surface dressing, so that the continuous white line as it were becomes the island. We appreciate that under the present Traffic Signs Regulations the single continuous white line will cease to be an authorised carriageway marking on 12th May, 1962, but we see no reason why it should not continue to be used here, and if necessary be specifically authorised, for this unique purpose.
Cloverleaf Junctions
116. We understand that there is no immediate prospect that any junctions on motorways will be in cloverleaf form, but we are told that there is a likelihood that this form of junction will be employed at some time . The essential feature of such junctions is that traffic leaving the motorway for destinations to the left of it does so at a different point from traffic bound for destinations to the right (although both exits are of course to the left). We propose a series of four advance direction signs for such junctions.
117. The first advance direction sign should be sited one mile in advance of the first exit. It contains the junction symbol, the distance to the exit and the route-number of the intersecting road, and is in all respects identical in design with the first advance direction sign for ordinary junctions along the motorway (paragraph 86 and figure 28).
118. The second advance direction sign, sited half a mile in advance of the first exit, is illustrated in figure 43. It is generally similar to its counterpart at ordinary junctions on the motorway (paragraph 87 and figure 29) except that it also shows the second slip road and the name of the place that can be reached by driving along it. The route-number of the intersecting road is shown against both exits in order to show that both join the same road, albeit different carriageways of the road. Provided that the two slip roads are not more than a quarter-mile apart, we do not think it necessary to give any indication of distance against the arm representing the second slip road. We considered whether a sign precisely similar to that illustrated in figure 29 would suffice at this point, but rejected it because it would give the impression that both carriageways of the intersecting road were reached by driving along the same slip road.
119. The third advance direction sign, sited at the beginning of the first deceleration lane, is illustrated in figure 44. It is similar to the third advance direction sign at ordinary junctions along the motorway (paragraph 88 and figure 30) except that it does not show the forward destination of the motorway. This is reserved for an overhead sign (figure 45) straddling both the first slip road and the motorway just beyond their point of bifurcation (and therefore closely following the third advance direction sign), where it also serves as a supplementary exit sign (paragraph 94). This overhead sign also shows the destination of the second slip road and, on a separate sign-plate, the destination of the first one; the arrows below the place- names point down into the respective traffic lane or carriageway. We considered whether a sign exactly similar to that illustrated in figure 30 would be sufficient here, with the destination of the second slip road appearing above the arm representing the motorway, but we decided that the transfer of this destination from an arm representing a slip road on the preceding sign to the arm representing the motorway on this one would be a source of confusion to drivers. We also considered a sign similar to the half-mile sign
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