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Non-sign Markings

Problems of Terminology for Markings & Signs

It should not be difficult to define sign in transportation markings. Yet below the surface meaning of sign, problems can develop: how to distinguish between objects that appear to be signs yet are notably different? This matter arises in signal boards but is resolved since signal boards have changing messages and the attached lamps are integral to the board. There is a larger problem in describing markings and how they differ from signs.

The first problem is one of terminology: the entire Series is centered on transportation MARKINGS and to label certain objects as markings within markings is confusing. Markings (with a capital "M") originates with Traffic Control Devices (TCD). TCDs are divided into signals, signs and markings; markings lack words and graphic symbols (and/ or vertical objects). There are similar non-signal and non-sign objects within railway "signals", and the term marking is no more adequate in rail matters than in road situations. But there is no adequate substitute and it seems necessary to continue using markings in a double sense. The compiler has modified the term to Non-sign markings in many places.

A second problem is the defining of signs, and of markings (or non-sign markings) accompanied by an explanation of how they differ. The sign has at least two characteristics: 1) they have two basic components: sign board, and the supporting structure (often a post, sometimes a more elaborate framework). The supporting structure is not eclipsed or made obscure by the sign board. 2) The sign board serves as a background for the principal message. That message consists of numbers, letters, or graphic symbols or some combination thereof. The board is painted and while it may contain a border color, the centerpiece of the message are the symbols superimposed on the board.

Markings, though of many different shapes and sizes, have one basic characteristic: the message is coterminous with the dimensions of the object. The message may be a solid color, stripes, bands or other symbols which usually extends to the limits of the object. Those symbols are the message; there is nothing super-imposed (a word, a graphic picture, etc.) over the primary symbols. A second characteristic applies only to some forms: many non-sign markings have no separate support structure and, if present, it is largely invisible. Since many forms of boards lack that characteristic it is a general characteristic. Some markings, especially posts and stakes, may exhibit kilometer or mileage numbers. These markings are retained since in all other respects they fit the category of non-sign markings. There are also board markings mounted on sign posts and more similar to signs than to markings. But in these cases the message is very similar to marking messages and hence these boards are retained with markings.

It may be possible to find enough exceptions to undermine the basic characteristics of signs and of markings. But the available evidence supports the characteristics as described: signs contain symbols imposed on a board and do not envelop the board. Non-sign markings exhibit symbols encompassing the complete area of the surface without regard to shape or size. The classification of A.R.E.A. though headed "Railway Signs" also includes non-sign markings. It is not difficult to split apart the two forms of transportation markings though it seems to confuse the issue to have what are clearly signs and what are non-sign markings merged into one undifferentiated classification (A.R.E.A. 1987, 1-7-2 and 1-7-3).

Types and Messages For Non-sign Markings

Dividing the type of markings from the message is not very workable since the physical dimensions and messages are closely "tied" together. This statement can be made of signs as well though not to the same degree: messages and the physical dimensions can be separated with signs. The classification and explanatory notes provide a foundation for this coverage.

Pillars or posts are tall objects which are slender, or narrow, and either straight or tapered. They are employed by only a limited number of systems. Norway, Austria, and Poland are the larger users of pillars (NSB Sikkerton; OBB 1979, 86ff; PKP 1975, 138; TISRP). White is a common color but usually in conjunction with a second color (often black, yellow or red). Colors are in bands not stripes and following a horizontal pattern. The bands are frequently the entire message though Austria employs pillars for km markers and these have numbers as well. Because the km markers are in other respects a non-sign marking they are so included. Available information indicates that only Poland maintains lighted pillars. Functions for pillars include marking of boundaries, railway crossings and kilometer distances.

In this study petites are small vertical and horizontal markings. There is no rule for height or width though they are small and would not be confused with pillars and posts. Petites may be squat as well as short. There is no adequate term in English for this form of marking; the Polish term "slupniks" meaning pillaret (slup being pillar) sums them up well (PKP 1975, 138) . Vertical forms are usually rectangular or cylindrical; tops can be flat, curved, or peaked. Bands or stripes constitute much of the messages. White is a commonly used color though possibly eclipsed by black. No lighted petites are found only in Poland (PKP 1975, Rozdzial III) . Petite uses include the marking of junctures of tracks, advising of upcoming signals, and the noting of kilometer distances.

Marking boards are primarily an European object though a few systems elsewhere employ them (for example, RAN and SNCA). URO includes boards and that organization included some non-European member systems (URO 1962, 21-22). The largest and most diverse system is found in the Netherlands. Board shapes are usually rectangular though Poland include some square forms (PKP 1975, 150f). They are boards rather than pillars or other forms since they display substantial width but little depth (the Italian tavola can be translated as plank and that can sum up the general category). Supports frequently visible though less so than with signs. Boards are usually vertical though the Netherlands includes some slanted forms; this may be construed as a variant form (NS 1975, 48ff).

Symbols for boards can vary widely. The most common are diagonal stripes; straight lines, zigzags and chevrons are other forms. Black symbols on a white ground is the most common color pattern; other patterns including black on yellow are in use. Frequently there are three boards with each in turn denoting a decreasing distance to an approaching signal. Distances denoted by the symbols varies greatly. The Netherlands places the boards at intervals of 50 meters, 60 meters and again 60 meters (NS 1975, 48-54). DB employs a more common pattern of 100, 175, and 250 meters (Oxford-Duden 1980, 354) . Norway sets the boards well back from the signal: 400, 800 and 1000 meters (NSB Sikkerhetan). Symbols are triplicate for the board that is farthest from the signal; the second is in duplicate and the final one has a single symbol. For some systems chevrons denote signals on a curve or at the end of a curve. In the Dutch system a board with curved ends marks a mechanical signal and zigzag symbols denote curves (Op de Rails 1980, 57) . Italy's approach is singular in that multiple boards are not in use but rather variant patterns of symbols mark specific functions. These include horizontal white and black bands, diagonal stripes, yellow stripes imposed on diagonal stripes and yellow and black checks. These markings denote signals, off-center signals, and railway crossings (FS 1983) .

Sign-like objects within non-sign markings suggest vagueness; see Explanatory Notes (CH 29B) for an explanation of the terminology. There are only a limited number of these objects. South Africa, DB and Poland employ them for stop or halt boards (SAR 1964, 47; DB 1981,79, 83; PKP 1975, 159 TISRP). In these instances the object is a large, horizontal board. Symbols include black border on white ground for South Africa, and diagonal stripes for DB and Poland. Trapezoid stop boards and inverted "V" snow plow markings are other members of this category; Austria is a one user of the trapezoid (OBB 1979, 73) and DB is one user of the latter (DB 1981, 83). Additional forms are employed by Norway, Western Australia and New South Wales (NSB, WA 1974, 456, NSW 1952). NSW presents a complex situation: land marks contain elements of signals and signs yet tend toward a marking form; brakes landmark suggestive of a marking yet conceptually a sign (NSW 1952).