9 (a simple
rural T-junction) Figure 10 (a signalised cross-roads in an urban area) and Figure 11
(roundabout). Figures 12 and 13 show markings for climbing lanes and street parking
restrictions. For further information refer to Chapter 7, Volume 3 SADC RTSM.
RM4.1 Guidance signs

Left Edge Line not shown
Not to scale
RM5
Channelising
Island
WM2
Continuity line
WM2
Continuity line
WM7
Lane Direction
arrows R2 RM5
Channelising
RTM2 Island
Yield Line
RM3
Channelising
Line RM4.1
Left Edge Line
WM2
Continuity line RM1
No Overtaking Line
GM3
Bifurcation
Arrow
RM5 Channelising Island
Figure 9 Markings at
a rural T-junction

Traffic
signals not
RM3 RTM1 shown
Channelising Stop Line RM10
Line Box Junction
RTM4 RTM3
Zebra Pedestrian
Crossing Crossing
RM8
Mandatory
Direction
Arrows
RM3
Channelising
Line GM1
Lane Line
WM2
Continuity
Line
GM3.1
Bifurcation
Arrow
GM1
Lane Line
WM7
Lane Direction
Arrows
WM2
Continuity
Line
Guidance signs
not shown
Figure 10 Markings at a
signalised crossroads
Not to Scale

GD8
GD3
R103
GD2
R2
RTM2 Give Way line GD2

R2
R105 +
GD8 W407 GD3
R105 +
W407
R103 R103
R105 +
GD3 W407 GD8
GD2 R105 +
W407 R2
RTM2 Give Way line
R2
GD2
R103
GD3
GD8
Figure 11 Markings at a roundabout

Figure 12 Climbing lanes
This is a diagram of signs and markings for climbing lanes.

It is not to scale and should not be used as a basis for
W401 geometric design.
.
RM5.2
Channelizing
RM2 No Crossing Line
island
RM4.1 Edge Line
WM3 Dividing Line

(4m line 8m gap)
GS101
WM6.4 Lane Figure 13 Parking restrictions

Reduction Arrow
(4m long)
No Parking
at any time
GS101 + IN11.3
RM13 No Parking line
RM6 Parking Bays

GM1 Lane Line
(2m line 10m gap)
Parking R305-P
permitted Parking
RM13 No Parking line

(selective times)
No Parking
between
0600 and
0900 hours R216 No Parking
with (R)501
One Time Period
selective restriction
plate
Optional
1 km
GS205 + IN11.3

5.6. Road Marking Materials

Specifications
This section contains general advice on road marking materials and application, for use when
devising contract specifications. It is recommended that functional performance
specifications, rather than ‘recipe’ specifications, be used. These should cover durability
(permissible amount of wear after 2 or 3 years), retroreflective performance (initially and after
6 or 18 months), skid resistance, as well as colour and other requirements.
Road marking requires special equipment and skills, and is best done by a contractor who
specialises in this activity. The quality of the road marking will be very dependent on the skill
and experience of the contractor’s staff. Proper quality control is vital, especially in the matter
of application rates.
It is important with all road marking work to give careful attention to surface preparation,
setting out, and testing of the equipment. Templates should be used for arrows, symbols,
words and other complicated shapes. New asphalt must be allowed to fully cure before
markings are applied, especially when using solvent-based road paint.
Road Paint
The paint used for road markings should be manufactured specially for this purpose. It should
be quick-drying, durable and have good skid resistance. It may be solvent-based or water-
based. The paint is normally applied by a spray machine, but some markings are easier to do
with a brush. When ordering road paint the proposed method of application must be specified
to ensure that the correct type of paint is supplied.
Thermoplastic
Hot-applied thermoplastic is the preferred marking material for major roads. The initial cost is
higher than for paint, but it is far more durable, so it will usually be the more cost-effective
option. It may be spray-applied (1mm to 1.5mm thick) or screeded (3mm thick). Transverse
lines, arrows, symbols, and words are most easily created by manual screeding. A high
standard of materials, equipment and workmanship is needed to produce good-quality
markings.
Raised rib markings
Thermoplastic can be screeded with a transverse raised rib – usually 6mm high and spaced
every 500mm. These generate noise and vibration when a vehicle passes over them, and,
when used on edge lines on high-speed roads, they help to warn sleepy drivers that they are
running off the road.
Reflectorisation
Road markings should be reflectorised by the addition of reflecting glass beads. The quality,
size, and application rate of the glass beads is critical for good night-time visibility. With
thermoplastic the beads will normally be mixed into the material and more will be sprayed
onto the top of the marking whilst it is still molten. In the case of paint, the beads will be
sprayed onto the paint before it is dry. Portable retroreflectometers can be used to check the
performance of new and existing markings. A widely-used standard for minimum
retroreflectivity of road markings under vehicle headlamp illumination in dry conditions is
100mcd/m2/lux (white markings) and 80mcd/m2/lux (yellow markings).

5.7. Road studs

Use of Road Studs
Road studs can be very effective at night, being much brighter than reflectorised road
markings. They are expensive, and so are likely to be used only where clear guidance at night
is critical for safety or smooth traffic flow. Conditions that may justify the use of road studs
include:
• frequent mist, fog or rain (making it difficult to see the road markings)
• poor visibility due to glare from the headlights of oncoming vehicles
• difficult alignment (e.g. roads with many bends, some of which may be hard to see)
• roadside hazards (e.g. reduced carriageway width or limited clearance to obstacles)
• other hazardous sites.
Colour and Spacing
Road studs are usually bidirectional, meaning that they have two reflectors, each facing
opposite directions. The three permissible colours for the reflectors are:
RED - which means PROHIBITION
YELLOW - which means WARNING
WHITE - which provides GUIDANCE
Figure 14 shows typical road stud use on a two-way roadway. Note that the studs on the WM3
Dividing Line are placed in every second gap, and this rule applies also to other broken lines,
such as the WM2 Continuity Line and the GM1 Lane Line. The recommended spacing of
road studs on continuous lines, such as the RM1 No Overtaking Line and the RM4 Edge
Lines, is 24m in rural areas and 18m in urban areas; these spacings may be halved where it is
necessary to provide extra emphasis.
Road studs are normally aligned with the road marking, but where there are parallel lines,
such as the RM2 No Crossing Line, the road stud should be placed between the lines. Road
studs for RM4 Edge Lines should be placed on the shoulder side of the line about 50mm away
from the line.
On a one-way roadway the road studs may be unidirectional, i.e. they only have one reflector,
which faces the approaching traffic. Road studs should not normally be used on transverse
markings, as they could interfere with a vehicle's stopping ability, and be hazardous to two-
wheeled vehicles.
2 x Module
Yellow/Red
Module Red/Red
RM4.1
WM3 RM1
RM4.1
White/White
Red/Yellow
Figure 14 Typical road stud use

Specifications
Modern road studs are made of high-strength plastic and incorporate corner cube
retroreflectors protected by an abrasion-resistant glass or plastic lens. They are bonded to the
road surface using epoxy resin or other adhesive. Studs made of metal (normally aluminium)
and with a peg underneath that screws into the pavement are likely to be more durable than
the plastic type. Do not install studs on top of road markings, as this could affect the bond.
6. TRAFFIC SIGNALS
6.1. Purpose and Use
Traffic signals are used for the control and direction of vehicles and pedestrians at:
• Road junctions
• Pedestrian crossings
• Railway crossings.
This section gives a general outline of what the signals practice should be, together with
advice on the siting and mounting of signal heads. It is based on Volume 3 (May 2012 update)
of SADC RTSM, which sets out comprehensive and detailed requirements for the design and
installation of traffic signals and their methods of control. The design, installation and
operation of traffic signals should only be undertaken by professionals with skills and
experience in this area.
Traffic signals other than rail crossing signals should normally be used only on streets and
roads with a speed limit of 50 km/h or lower. They can, exceptionally, be used on roads with
speed limits between 50 km/h and 80 km/h, provided the visibility is good, warning signs are
used, the right turns are fully-controlled (no conflicting traffic movements) and at least one
signal on each high-speed approach is mounted overhead.
6.2. Schedule of Traffic Signals

The main signals and their meanings are shown below.
S1B is for
exclusive bus
lanes
S1 - Standard signal face S2 – Green arrow right S5 – Green arrows up and left
Red means ‘stop’: yellow means ‘stop S3 – Green arrow left S6 – Green arrows right and left
unless you are so close to the stop line that S4 - Green arrow up (straight on) S7 – Green arrows up and right
you cannot stop safely’; green means ‘you When the green arrow is lit you may When the green arrows are lit you
may proceed straight ahead or turn left or proceed in the direction indicated by the may proceed in either of the
right, if your way is clear.' arrow. directions indicated by the arrows.
Should preferably be used only at Should be used only where traffic
junctions with ONE WAY roads and moving in the direction of the green
streets. arrow will not come into conflict
with other traffic.

S1R + ST2 & S1L + ST3 – Signal face that S8 & S9 – Signal face that provides for a S10R & S10L These signals may
provides for a fully-controlled (protected) permissive-protected right-turn (left-turn) be used as far-side repeaters for
right-turn (left-turn) phase. phase. the S8 and S9 signals
When the green arrow is flashing it means When the green arrow is flashing it means
that right (left) turning traffic has right of that right (left) turning traffic has right of
way (no conflicting traffic movements). way (no conflicting traffic movements).
When the green disc is lit, but the green
arrow is not flashing, traffic may turn right
(left) through gaps in the opposing traffic.
ST1 ST2 ST3 ST4 ST5
ST1 - ST5 Traffic signal arrow signs (non-illuminated) - attached to signal heads to S11 – Pedestrian signal
indicate which movement (s) the signals refer to Red man means ‘do not cross’;
green man means ‘cross with care’;
flashing red man means ‘do not
start to cross’
S16 Lane direction S17 Lane direction control S18 & S19 Lane direction FRD – Flashing red discs means
control signal meaning signal meaning 'you shall control signal meaning 'the lane STOP – a train is approaching.
'you may drive in this not drive in this lane.' ahead is closed, and you must Used only in conjunction with signs
lane.' Mounted above Mounted above the lane. leave the lane in the direction R1 and W403 or W404.
the lane. shown by the arrow'
6.3. Signals at Junctions

Design Principles
The main objective when installing signals at junctions is to reduce delays to traffic by
eliminating or reducing the number of conflicts. There are often safety benefits, but not
always, and signals can rarely be justified on safety grounds alone. The type of traffic signal
control and its method of operation must be designed to control the traffic movements in the
most efficient and safe manner at all times of day – it should not be necessary for the Police to
take over control of the junction when the signals are working.
Signal Mounting
The standard arrangement is to mount the signal face (the box in which the signal lenses are
housed) on a post at the side of the road, and 3m (2.3m minimum) above the road surface
(measured to the centre of the lowest (green) lens). No part of the signal face should be within
500mm of the kerb face. The signals shall be mounted vertically with the red signal at the top,
and the lenses shall be protected from direct sunlight by hoods. The nominal diameter of the
signal lens will normally be 210mm. The signal face shall be painted black, and shall
incorporate a black backing board (normally 500mm wide) with a white retroreflective border

(50mm wide), so as to make the signals stand out against the background. Signal posts should
be painted golden yellow.
Where drivers could have difficulty seeing the signals a duplicate signal face can be installed
above the main one. Another option is to mount the signal face on an overhead arm, but this
should be restricted to signals that are placed on the far side of the junction. Overhead signals
must be mounted so that the clearance from the road surface is not less than 5.2m. The signal
lenses must be arranged vertically, not horizontally.
Signal Positioning
At least three signal faces shall be provided for the main traffic movement through the
junction from each approach; two signals on the far side of the junction (on the left and the
right of the road) and another on the near side of the junction, at the stop line. The two far side
signal faces must be no more than 20m apart, and, if this cannot be achieved by mounting
them at the roadside, the left side signal face will have to be mounted on an overhead arm.
Two signal faces shall be provided for each turning movement that has its own phase; one on
the near side and the other on either the near or far side. Figure 15 shows the more common
layouts.
The signals must be visible from at least 80 metres away (or 110 metres if the traffic speed
exceeds 50 km/h). Warning sign W301 “Traffic Signals Ahead” must always be used where
the visibility is poor, but do not install signals where the visibility on any approach is well
below these limits. Make sure that the driver’s view of the signals is not blocked by trees,
lighting columns, bus shelters, parked vehicles, or other obstructions.
A driver in a hurry at the stop line may start off early if he can see that the signals on the other
approaches are changing to red. This can be dangerous. To avoid this, site the signals where
they cannot be seen from other approaches, or fit long hoods over the signal lenses.
Cross-roads. Simplest layout.

Vehicles turn right in gaps in the
oncoming traffic.
Cross-roads. Permitted/protected
right turn. Vehicles turn right in gaps
in the oncoming traffic, (permitted)
but when the green arrow flashes
there is no conflicting traffic
movement (protected).
Figure 15 Typical signal layouts (continued over page)

Cross-roads. Fully protected right

turn. Vehicles are only permitted to
turn right when the green arrow
flashes, during which there is no
conflicting traffic movement. This is a
high-speed approach, so the far-side
principal signal face is mounted on a
mast arm.
T-junction. Simplest layout.
Figure 15 Typical signal layouts (continued)
Signal Control Methods and Timings

The aim in designing signal installations is to maximise capacity (minimise overall delay)
while maintaining a high degree of safety. It is important to keep as much traffic moving as
practicable at the same time. Detailed advice on signal timing is given in Volume 3 (May
2012 update) of SADC RTSM, but key recommendations include:
• Use the lowest practicable number of stages (changes) in the signal cycle (complete
sequence of stages)
• The signal cycle should not exceed 100 seconds (absolute maximum: 120 seconds)
• Ensure that the time allocated to each stage is appropriate to the actual traffic flow (a
control system that can automatically vary the duration of the green signal according to
actual traffic flow is highly desirable on both efficiency and safety grounds)
• The minimum duration of green signals (including green arrows) shall be 7 seconds
• The duration of the yellow signal shall be 3 seconds
• The intergreen period (the period between the end of the green signal for one approach
and the start of the green signal for a conflicting approach) must be sufficient to enable
vehicles to clear the junction safely – the minimum duration is 5 seconds (3 seconds of
yellow plus 2 seconds all-red), but it must be longer at large junctions or where traffic
approaches the junction at high-speed – note however that excessively long intergreen
periods are wasteful and may be abused by drivers
• It is preferable for right-turn movements to be fully-controlled (also called a "protected-
only right turn") whereby drivers are only permitted to turn right when signalled to do

so, and there are no conflicting traffic movements - this method should always be used
on high-speed and multi-lane roads
• When green arrow signals are lit drivers shall be able to proceed in the direction of the
arrow without having to merge or give way to conflicting traffic streams
• When drivers can turn left without conflicting with another traffic movement they
should be permitted to do so by means of a green arrow signal - otherwise drivers are
not permitted to turn left when the main signal is on red
• When the signals are out of order they should flash red on all approaches.
The optimisation of signal timing is a complex task that requires a high degree of expertise.
Although it can be done manually, it is more common to use computer software. Detailed
traffic counts and forecasts are always necessary.
6.4. Pedestrian Signals
General
Pedestrian signals are used in combination with traffic signals at pedestrian crossings within
junctions or at separate pedestrian crossings. They should be used where large numbers of
pedestrians are crossing the road, or crossing the road is hazardous on account of high speeds
or multi-lane traffic. SADC RTSM Vol. 3 gives further advice. The signals may be activated
automatically by the junction signal controller, or by the pedestrian pushing a button to
indicate to the controller his wish to cross. When the "green man signal" is lit pedestrians may
cross, but they need to take care, because at some junctions turning traffic will be cutting
across their path.. A pedestrian who starts to cross as the "green man signal" ends must be
given sufficient time to complete the crossing before the vehicle traffic is allowed to move
again.
Standard Design
The signals shall be arranged vertically with the red standing man signal at the top and the
green walking man at the bottom. The signal lens shall normally have a diameter of 210mm.
It is desirable for pedestrian signals to be fitted with an audible signal that sounds when the
green signal is lit - for the benefit of blind and partially-sighted pedestrians. Consider fitting
countdown timers to tell pedestrians how long they have to wait for the green signal and how
much time is left before the green signal ends. Pedestrians are more likely to obey the signals
when countdown timers are present, and they say they feel less rushed and anxious when
crossing.
Positioning and Mounting
A pedestrian signal is normally mounted on the same post as the traffic signal. The signals
must face across the road so that the signal can be clearly seen by pedestrians. The vertical
clearance from the footway surface shall not be less than 2.1m and not more than 2.6m. It is
preferable to arrange for the pedestrian to cross the full width of the road in one movement,
but where this is not possible and the pedestrian has to cross the road in several controlled
stages, position each signal so that there is no confusion as to which section of the crossing
they control.

6.5. Traffic Signals at Railway Crossings

General
It is recommended that this signal, together with gates or barriers, be used at all rail crossings.
The red lights should start flashing at least 30 seconds before the arrival of the train. They
flash alternately – when one is lit the other is unlit. An RTM1 Stop Line must be marked on
the road to indicate to drivers where to stop when the red lights are flashing. The signal must
only be used in conjunction with signs R1 and W403 or W404.
Positioning and Mounting
The signal shall be on the near side of the railway crossing and on the left of each approach
roadway. It must be easily seen by drivers approaching the crossing.
6.6. Technical Specifications
SADC has not prescribed construction standards for traffic signals, so the choice of
specifications will normally be left to the organisation that designs the signal installation. It is
essential that all signals equipment be designed and manufactured so as to provide:
• adequate optical performance - the use of quality LED light sources is strongly
recommended because of their low energy consumption and their long life
• long-term durability and operational reliability in an environment of poor-quality power
supply – it is worth considering the use of back-up batteries or solar power
• ease of maintenance, e.g. modular construction, 'plug and play' capability, spares are
easily available and reasonably priced, fault monitoring, etc.
• adequate capacity for signal phases, signal plans, detector inputs, etc.
• ease of changing timings, signal plans, etc.
• ability to operate in various modes, including manual control, part-time, fixed-time,
vehicle-actuated, cableless linking, and centrally-controlled (UTC)
• ability to work with different types of vehicle and pedestrian detectors
• ease of upgrading
• safe operation, e.g. green conflict monitoring with safety shutdown.

7. SIGNING AT ROADWORKS
7.1. General Principles
All road authorities, utility agencies, and others working in the road have a duty to manage
their operations so that road users can pass safely and disruption is kept to a minimum. Good,
clear signing is essential, and on busy roads it may be necessary to have a system of
temporary traffic control. This section of the Guidelines provides basic advice on how to sign
and manage roadworks. It is important that everyone working in the road follows this advice
in order that road users are presented with a clear, consistent system of signing and control.
This will help to reduce the number of crashes that occur at roadworks. More detailed
guidance can be found in Chapter 13, Volume 2, SADC RTSM.
Plan ahead - Think what signs and equipment you will need before you leave for the site.
This section of the Guidelines will help you decide what is required. A
traffic management plan must be approved by the supervising Engineer Figure 16 -
before work commences, and no changes should be made without his TW336
prior agreement. Get advice and assistance from the Police in difficult or
dangerous situations. You must always have the permission of the road
authority before you carry out works on their road. Consult railway
management if the works will extend over a rail crossing.
Put the TW336 Roadworks warning sign out first.
Channelise the traffic past the work areas using channelising devices
- Plastic or rubber traffic cones are the best channelising devices, but Figure 17
other kinds can be used – see Figure 17. Where space is very limited you
can fence off the area using metal or bamboo poles and red-and-white-
striped plastic tape. All channelising devices must have pieces of
reflective sheeting on them if used at night. On busy roads or difficult
sites you may need to use flashing lamps to make the works more visible
at night.
Make sure that all excavations and other hazards are properly
protected with barriers (barricades) - these may need to be
illuminated at night.
Control the speed of traffic – Traffic speeds through the site need to be
Figure 18 -
kept at a safe level, generally 50 km/h or less. This can best be achieved TR201
by narrowing down the traffic lanes and making minor diversions - using
channelising devices. On roads with speeds in excess of 50 km/h you
should consider imposing a temporary speed limit using TR201 Speed
Limit signs. The new limit should be at least 30 km/h less than the
permanent speed limit, and should extend over a distance of at least 300
metres. Remember though that temporary speed limits may not be
effective unless you can get the Police to do some enforcement. Always
ensure that the layout of the site encourages vehicles to move smoothly at safe speeds.
Check the signs carefully - Ask yourself this question: “Will someone coming along the road
in either direction understand exactly what is happening and what is expected of them?” As
the works proceed, alter the signing so that it is always consistent with the work that is going
on. Cover up any permanent signs that give conflicting or confusing messages.
Fix the signs properly - The signs must be mounted off the ground, either on poles or
frames. They must be fixed so that they cannot be blown over or dislodged by moving traffic.

Check the signs regularly to see if they are all still in place, and clean them if they get dirty. If
the signs get damaged or stolen they must be repaired or replaced promptly.
Ensure the signs are visible at night - Make every effort to finish the work before dark. If
this is not possible check that the works and any diversions or other traffic control
arrangements are clearly visible before you leave the site for the night. All signs must be fully
reflective, and all cones, and other channelising devices must be fitted with reflectors. On
busy roads or difficult sites install flashing yellow / orange warning lamps. You may need to
employ a watchman.
Remove unnecessary signs - Never leave signs on the road once they are no longer needed.
This annoys drivers and leads to distrust of roadworks signing.
Always use the standard signs - Do not design your own signs, as these will be unfamiliar to
road users, and will not be legal. Make them large enough to be easily seen, and use reflective
sheeting so that they will show up at night. All signs used at roadworks, other than the
Control Group of regulatory signs (e.g. the Yield and Stop signs) shall have yellow
backgrounds.
Be seen - Workers must wear high-visibility safety waistcoats made in bright orange or
yellow material with reflective strips on them. Plant and equipment should be painted yellow,
and be fitted with flashing yellow or orange beacons. It is recommended that all heavy
vehicles, especially road rollers, be fitted with alarms that sound when they are reversing.
Make sure that the workers have been trained – All road workers should have had safety
training and be properly equipped with shoes, gloves, etc. Children must never be employed.
A first-aid kit must be kept on-site.
Provide a safety zone – Set out the traffic cones or other channelising devices so that there is
at least a few metres of space between the working area and the traffic. This space is a safety
zone that helps protect workers from being hit by out-of-control vehicles, and is particularly
important if traffic speeds cannot be reduced to 50 km/h or less. In such cases extra protection
can be provided by parking a truck in the safety zone, or building a wall of sand-filled drums.
Do not use the safety zone as a working area or a place for storing materials.
Arrange proper access for works vehicles – Make sure that works vehicles can enter and
leave the site safely through clearly-marked accesses. Works vehicles must be parked where
they will not cause an obstruction or be a hazard to passing traffic.
Provide for pedestrians – Where the works will obstruct a pavement (footway) provide a
safe, clearly-marked alternative route. Pedestrian barriers with handrails should be used to
mark out the temporary footway. These should be designed to be easily detected by a
visually-handicapped person using a stick. Stronger barriers should be put up around any
excavations deeper than 1.2 metres.
Consider local residents and businesses – Inform people living and working alongside the
road what will be happening. Ensure that access to business premises is maintained. Try and
minimise disruption, and noise and dust nuisance. Re-site bus stops if necessary.
Keep the site tidy - Take up as little road space as possible, and store construction materials
and equipment off the road if you can.
Install a project information sign – At major roadworks put up a sign giving the name of
the project, the road authority, the contractor, and the funding agency, if any. Give contact
phone numbers for the road authority and the contractor.

Leave the site in a safe condition - When you have finished make sure that the road surface
has been properly reinstated and that there are no dangerous holes or
trenches. All holes and trenches must be backfilled with sufficient Figure 19 -
compaction to prevent the material slumping under the weight of traffic. TW331
Clean away any mud or gravel. Small changes in level, such as occur when
road surfaces are removed prior to resurfacing, can be very dangerous to
cyclists and motorcyclists. In these situations a ramp must be constructed
and it should be signed using the TW331 Uneven Road warning sign.
7.2. Typical Layouts

The recommended layout of signs, channelising devices and traffic control at a typical works
site is shown below:
Notes:
y = min. 3.25m max. 3.7m
for one-way traffic
x = 150m (≤ 60 km/h)
300m (80 km/h)
600m (≥ 100 km/h)
Place channelising devices 10m apart on

straight sections, but reduce spacing to 2 - 5m
y at bends or tapers.
One-way working with traffic control must be

used where the width of road left open to
traffic is less than 6m. Traffic controllers
should be responsible adults who have
received training. They should use STOP /
GO boards (sign R1.5). Portable traffic light
signals can also be used. The single lane
section should have no junctions within it and
should not be longer than about 250m.
x/2 Where approach speeds are high it is

advisable to reduce the speeds in 20km/h
stages using temporary speed limit signs
(TR201).
x/2
Figure 20 - Standard Signing and Traffic

Control at Roadworks
Where the works are on a minor road, will not take long, and will only cover a small area the
signing and traffic control can be simplified – see Figure 21 overleaf.
Where it is not possible or desirable to pass traffic through the works a deviation (diversion
road) will be constructed. It is important that the deviation be designed, constructed and
maintained to an adequate standard. It may be advisable to impose a temporary speed limit
and prohibit overtaking. The recommended layout of signs and channelising devices at a
typical deviation is shown in Figure 22 overleaf.

Notes:
This layout is only suitable for minor works covering a
small area and lasting less than a day.
Additional signs and flagmen will be needed at places
where the forward visibility is limited, such as sharp
bends and crests.
Where approach speeds exceed 60km/h or the total
two-way traffic flow is greater than about 100 vehicles
per hour, it will be safer to have one-way working
controlled by STOP /GO boards (see Figure 20).
150m Figure 21 - Standard Signing and Traffic Control

for Short-duration Minor Works
Notes:
X = 300 (≤ 80 km/h)
600m (≥ 100 km/h)
Place channelising devices 10m apart on straight

sections, but reduce spacing to 2 – 5m at bends or
tapers.
Where approach speeds are high it is advisable to
x/6 reduce the speed in 20km/h stages using temporary
30 speed limit signs (TR201).
x/6
200m
Supplementary
plates to show
correct distance
x/3
400m
x/3 Figure 22 - Standard Signing and Traffic Control at

Deviations

7.3. Implementation
Where contractors are employed to do work in the road it must be made clear in the contract
that they are responsible for providing signing, traffic management and the construction and
maintenance of any deviations. For anything other than very minor works it is strongly
recommended that contractors be required to submit a traffic management plan to the
Supervising Engineer for approval. The Supervising Engineer must check the signing and
control arrangements at regular intervals, including at night, and must promptly draw the
attention of the contractor to any deficiencies. The contractor is responsible for all
maintenance, including cleaning of signs, and replacement of signs and other equipment that
has been stolen or damaged.
Supervising Engineers have a duty to ensure that contractors meet their obligations, and must
be prepared to impose such penalties as are provided under the contract, if the contractor fails
to maintain an acceptable standard of signing and traffic management. Experience has shown
that the contractor will be more likely to provide adequate signing and control if it is an item
in the list of works to be done. It should be made clear to the contractor that payment will
only be made if the entire signing and traffic control at the site is satisfactory. The failure or
refusal of the contractor to provide an acceptable standard of signing and marking is sufficient
grounds to close down all the work on the contract until all the requirements have been met.

Final National Guidelines V10 13 1 16

Uploaded by

Copyright:

Available Formats

Final National Guidelines V10 13 1 16

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Final National Guidelines V10 13 1 16

Uploaded by

Copyright:

Available Formats

Republic of Zambia

Ministry of Transport and Communications

National Guidelines for

2. TRAFFIC SIGNING PRINCIPLES ..............................................................................1

3. TRAFFIC SIGN CLASSIFICATION ............................................................................2

4. ROAD SIGNS .............................................................................................................3

5. ROAD MARKINGS ...................................................................................................21

7. SIGNING AT ROADWORKS ....................................................................................38

National Guidelines for Road Traffic Signing iii

National Guidelines for Road Traffic Signing iv

Hon. Eng. Kapembwa Simbao, MP

National Guidelines for Road Traffic Signing v

National Guidelines for Road Traffic Signing vi

2. TRAFFIC SIGNING PRINCIPLES

National Guidelines for Road Traffic Signing 1

3. TRAFFIC SIGN CLASSIFICATION

ROAD SIGNS Regulatory

ROAD MARKINGS Regulatory

TRAFFIC SIGNALS Regulatory

Figure 1 General Classification of Traffic Signs

National Guidelines for Road Traffic Signing 2

National Guidelines for Road Traffic Signing 3

B Minimum Desirable Maximum

National Guidelines for Road Traffic Signing 4

Angle of the Sign Plate

4.2. Regulatory Signs

PROHIBITION Instruct drivers what they must not R201 - R245

Table 3 Classification of Regulatory Signs

National Guidelines for Road Traffic Signing 5

Variable message signs (VMS)

National Guidelines for Road Traffic Signing 6

Schedule of Regulatory Signs

R1 R1.4 4-way Stop R1.5 R2 R2.1

R2.2 R3 R4.1 R4.2 R4.3 R6

R103 R104 R105 R106 R107 R108

R109 R110 R111 R121 R137

R201 R202 R203 R204 R205 R206

R209 R210 R211 R212 R213 R214

R216 R217 R218 R219 R220 R222

National Guidelines for Road Traffic Signing 7

R223 R224 R225 R227 R229 R239

R241 R208 R202-600

R301 R301-P R302 R303 R304 R325

R305-P R306-P R308-P R309-P R310 R310-P

R312 R313 R313-P R323-P

SECONDARY MESSAGE SIGNS FOR USE WITH REGULATORY SIGNS

(R)501 (R)502 (R)503 (R)506 (R)520 (R)522

(R)535 (R)560 (R)561 (R)562 (R)563 (R)564

National Guidelines for Road Traffic Signing 8

(R)565 (R)567 (R)568 (R)569 Goods (R)570

Guidance on setting local speed limits

Table 6 Guidelines for Risk-based Assessment of Local Speed Limits

National Guidelines for Road Traffic Signing 9

4.3. Warning Signs

Table 7 Classification of Warning Signs

National Guidelines for Road Traffic Signing 10

Advance Hazard marker signs

Schedule of Warning Signs

W101 W102 W103 W104 W105 W106

W107 W108 W109 W110 W111 W112