where w is the approach road width in feet (measured from kerb to inside of pedestrian refuge or centre line, whichever is the nearer, or to inside of central reserve in the case of a dual carriageway). This result is applicable to approach widths of from 18 ft to at least 60 ft (the maximum width tested). For widths between 10 ft and 17 fe the saturation flow shows slight step effect (see Fig. 21): w= 10 I 2 13 1 15 16 17 ft 5. = 1850 1875 1900 1950 2075 2250 2475 2700 p.c.uh 000 No rightsturning trot || No fworwnecied veniclos | | topo eee Seturation flow, = (passenger car units per hour) ° 0 20 3 7 Fig. 21. Effect of approach width on saturation flow ‘The width is assumed to be constant for at Ieast the length of the approach (Jefined as the length which will accommodate the queue which can just pass through the intersection during a fully saturated green period). If the approach is flared, the method given in Appendix 4 can be used to estimate saturation flow and effective green times. For approaches of non-constant width see Road Note No. 3404 for effective approach widths. Saturation flow was found to be lower than the values given above by about 6 per cent in the off-peak periods; this may have been because drivers were then in less of a hurry. The rules given above are considered sufficiently accurate for ‘most practical purposes for both peak and off-peak periods. Effect of gradients. For each 1 per cent of uphill gradient the saturation flow was found to decrease by 3 per cent, and for each 1 per cent of downhill gradient the saturation flow increased by 3 per cent. The gradient was defined as the 40 average slope between the stop line and a point on the approach 200 ft before it. ‘The results were based on gradients not exceeding 10 per cent uphill and 5 per cent downhill and referred to sites where the slope continued through the intersection. Effect of composition. The effect of different types of vehicle on the saturation flow at trafiic signals is given by the following p.c.u. equivalents: 1 heavy or medium goods vehicle 1 bus 1 tram 1 light goods vehicle 1 motorcycle, moped or scooter’ 1 pedal cycles) The p.c.u. equivalent of heavy vehicles was found to be the same on gradients (vithin the limits given in the previous section) as on level approaches. 13 pou. Effect of right-tuning traffic. If the right-tarning movements from opposite directions cause the intersection to lock (see ‘Layout for right-turning vehicles’ and “Phasing’) then the capacity of the intersection cannot easily be assessed. In practice, locking should be prevented by using one of the methods described ‘earlier. Under non-locking conditions the effects of right-turning traffic depend on whether or not conflicting traffic moves on the same phase and on whether cor not the right-turning traffic is given exclusive lanes. There are four possi- bilities: (@ No opposing flow, no exclusive right-turning lanes. An. overall figure for saturation flow for the approach (irrespective of turning movements) can be obtained using the rules given above. Gi) No opposing flow, exclusive right-turing lanes. The saturation flow of the right-turning stream should be obtained separately. It has been found 7) that the saturation flow (s) of a stream turning through a right angle depends on the radius of curvature (r) and is given by 1800 “FSF p.ex.jh for single-filestreams,* o ands = 200 p.c.n,fh for doublesilestreams,*. 145/r @) where r is measured in feet. (See part 1 of worked example No. 2 in Appendix 7.) (i) Opposing flow, no exclusive right-tumning lanes. The effect of right- ‘turners unider these circumstances is three-fold. Firstly, because of the ‘opposing traffic, they are delayed themselves and consequently delay other (non-right-turning) vehicles in the same stream; secondly, their presence tends to inhibit the usc of the offside lane by straight-ahead *Eor r= ei, for the straghi-ahead path, the values obtained from these expressions are 1800 and 3000 p.e.uJh for singles and doubleile respectively. These compare closely with ‘observed straight-ahcad values of 1850 and 3200 p.c.uh for 10 and 20 ft lanes respectively ‘ AL