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    vehicles owing to the risk of being delayed and, thirdly, those right- ‘turning vehicles which remain in the intersection at the end of the green period take a certain time to discharge and may delay the start of the rose-phase. The first two of these effects can be allowed for by assuming that on the average each right-turning vehicle is equivalent to 1} straight-ahead vehicles.) ‘The third effect is more complicated. Right-turners may discharge through suitable gaps in the opposing stream. Observations indicate that a gap (a) of 5 or 6 seconds is typical. Figure 22 has been constructed from theoretical results) for two situations, (1) when the opposing fiow is in a single lane and a is assumed to be 5 seconds and (2) when ‘the opposing flow is in two or more lanes and a is assumed to be 6 seconds. The graph shows, for a given opposing flow, the effective «4. —tngetone ong cpina tow SESS aa meer mare eae 4 1800 (| ox isthe minimum gop rogured inthe ee ania en tne misrun beodvay Betweeh suceste soo} Ratutners hae ie stein tow) ’ Soe minimum Seana teen soe i ] ] 5 i ‘ | i \ 800 \ 1 2 | 3 | | i |, sci ne £ 200 - 1. Flow on oppoting orm (vehicles per eur) Fic. 22. Estimation of the effective right-turning saturation flow (s1) for use with ‘equation (8) (see also Appendix 5) right-turning saturation flow, ie. the maximum theoretical flow of right-turning vehicles (s-) passing through gaps in the opposing flow, assuming this latter flow were running continuously. To convert s+ to the maximum number of right-turning vehicles per cycle (r) that can take advantage of gaps in the opposing stream, the following equation can be used (see Appendix 5 for derivation): fe where g and s are the flow and saturation flow values for the opposing arm and g and c are the green time and cycle time respectively. If g and 0) (2) During intergreen peciod ‘ote ee trom eroce-pese Co) Daring eanty cutett period Fic. 23, Examples of times of discharge of rght-turning vehicles during (a) intergreen Period and (8) early eutoft period i a

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