Drawing A shows the route taken by traffic leaving the Motorway and joining the all-purpose roads to turn to the right of the original direction of travel. It will be seen that one filters to the left in all cases when leaving the Motorway, regardless of which direction is to be taken later.
The filter ramps lead to a roundabout below or above the Motorway, and it is there that the change of direction is made. The accent is on filtering, and the ramps join and leave the main carriageways at a gentle angle. They should be entered at speed, and braking while leaving and acceleration while joining should be done on the main carriageway every time it reaches a flyover-access junction, though drivers will be well advised - particularly in these early months - to be prepared for inexperienced drivers who may brake unnecessarily before filtering away, or who may filter in while travelling much too slowly.
Diagram B shows how traffic joins the Motorway by the same filter ramp, regardless of the previous approach direction. For a driver who misses his filter ramp there is no stopping, reversing or turning round: he must press on to the next flyover, filter out, go round the roundabout, filter back on the other carriageway, and return to the one he has missed. The engineers who designed the road estimated that around 20, cars would use the road per day, but it thee real figure is closer to , We pay for your stories!
Do you have a story for The Sun Online news team? Email us at tips the-sun. The below diagrams were included to show the route of the by-pass, and its various bridges, in relationship to the network of motor roads planned or under construction in Lancashire at the time. The outer verges are 14ft wide, including an 8ft width constructed to form a hard shoulder abutting on to the carriageway.
The central reservation is 32ft wide, so ultimate widening from two-lane to three-lane carriageways will still leave a reservation 12ft wide.
Continuous steel fenders are put outside the hard shoulders on all embankments higher than 20ft, on the straight, and 10ft on the right-hand curves. The new road seemed to embody the automotive future.
The MOT test still lay two years in the future. It was fortunate that many drivers were too apprehensive to exceed 50 mph, as speed-limit-free motoring was beyond the capabilities of many pre-war relics.
The late s was still an era of cross-ply tyres and six-volt electrical systems. On many family saloons, heaters and windscreen wipers were frequently extras — as were indicators on the Ford Popular. To assist drivers, the government issued the indispensable Motorway Code. There was no central barrier; so there was always the temptation to make an illegal U-turn in your Hillman Minx.
The police used their bumper-mounted Tannoys to deter any hard-shoulder picnickers or hitchhikers. On December 7 th , a stolen Ford Zephyr had the dubious distinction of being the first crashed car on a British motorway.
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