the second detector to the intersection. The disadvantages with this method are (1) 240 ftis not far enough away from the intersection for most vehicles travelling at over 45 mile/h to stop in time and (2) slow vehicles are given two fairly long extensions of right-of-way which decrease the chances of a ‘gap’ change of right-of-way. Sometimes the more distant detector is placed only in the faster lanes, thus minimizing the second shortcoming, Shuttle working (roadworks, bridges, etc.) ‘The formulae for delay, ercen times and cycle time given in this Paper can be adapted for use at roadworks and bridges where shuttle working is controlled by trafic signals, Saturation flow should be obtained by counting the number of ‘vehicles (n) entering the controlled section from the time the first vehicle in the {queue passes to the time the last vehicle in the queue passes and recording this time interval (f seconds). Vehicles arriving after the main body of the queue has passed should be ignored as they are not passing through at the maximum rate. The saturation flow is sae Vehicles per hOUut. ovo 29) About half-an-hour’s observation should be sufficient to give a reasonable result, The saturation flow should be measured in both directions—more or less the same results should be obtained. In addition to this information the time ‘taken for the last vehicle in the queue to traverse the controlled section should be noted on a few occasions and the mean value found (¢ seconds). The signal cycle to give the least overall delay is B45, seconds .. - G0) A 58 where ga and gg are the flows (vehicles per hour) in the two directions and sa and sq ate the corresponding saturation flows. For fixed-time working the areen times, ga and gp (assuming s,=sa) are given by 1 a s and gp —e-2t~ gn seconds and the all-red time at each change of right-of-way should be t seconds. With vehicle-actuated working the maximum green times may be set somewhat longer. If detectors for extending the all-red period are installed the all-ted extension should be sufficient to ensure that the slowest vehicle will travel from ‘one detector to the next before the extension has expired and the maximum all-zed should be sufficient to cater for the slowest vehicle. It should be noted that where all-red extending detectors are installed it is usual for the last one ‘ two to be unidirectional, responding only to vehicles entering, so that the signals can change as the clearing vehicle is running out of the controlled area. Fixed-time signals should be reset (manually or by time switch) for each peak period, off-peak (daytime) and off-peak (night-time) working in order to give reasonable service. 6 APPLICATION OF INFORMATION GIVEN IN THIS PAPER ‘The information given in this Paper can be used as follows: a @ @) @ © In the various stages of design of a signal scheme at an intersection, e.g. phasing, geometrical layout of the intersection for a given capacity, siting of components, carriageway markings, optimum signal timings to ‘give the least overall delay to vehicles. In evaluating the delay, queues, capacity, ete., for any existing or pro- jected signal-controlled intersection which does not form part of a linked system. Jn estimating in advance the effect on delay and capacity of proposed ‘changes in the numbers of right-turning vehicles, goods vehicles, buses or parked vehicles. Similarly, the effect of widening an approsch to an intzrsection can be estimated, and an economic assessment of the benefits of an improvement scheme can be related to its cost. In designing new intersections to fit the expected traffic, various types of intersection can be compared from the standpoint of delays, accidents (using results published elsewhere) 22) capacity and cost. In the design of a linked system of traffic signals, 7