TE-504 ADVANCED TRAFFIC

ENGINEERING

Department of Transportation Engineering and Management

University of Engineering and Technology, Lahore

 TEXT BOOK AND REFERENCES

• Mathew, T.V. (2014). Transportation Systems Engineering , IIT Bombay.

• Mathew, T. V., & Krishna Rao, K. V. (2006). Introduction to Transportation

engineering. Civil Engineering–Transportation Engineering. IIT Bombay,
NPTEL

• Roess, R. P., Prassas, E. S., & McShane,W. R. (2011). Traffic engineering.

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 TEXT BOOK AND REFERENCES

• Traffic and Highway Engineering (3rd edition) by Nicholas J. Garber,

Lester A.Hoel, December 2001, Publisher: Thomson Learning

• Punjab Traffic and Transport Manual 2008, Volume-1 Signs, Signals and
Pavement Markings, published by Government of Punjab

3
 TRAFFIC
INTERSECTION
DESIGN
• Most conflicts between
roadway users occur at
intersections, where travelers
crosseach other’s path.
• Good intersection design
indicates to those
approaching the intersection
what they must do and who
has to yield.
Exceptions to this include places where speeds are low
(typically less than 20 mph) or where a shared space design
causes users to approach intersections with caution
 INTRODUCTION
• The diverse uses of intersections involve a high level of activity and
shared use.
• Intersections have the unique characteristic of accommodating the almost
constant occurrence of conflicts between all modes, and most collisions on
major thoroughfares take place at intersections.
• This characteristic is the basis for most intersection design standards, particularly
for safety.
• Designing multimodal intersections with the appropriate accommodations for
all users is performed on a case‐by‐case basis.
• The designer should begin with an understanding of the community
objectives and priorities related to design tradeoffs.
ESSENTIAL PRINCIPLES OF INTERSECTION
DESIGN
• Good intersection designs are compact.
• Minimize conflicts between modes.
• Unusual conflicts should be avoided.
• Accommodate all modes with appropriate levels of service
• Simple right‐angle intersections are best for all users since many
intersection problems are worsened at skewed and multi‐legged
intersections.
• Free‐flowing movements should be avoided.
ESSENTIAL PRINCIPLES OF INTERSECTION
DESIGN
• Avoid elimination of travel modes from the typical section due to
intersection design constraints.
• Access management practices should be used to remove additional
vehicular conflict points near the intersection.
• Signal timing should consider the safety and convenience of all users and
should not hinder bicycle or foot traffic with overly long waits or
insufficient crossing times.
• Ensure intersections are fully accessible.
Intersections should be designed to serve all types of users
comfortably, even on wide arterial boulevards
 INTERSECTION GEOMETRY

• Intersection geometry is a critical element of intersection design, regardless

of the type of traffic control used.
• Geometry sets the basis for how all users traverse intersections and
interact with each other.
• The principles of intersection geometry apply to both street
intersections and freeway on‐ and off‐ramps.
• Intersection layout is primarily comprised of the alignment of the legs; width
of traffic lanes, bicycle lanes, and sidewalks on each approach (number of
lanes, median and roadside elements); and the method of treating and
channelization of turning movements.
 INTERSECTION GEOMETRY

• Intersections are comprised of a physical area. The functional area is where

drivers make decisions and maneuver into turning movements. The three parts of
a functional area include
• the perception‐reactions distance,
• maneuver distance and
• storage distance.

• AASHTO’s Policy on Geometric Design of Highways and Streets, addresses the

issues and provides guidance for the detail geometric design of the functional
area.
• The basic types of intersections in urban contexts include the T‐intersection,
cross intersection, multi‐leg intersection, and modern roundabout.
 INTERSECTION SKEW

• Skewed intersections are generally undesirable and introduce

the following complications for all users:
• The travel distance across the intersection is greater, which
increases exposure to conflicts and lengthens signal phases for
pedestrians and vehicles.
• Skews require users to crane their necks to see other approaching users,
making it less likely that some users will be seen.
• Obtuse angles encourage speeding.
 INTERSECTION SKEW

• To alleviate the problems with skewed intersections, several options are

available:
• Every reasonable effort should be made to design or redesign the intersection closer to a
right angle. Some right‐of‐way may have to be purchased, but this can be offset by the
larger area no longer needed for the intersection, which can be sold back to adjoining
property owners or repurposed for a pocket park, rain garden, greenery, etc.
• Converting stop‐controlled and signalized intersections into modern roundabouts.
Roundabouts’ benefits include improved safety, speed reduction, aesthetics and
operational functionality and capacity.
• Pedestrian refuges should be provided if the crossing distance exceeds approximately 40
feet.
• General use travel lanes and bike lanes may be striped with dashes to guide bicyclists
and motorists through a long undefined area.
 INTERSECTION SKEW

Realigning the skewed intersection in the graphic on the left to the right‐angle connection in the graphic on the
right results in less exposure distance and better visibility for all users.
 INTERSECTION SKEW
• Multi‐leg intersections (more than two approaching roadways) are
generally undesirable.
• Making it clear to drivers that pedestrians use the intersections, and
providing proper indication to pedestrians where the best place is to cross
are some or the problems with this type of intersections.
• Multi‐leg intersections also present the following complications for all users:

• Multiple conflict points are added as users arrive from several directions.
• Users may have difficulty assessing all approaches to identify all possible
conflicts. At least one leg will be skewed.
• Users must cross more lanes of traffic and the total travel distance across
the intersection is increased.
 INTERSECTION SKEW

• To alleviate the problems with multi‐leg intersections, several options are

available:
• Every reasonable effort should be made to design the intersection so there are no more
than four legs. This is accomplished by removing one or more legs from the major
intersection and creating a minor intersection further up or downstream.
• As an alternative, one or more of the approach roads can be closed to motor vehicle
traffic, while still allowing access for pedestrians and bicyclists.
• Roundabouts should be considered.
• Pedestrian refuges should be created if the crossing distance exceeds approximately 40
feet.
• General use travel lanes and bike lanes may be striped with dashes to guide bicyclists
and motorists through a long undefined area.
 CORNER RADII
• Corner radii (also called curb return radii) are the curved connection of curbs
in the corners.
• This intersection geometry feature has a significant impact on the comfort and
safety of non‐motorized users. The use of the smallest practical corner radii to
shorten the length of the crosswalk is usually desirable. Small corner radii
provide the following benefits:
• Smaller, more pedestrian‐scale intersections resulting in shorter crossing distances
• Slower vehicular turning speeds
• Reduced pedestrian crossing distance and crossing time
• Better geometry for installing perpendicular ramps for both crosswalks at each corner
• Simpler, more appropriate crosswalk placement, in line with the approaching sidewalks
Tighter corner radii reduce crossing
distance and slow turning traffic.
 CORNER RADII

• When designing corner radii for complete streets, the default

design vehicle should be the passenger (P) vehicle. Therefore, the
default corner radius is 15 feet.
• Larger design vehicles should be used only where they are known
to regularly make turns at the intersection, and corner radii should
be designed based on the larger design vehicle traveling at crawl
speed.
• In addition, designers should consider the effect that bicycle lanes
and on‐street parking have on the effective radius, increasing the
ease with which large vehicles can turn.
The effective corner radius controls turning speeds and the ability
of large vehicles to turn
 CORNER RADII

• Encroachment by large vehicles is acceptable onto multiple

receiving lanes. When a design vehicle larger than the passenger
(P) vehicle is used, the truck or bus should be allowed to turn into
all available receiving lanes.
• “Traveled Way Design,” larger, infrequent vehicles (the “control
vehicle”) can be allowed to encroach on multiple departure lanes
and partway into opposing traffic lanes.
• Corner radii may need to be larger where occasional
encroachment is not acceptable.
Corner radii can be kept smaller by allowing trucks and buses to turn into
multiple receiving lanes
 CURB EXTENSIONS
• Where on‐street parking is allowed, curb extensions
(also called bulb‐outs) should replace the parking lane
at crosswalks.
• Curb extensions should be the same width as the
parking lane.
• Due to reduced road width, the corner radius on a curb
extension may need to be larger than if curb extensions
were not installed.
 CURB EXTENSIONS
• Curb extensions offer many benefits related to livability:
• Reduced pedestrian crossing distance resulting in less exposure to vehicles and
shorter pedestrian clearance intervals at signals
• Improved visibility between pedestrians and motorists
• A narrowed roadway, which has a potential traffic calming effect
• Additional room for street furniture, landscaping, and curb ramps Slower turning
vehicles
• Additional on‐street parking potential due to improved sight lines at intersections.
Since curb extensions allow pedestrians to walk out toward the edge of the parking
lane without entering the roadway, pedestrians can better see vehicles and
motorists can better see pedestrians.
• Management of street water runoff
• Separate parking maneuvers from turning vehicles.
 Curb extensions improve sight distance
between pedestrians and motorists, possibly
allowing additional on‐street parking
 CURB EXTENSIONS
• To fully achieve livability goals, the curb extension and parking area
can be integrated into the furniture zone portion of the sidewalk
corridor.
• This technique involves using similar surface materials for the curb
extension, parking area, and the sidewalk.
• Instead of the curb extensions appearing to jut out into the street, the
parking appears as “parking pockets” in the furniture zone.
• Curb extensions must always be outside of the width of the bike lane or
the location within the traveled way that bicyclists are expected to ride.
Integrating curb extensions and on‐street parking into the
sidewalk corridor enhances pedestrian safety and the
walking experience
 CURB EXTENSIONS
• To reinforce this design
where street grades
permit, the gutter line and
drainage grates should be
placed between the travel
lane and the parking
lane/curb extensions. This
is called a “valley gutter”
and creates a stronger
visual cue separating the
parking lane from the
An example of integrating curb extensions and parking
bicycle lane or travel
into the sidewalk corridor by placing a valley gutter
lane. between the parking and the traveled way
 CROSSWALK AND RAMP PLACEMENT

• Crosswalks are used to assist pedestrians in crossing the street.

Manual on Uniform Traffic Control Devices (MUTCD) makes it
clear that unmarked crosswalks can exist only at intersections
whereas marked crosswalks can exist at intersections or
elsewhere.
• Crosswalks and ramps at intersections should be placed so they
provide convenience and safety for pedestrians.
 CROSSWALK AND RAMP PLACEMENT
Recommended Practices
• Allow crossings on all legs of an intersection, unless there are no pedestrian
accessible destinations on one or more of the corners. Closing a crosswalk
usually results in a pedestrian either walking around several legs of the
intersection, exposing them to more conflicts, or crossing at the closed
location, with no clear path or signal indication as to when to cross.
• Provide marked crosswalks at signalized intersections.
• Provide marked crosswalks at an intersection approach controlled by stop sign.
Marked crosswalks shall be 10 feet wide in urban zones.
• Strongly consider providing marked crosswalks at major unsignalized
intersections with medians for pedestrian refuges or on one‐way streets.
 Place crosswalks as close as possible to the desire
Place line of pedestrians, which is generally in line with
the approaching sidewalks.

Provide as short as possible a crossing distance to

reduce the time that pedestrians are exposed to
Provide motor vehicles; this is usually as close as possible to
right angles across the roadway, except for skewed
CROSSWALK intersections.
AND RAMP
PLACEMENT Ensure that there are adequate sight lines between
pedestrians and motorists. This typically means that
Ensure the crosswalks should not be placed too far back
from the intersection.

When a raised median is present, extend the nose of

Extend the median past the crosswalk with a cut‐through for
pedestrians.
 CROSSWALK AND RAMP PLACEMENT
• Provide one ramp per crosswalk (two per corner for standard intersections with no closed
crosswalks). Ramps must be entirely contained within a crosswalk (the crosswalk can be
flared to capture a ramp that cannot be easily relocated). Align the ramp run with the
crosswalk when possible, as ramps that are angled away from the crosswalk may lead some
users into the intersection.
• At intersections where roads are skewed or where larger radii are necessary for trucks, it
can be difficult to determine the best location for crosswalks and sidewalk ramps. In these
situations, it is important to balance the recommended practices above. Tighter curb radii
make implementing these recommendations easier.
• At signalized crossings, shared‐use path crossing, or any other particular high emphasis
crosswalk markings (ladder style crosswalk) should be used to increase visibility.
• Curb ramp opening on shared‐use path shall be the same width as the path itself.
Pedestrian warning sign at a high emphasis crosswalk. Note the yield bars (series
of isosceles triangles painted on the approach to the crosswalk.
One curb ramp per crosswalk should be provided at corners. Ramps
should align with sidewalks and crosswalks
 ON‐STREET PARKING NEAR INTERSECTIONS

• On‐street parking should be positioned far enough away from

intersections based on providing adequate sight distance to allow for
good visibility of pedestrians preparing to cross the street.

• Curb extensions allow parking to be placed closer to the intersection

since pedestrians can queue in a more visible location for which
parked cars do not block the sight line of an oncoming motorist.
 LEFT‐TURN CHANNELIZATION ISLANDS

• In the context suburban zone through urban core zone , high speed channelized left‐
turns are inappropriate because they create conflicts with pedestrians.
• Left‐turn lanes should generally be avoided as they increase the size of the
intersection, the pedestrian crossing distance, and the likelihood of left‐turns‐on‐red
by inattentive motorists who do not notice pedestrians on their left.
• However, where there are heavy volumes of left turns (approximately 200 vehicles per hour or
more), a left‐turn lane may be the best solution to provide additional vehicle capacity
without adding additional lanes elsewhere in the intersection.

• For turns onto roads with only one through lane and where truck turning movements
are rare, providing a small corner radius at the left‐turn lane often provides the best
solution for pedestrians’ safety and comfort.
 LEFT‐TURN CHANNELIZATION ISLANDS
• At intersections of multi‐lane roadways where trucks make frequent
left turns, a raised channelization island between the through lanes and
the left‐turn lane is a good alternative to an overly large corner radius
and enhances pedestrian safety and access. If designed correctly, a
raised island can achieve the following objectives:
• Allow pedestrians to cross fewer lanes at a time
• Allow motorists and pedestrians to judge the left turn/pedestrian conflict
separately
• Reduce pedestrian crossing distance, which can improve signal timing for all
users
• Balance vehicle capacity and truck turning needs with pedestrian safety
• Provide an opportunity for landscape and hardscape enhancement
 LEFT‐TURN CHANNELIZATION ISLANDS

• The following design practices for left‐turn lane channelization

islands should be used to provide safety and convenience for
pedestrians, bicyclists, and motorists:
• The provision of a channelized left‐turn lane is appropriate only on
signalized approaches where left‐turning volumes are high or large
vehicles frequently turn and conflicting pedestrian volumes are low .
• Provide accessible islands for refuge.
• Provide a yield sign for the channelized left‐turn lane.
• Tighter angles are preferred for multiple reasons.
 LEFT‐TURN CHANNELIZATION ISLANDS

• Provide at least a 60‐degree angle between vehicle flows, which reduces turning
speeds and improves the yielding driver’s visibility of pedestrians and vehicles.
• Place the crosswalk across the left‐turn lane about one car length back from where
drivers yield to traffic on the other street, allowing the yielding driver to respond to
a potential pedestrian conflict first, independently of the vehicle conflict, and then
move forward, with no more pedestrian conflict.
• If vehicle‐pedestrian conflicts are a significant problem in the channelized left‐turn
lane, it might be appropriate to provide signing to remind drivers of their
legal obligation to yield to pedestrians crossing in the crosswalk. Regulatory signs
could be placed in advance of or at the crossing location.
• Removing channelized left‐turn lanes further assists pedestrians.
 LEFT‐TURN CHANNELIZATION ISLANDS

This TURNING TRAFFIC MUST YIELD TO PEDESTRIANS AND BICYCLISTS sign is an R10‐15
(modified). The modification is for use on shared‐use paths.
 LEFT‐TURN CHANNELIZATION ISLANDS

• These goals are best accomplished by creating an island that is roughly twice
as long as it is wide.
• The corner radius will typically have a long radius (150 feet to 300 feet)
followed by a short radius (20 feet to 50 feet). When creating this design, it is
necessary to allow large trucks to turn into multiple receiving lanes.
• This design is often not practical for left‐turn lanes onto roads with only one
through lane. This left‐turn channelization design is different from designs
that provide free‐flow movements (through a slip lane) where left‐turning
motorists turn into an exclusive receiving lane at high speed.
• Left turns should be signal‐controlled in this situation to provide for a
signalized pedestrian walk phase.
Traffic channelization is an effective
mitigation strategy when
intersection radii reduction is not an
option.
Sharper angles of slip lanes are important to slow cars and increase visibility
YIELD AND STOP CONTROLLED INTERSECTIONS

• Unsignalized intersection control options include the following:

• Yield control, which is under‐utilized and should be considered to
reduce unnecessary stops caused by the overuse of STOP signs.
• Uncontrolled intersections are yield controlled by default.
• Two‐way stop control, which is the most common form of intersection
control. This is an overused device. At many intersections a
neighborhood traffic calming circle is a preferable and more effective
option.
• All‐way stops are often overused, incorrectly, to slow traffic. At many
intersections a neighborhood traffic calming circle is a preferable and a
more effective option.
 SIGNALIZED INTERSECTIONS
• Signalized intersections provide unique challenges and opportunities for
livable communities and complete streets.
• On one hand, signals provide control of pedestrians and motor vehicles with
numerous benefits. Where signalized intersections are closely spaced,
signals can be used to control vehicle speeds by providing appropriate
signal progression on a corridor. Traffic signals allow pedestrians and
bicyclists to cross major streets with only minimal conflict with motor vehicle
traffic.
• On the other hand, traffic signals create challenges for non‐motorized users.
Signalized intersections often have significant turning volumes, which
conflict with concurrent pedestrian and bicycle movements. In many cases,
roundabouts offer safer, more convenient intersection treatment than signals.
 SIGNALIZED INTERSECTIONS

• To improve livability and pedestrian safety, signalized intersections

should meet the following principles:
• Provide signal progression at speeds that support the target speed of a
corridor whenever feasible
• Provide short signal cycle lengths, which allow frequent opportunities to cross
major roadways, improving the usability and livability of the surrounding area
for all modes. Ensure that signals detect bicycles through video detection zones
for video monitoring or loop detectors in‐pavement.
• Place pedestrian signal heads in locations where they are visible
• At locations with many crossing pedestrians, time the pedestrian phase to
be on automatic recall, so pedestrians don’t have to seek and push a
pushbutton.
 SIGNALIZED INTERSECTIONS

• Where few pedestrians are expected and automatic recall of

walk signals is not desirable, place pedestrian pushbuttons
in convenient locations, using separate pedestals if
necessary.
• Use the recommendations regarding pushbutton placement for
accessible pedestrian signals found in the Manual on Uniform
Traffic Control Devices (MUTCD).
• Include pedestrian signal phasing that increases safety and
convenience for pedestrians.
 OPERATIONAL DESIGN

• A higher percent of all intersection crashes occur at signalized intersections.

• Unfortunately, in many locations signalization is the only option because of
right‐of‐way limitations, high vehicle volumes, and the need to create gaps to
provide reasonable operation for all users.
• Over the years, the most common signal hardware has transitioned
from post‐mounted signals to span‐wire signals to overhead mast arms.
This change has lifted drivers’ eyes upward and created a situation in
many east/west streets where drivers must look toward a rising or setting
sun that can block vision of a signal.
 OPERATIONAL DESIGN
• In urban areas the large mast arms are intrusive. As part of the conversion to
healthier streets, changing to post‐mounted signals in urban areas could lower the
cost of installing and maintaining signals, reduce the vision intrusion, and help lower
a driver’s vision back to pedestrians.
• There are two primary advantages for pedestrians and bicyclists to pole‐mounted
signals:

 Drivers have to stop back from the crosswalk to see the indication so they are less
likely to encroach into the crosswalk, and more likely to see pedestrians and
bicyclists when turning left.
 Mast‐arm signals encourage higher speeds since drivers can see several in a row. If
they are green, drivers are more likely to accelerate. But pole‐mounted signals
are only visible to drivers closer to the intersection, causing them to drive
slower on the approach.
 PHASING

A signal phase is defined as the cycle length allocated to a

traffic movement at an intersection receiving the right‐of‐way,
or to any combination of traffic movements receiving the right
of way simultaneously. The combination of all phases is equal
to one cycle length.
 BASIC SIGNAL TIMING

• The “timing” is the time in seconds allocated to various vehicular and pedestrian
movements.
• A traffic control signal transmits information to the users by selective illumination
of different color lights at a signalized intersection. The illuminated color indicates
the user should take a specific action at the signalized intersection:
Green phase. Green phase is when motorists and bicyclists may proceed through the
intersection.
Yellow phase. Yellow phase is the cycle phase before changing to the red interval
that prohibits traffic movement. It signifies to users the light is about to turn red and
they should stop if they can safely do so, or continue proceeding if that is safer. A
properly timed yellow time interval is important to reduce signal violations by users
passing through the intersection.
 BASIC SIGNAL TIMING

• All‐red phase. All‐red phase is that portion of a traffic cycle time where
all vehicles are prohibited from any movements at the intersection. The
all‐red time follows the yellow time interval and precedes the next green
interval.
• The purpose of the all‐red time is to allow vehicles that entered the
intersection late during the yellow time to clear the intersection
before the traffic signal displays green time for conflicting approaches.
 BASIC SIGNAL TIMING

• Right-Turn Phasing
• The most commonly used “right turn” phases at an intersection with a
right‐turn lane are
• Permissive. Under permissive right turn phasing, through traffic may
proceed straight through the intersection with a circular green signal
indication, as side traffic is stopped (with a circular red signal indication); the
right turning vehicles are permitted to make the turn when they find a safe
and adequate gap from the approaching vehicles. Permissive right turn
phases create conflicts with pedestrians crossing the street as the timing
puts the two on a collision course.
 BASIC SIGNAL TIMING
• Protected‐permissive. Under protected‐permissive right turn phasing, right
turns are allowed to pass the intersection with a green arrow first during the
protected phase (opposing through traffic is stopped); usually three to five
vehicles are allowed in the cycle before the right turn is changed from a right
arrow to a circular green indication, and opposing through traffic is allowed to
pass through the intersection.
• During the permissive phase motorists may turn right while others go
straight. Protected‐right turn phases create conflicts with pedestrians crossing
the street as the timing puts the two on a collision course, especially with
right‐turning drivers who arrived after the right‐turn phase and are impatient
to turn right before the signal reverts to red.
 BASIC SIGNAL TIMING

• Protected only. Under protected right turns, drivers can only turn right with a
right‐turn green arrow. The protected right turns can be either “leading” or
“lagging.” A leading protected right turn allows right‐turns during the
beginning of the cycle.
• A lagging protected right allows right turns at the end, after opposing
through traffic has proceeded.
• Protected right‐turn phases are preferred to both permissive phases because
they eliminate the inherent conflict between right turning vehicles and
pedestrians. Protected right turns provide the greatest safety for pedestrians.
Permissive phases are typically used to maintain a higher LOS for motorists.
 BASIC SIGNAL TIMING

• Pedestrian Phasing
• Basic pedestrian signal timing principles should be combined with
innovative pedestrian signal timing techniques to enhance pedestrian
safety and convenience.

• Pedestrian signal heads provide indications exclusively intended for

controlling pedestrian traffic. These signal indications consist of the
illuminated symbols of a WALKING PERSON (symbolizing WALK) and an
UPRAISED HAND (symbolizing DON’T WALK).
 BASIC SIGNAL TIMING
• Pedestrian signal head indications have the following meanings:
• A steady WALKING PERSON (WALK) signal indication means that a pedestrian facing
the signal indication is permitted to start to cross the roadway in the direction of the
signal indication, possibly in conflict with turning vehicles.
• A flashing UPRAISED HAND (DON’T WALK) signal indication means that a pedestrian
shall not start to cross the roadway in the direction of the signal indication, but that
any pedestrian who has already started to cross shall proceed to the far side of the
traveled way of the street or highway, unless otherwise directed by a traffic control
device to proceed only to a median or pedestrian refuge area.
• A steady UPRAISED HAND (DON’T WALK) signal indication means that a pedestrian
shall not enter the roadway in the direction of the signal indication.
 BASIC SIGNAL TIMING

• Walk Interval
• The WALK interval (clear WALKING PERSON) must typically be a minimum
of 7 seconds. However, to provide more convenience for pedestrians, and
possibly more safety due to better pedestrian behavior, the WALK interval
should be maximized using the following techniques:
• Instead of providing the minimum WALK interval, maximize the WALK interval
within the available green interval. This is accomplished by subtracting the
necessary pedestrian clearance interval from the available green time for the
concurrent vehicular movements.
• Except at intersections where pedestrians are relatively few, and anywhere that
vehicle signals are set on fixed time, WALK intervals should be set on “recall” so that
they are automatically provided during every signal cycle.
 BASIC SIGNAL TIMING

• Walk Interval
• Where a major street intersects a minor side street, the WALK
interval for crossing the minor street can be set on recall,
concurrent with the green interval for the parallel through
vehicle movement, which is typically set to recall as well. This
minimizes pedestrian delay along the major street with no
impact to motor vehicle capacity.
 BASIC SIGNAL TIMING

• Pedestrian Clearance Interval

• The pedestrian clearance interval (flashing orange hand) is
calculated to allow a pedestrian who left the curb at the end of
the WALK interval traveling at a walking speed of 3.5 feet per
second to travel the length of the crosswalk.
• The crosswalk length should be measured from the center of
one curb ramp to the center of the opposing curb ramp.
• This speed allows pedestrians, especially seniors, children, and
ADA users, to clear the intersection.
 BASIC SIGNAL TIMING

• Pedestrian Clearance Interval

• The MUTCD includes another test that requires the total of the WALK
interval plus the pedestrian clearance interval to be sufficient to allow a
pedestrian traveling at a walking speed of 3 feet per second to travel the
length of the crosswalk, measured from the top of one ramp to the bottom
of the opposing ramp.
• Any additional time that is required to satisfy this second requirement
should be added to the walk interval.
• In neighborhoods where high numbers of slow pedestrians are present,
such as near senior centers, rehabilitation centers, and disabled centers,
the interval should be set for even slower speeds.
 BASIC SIGNAL TIMING

• Pedestrian Clearance Interval

• The MUTCD also requires that countdown pedestrian signals be
installed for all pedestrian signals where the pedestrian change
interval is more than 7 seconds.

• These signals count down the pedestrian clearance interval and

provide more information to pedestrians, allowing them to more
easily adjust their walking patterns to ensure they are out of the
crosswalk before the end of the pedestrian clearance interval.
 BASIC SIGNAL TIMING
Pedestrian Clearance Interval

• Research on pedestrian countdown signals has determined

• Pedestrians understand how they work.
• Fewer people start walking in the pedestrian clearance
interval.
• Very few pedestrians are left in the crosswalk during the
steady orange hand.
• Drivers don’t accelerate to beat the light.
• Research in San Francisco shows a 25 percent reduction in
all crashes.
 ROUNDABOUTS
“A roundabout, also called
a traffic circle, road circle,
rotary, rotunda or island, is a
type of circular intersection or
junction in which road traffic
flows almost continuously in one
direction around a central
island.”

The New Shorter Oxford English Dictionary, Volume 2, Clarendon Press,

Oxford (1993), page 2632
Single‐lane roundabout
 ROUNDABOUTS

• The circulating roadway encircles a central island around which

vehicles travel counterclockwise.
• Splitter islands force drivers to turn left, and provide a refuge for
pedestrians.
• Horizontal deflection encourages slow traffic speeds, but allows
movement by trucks.
• A landscaped visual obstruction in the central island obscures
the driver’s view of the road beyond, to discourage users from
entering the roundabout at high speeds.
 ROUNDABOUTS
• The central island should not include pedestrian attractions, such as benches,
because it’s not desirable for pedestrians to walk in or across the roundabout
circulating lanes.
• The central island can vary in shape from a circle to a “square‐a‐bout” in historic areas,
ellipses at odd shaped intersections, dumbbell, or even peanut shapes.

• Each leg of a modern roundabout has a triangular splitter island that provides a
refuge for pedestrians, prevents drivers from turning right (the “wrong‐way”),
guides drivers through the roundabout by directing them to the edge of the central
island, and helps to slow drivers.
• Roundabouts can range from quite small to quite large, from a central island
diameter of about 12 feet for a traffic calming device at a neighborhood intersection
to 294 feet to the back of sidewalk on a large multi‐lane roundabout.
ROUNDABOUTS…ADVANTAGES AND DISADVANTAGES
Modern roundabouts reduce vehicle‐to‐vehicle and vehicle‐to‐pedestrian
conflicts and, thanks to a substantial reduction in vehicle speeds, reduce all
forms of crashes and crash severity. In particular, roundabouts eliminate the most
lethal crashes : head on and T‐bone collisions.

• Little to no delay for pedestrians, who have to cross only one direction of traffic at a time
• Improved accessibility to intersections for bicyclists through reduced conflicts and
vehicle speeds
• A smaller carbon footprint (no electricity is required for operation and fuel
consumption is reduced as motor vehicles spend less time idling and don’t have to accelerate
as often from a dead stop)
• The opportunity to reduce the number of vehicle lanes between intersections (e.g., to reduce a
five‐lane road to a two‐lane road, due to increased vehicle capacity at intersections)
• Little to no stopping during periods of low flow
• Significantly reduced maintenance and operational costs because the only costs are related to
the landscape
ROUNDABOUTS…ADVANTAGES AND DISADVANTAGES
• Reduced delay, travel time, and vehicle queue lengths
• Lowered noise levels
• Less fuel consumption and air pollution
• Simplified intersections
• Facilitated U‐turns
• The ability to create a gateway and/or a transition between distinct areas
through landscaping
• When constructed as a part of a new road or the reconstruction of an existing
road, the cost of a roundabout is minimal and can be cheaper than the
construction of an intersection and the associated installation of traffic signals
and additional turn lanes.
ROUNDABOUTS…ADVANTAGES AND DISADVANTAGES

A possible disadvantage is that sight‐impaired people can have difficulty

navigating around large roundabouts. But this can be mitigated with
ground level wayfinding devices.

Roundabouts are not always the most appropriate solution, it requires

location specific analysis.
 GENERAL DESIGN ELEMENTS OF
ROUNDABOUTS
• Central Island
• The design of the central island is an important element of a
roundabout. In conjunction with well‐designed approach and
departure lanes, the central island controls vehicle speeds through
deflection and controls the size of vehicles that can pass through and
turn at a roundabout.
• It provides space for landscaping to beautify an intersection or
create a focal point or community enhancement, but it also provides
space for the inclusion of an uplighted vertical element such as a
tree, which is important in providing long range conspicuity of a
roundabout.
 GENERAL DESIGN ELEMENTS OF
ROUNDABOUTS
• Splitter Islands
• Splitter islands and/or medians on each approach serve several
functions. They provide a refuge for pedestrians crossing at the
roundabout, breaking the crossing into two smaller crossings.
• This allows pedestrians to select smaller gaps and cross more quickly.
Splitter islands and medians direct vehicles into the circulating lane and
limit the ability of drivers to make right turns the wrong way into the
circulating roadway.
• Splitter islands should have a minimum width of 6 feet, and preferably 8 feet,
from the face‐of‐curb to the opposite face‐of‐curb. This width provides a
comfortable, safe refuge for groups of pedestrians and pedestrians with
bicycles.
 GENERAL DESIGN ELEMENTS OF
ROUNDABOUTS
• Truck Apron
• Because central islands must be made large enough to deflect and hence
control the speed of passenger vehicles, they can limit the ability of trucks
to pass through or turn at a roundabout. To accommodate large vehicles, a
truck apron (a paved, load‐bearing area) is included around the perimeter
of the central island.
• The truck apron is often paved with a fairly rough texture, and raised
enough to discourage encroachment by smaller high‐speed passenger
cars. The outer curb of the truck apron creates a distinction between the
truck apron and the circulating lane, usually by means of unusual contrast
and a maintainable curb as high as three inches.
 GENERAL DESIGN ELEMENTS OF
ROUNDABOUTS
• Pedestrian Crossings
• Pedestrian crossings are located one or more car lengths back from the
circulating roadway to shorten the crossing distance and separate
vehicle‐to‐pedestrian conflicts from vehicle‐to‐ vehicle conflicts, so pedestrians
don’t cross in front of drivers looking right.

• Signing and Marking

• Signing and marking should be in compliance with the current version of the
MUTCD. However, care must be taken to not oversign roundabouts by including
every sign allowed at roundabouts, except for needed directional signs; most
roundabouts are designed so their function and use are self‐explanatory.
 ROUNDABOUT DESIGN CRITERIA
• The number and type of lane(s) on each approach and departure as
determined by a capacity analysis
• The design vehicle for each movement
• The presence of on‐street bike lanes
• The goal/reason for the roundabout, such as crash reduction, capacity
improvement, speed control, or creation of a gateway or a focal point
• Right‐of‐way and its availability for acquisition if needed
• The existence or lack of sidewalks
• Effects on pedestrian route directness
• The approach grade of each approach
• Transit, existing or proposed
 OPERATIONS AND ANALYSIS
Roundabouts operate on the principle that drivers approach a roundabout
and look right for any circulating vehicles that could conflict with their travel
path. If there is no possible conflict, the approaching driver can enter the
roundabout without delay. If there is a vehicle, or many conflicting vehicles,
the approaching drivers stop and yield to the conflicting vehicle(s) on their
right and wait for a safe gap to enter the roundabout.

In simple terms, a roundabout capacity analysis determines the number of vehicles

seeking to enter a roundabout from each approach and the availability of gaps. Based
on this gap acceptance analysis, the number and type of approach and departure
lanes can be determined to provide the desired level of operation. Since
roundabouts keep traffic moving they have greater capacity than both signalized and
stop‐controlled intersections. Roundabout designers observed about a 30 percent
increase in intersection capacity with roundabouts over traffic signals.
• Single lane roundabouts…
• Multi lane roundabouts…
• Mini roundabouts…
• Neighborhood Traffic circles…
 ACTIVITY…

• Evaluate the feasibility of selected signalized intersection or

roundabout with reference to existing conditions
• Discuss the pros and cons; if roundabout is proposed in
place of existing intersection and vice versa.
THANK YOU!!