Intersection Design

Introduction
□ An intersection: is an area, shared by two or more
roads, whose main function is to provide for the
change of route direction.
□ Intersection vary in complexity:
■ Simple intersection: tow roads crossing at right angles.
■ More complex: three or more roads cross.
□ Drivers have to make decision on intersections
concerning which of the routes they wish to take.
□ Due to the above effort, which is not required at
non-intersections, Intersections tend to have high
potential for crashes.
□ The overall traffic flow on any highway depends largely
on the performance of the intersections as they operate
at lower capacity than through sections of the road.
 Classes of Intersections
1. Grade-separated without ramps.
2. Grade-separated with ramps (Interchanges).
3. At-grade intersections.
□ Grade-separated intersections usually consist of
structures that provide for traffic to cross at different
levels (vertical distance) without interruption.
□ Potential for crashes at grade-separated intersections
is reduced because many conflicts between
intersecting steams are reduced.
□ At-grade intersections do not provide for the flow of
traffic at different levels, therefore conflicts conflict
between intersecting streams exist.
 Types of At-Grade Intersections
1. T or three-leg intersections: consist of 3
approaches
2. Four-leg or cross intersections: consist of 4
approaches.
3. Multi-leg intersections: consist of 5 or more
approaches.
□ Channelization involves the provision of
facilities such as pavement markings and
traffic islands to regulate and direct
conflicting traffic streams into specific travel
paths
 T- Intersections
Figure 7.4a:
■ Simplest form of T
intersection.
■ Suitable for minor or local
roads.
■ Suitable when minor roads
intersect important highways
with angle less than 30 from
the normal.
■ Suitable for use in rural
two-lanes highway that carry
light traffic.
 T- Intersections Cont.
□ Figure 7.4b:
■ At location of higher
speeds and turning
volumes, which
increase potential of
rear-end collisions, an
additional surfacing or
flaring area is
provided.
■ Flare is provided to
separate right-turning
vehicles from through
vehicles approaching
from the east
 T- Intersections Cont.
□ Figure 7.4c:
■ In cases where
left-turn volume
from the through
road onto the
minor road is high
but doesn’t
require a separate
left-turn lane, an
auxiliary lane may
be provided.
 T- Intersections Cont.
□ Figure 7.4d:
■ Channelized T intersection:
one with divisional islands
and turning roadways.
■ Two-lane highway has been
converted into a divided
highway through the
intersection.
■ Provides both a left-turn
storage lane and right-turn
lane for turning traffic.
■ Suitable for locations where
volumes are high.
■ An intersection of this type
will probably be signalized.
 Four-Leg Intersections
Figure 7.5a:
■ Used mainly at
locations where
minor and local
roads cross or when
minor road crosses a
major one.
■ Turning volumes are
usually low.
■ Roads intersect at
angles less than 30.
 Four-Leg Intersections
Figure 7.5b:
■ When turning
movements are
frequent, right
turning roadways
are provided.
■ Common in Urban
areas where
pedestrians are
present.
 Four-Leg Intersections
Figure 7.5c:
■ Suitable for two-lane highway that is not
a minor crossroad and that carries
moderate volumes at high speeds or
operates near capacity.
 Four-Leg Intersections
Figure 7.5d:
■ Suitable when high through and turning volumes.
■ This type of intersection is usually signalized.
 Multi-leg Intersections
□ Have five or more approaches.
□ See Figure 7.6.
□ In order to remove some of the conflicting movements from
the major intersection to increase safety and operation, one
or more of the legs are realigned.
□ For 5-leg intersection, realigning one road will create an
additional T intersection, and convert the multi-leg into a
four-leg intersection (Fig. 7.6 a)..
□ For 6-leg intersection, realigning two roads will create an
convert the multi-leg into a two four-leg intersections (Fig.
7.6 b).
□ Two factors to consider when realigning roads:
■ The diagonal road should be realigned to the minor road.
■ The distance between the intersections should be such that they
can operate independently.
 Multi-leg Intersections/
Traffic Circles
□ Is a circular intersection that provide
a circular traffic pattern with
significant reduction in in the crossing
conflict points.
□ FHWA describes three types of traffic
circles:
1. Rotaries.
2. Neighborhood Traffic Circles.
3. Roundabouts
 Multi-leg Intersections/
Traffic Circles
□ Rotaries:
■ have large diameters > 300 ft which allow speeds
exceeding 30 mi/h with min.
■ horizontal deflection of the path of the through
traffic.
□ Neighborhood Traffic Circles:
■ have diameters smaller than rotaries which allow
much lower speeds.
■ Used at intersections of local streets as a mean of
traffic calming or as an aesthetic device.
■ Consist of pavement markings not raised islands.
■ May use stop control or no control at the
approaches.
 Multi-leg Intersections/
Traffic Circles
□ Roundabouts: have specific defining
characteristics that separate them from
other circular intersections
■ Yield control at each approach.
■ Separation of conflicting traffic movements by
pavement markings or raised islands
■ Geometric characteristics of the central island
that typically allow traffic speeds for less than 30
mi/h.
■ Parking usually not allowed within the circulating
roadway.
■ Figures 7.7 a & b show the features and
dimensions of roundabouts respectively.
 Categories of Roundabouts
□ Roundabouts can be categorized into six
classes based on the size and the
environment in which they are located.
1. Mini-roundabouts.
2. Urban compact roundabouts.
3. Urban single-lane roundabouts.
4. Urban-double-lane roundabouts.
5. Rural single-lane roundabouts.
6. Rural double-lane roundabouts
□ See Table 7.1 for the characteristics of
roundabout categories.
 Design principles For At-Grade
Intersections
□ Objectives:
■ To minimize the severity of potential conflicts among different
streams of traffic and between pedestrians and turning
vehicles.
■ To provide smooth flow of traffic across the intersection.
□ Design should incorporate the operating characteristics of
both vehicles and pedestrians using the intersection.
□ For example: corner radius of an intersection should not be
less than either:
■ Turning radius of the design vehicle
■ Radius required for the design velocity
□ Design should ensure adequate pavement widths of turning
roadways and approach sight distance.
□ At-grade intersections should not located at or just
beyond:
■ Sharp crest vertical curves.
■ Sharp horizontal curves.
 Design principles For At-Grade
Intersections Cont.
□ Design involves:
■ Design of alignment.
■ Design of suitable channeling system
■ Determination of minimum required
widths of turning roadways at speeds
higher than 15mi/h.
■ Assurance of adequate sight distance for
type of control used at intersections.
 Design principles For At-Grade
Intersections Cont.
□ Alignment (Horizontal):
■ Best alignment when intersecting roadways
meet at right or nearly right angles.
■ Less road area is required for turning at
intersections.
■ Lower exposure time for vehicles crossing the
main traffic flow.
■ Visibility limitations specially for trucks are not
as serious as those at acute angles.
□ See Figure 7.8 for alternative methods of
realigning skewed intersections.
 Design principles For At-Grade
Intersections Cont.
□ Profile (Vertical alignment):
■ Combination of grade lines should be provided to
facilitate the driver’s control of the vehicle.
□ For example:
■ large changes in grades should be avoided (grades
should not be > 3% since stopping and accelerating
distances on such grades are not much different from
those on flat sections).
■ In any case it is not advisable to use grades higher
than 6% at intersections.
■ When it is necessary to adjust grade lines of the
approaches at an intersection, it is preferable to:
□ Keep or continue with the grade of the major road
across the intersection and
□ Adjust the grade of the minor road at a suitable
distance from the intersection
 Design principles For At-Grade
Intersections Cont.
□ Curves: Design is affected by
■ Angle of turn.
■ Turning speed:
□ For speeds < 15 mi/h curves are designed to
conform to minimum turning path of the design
vehicle.
□ For speeds < 15 mi/h, three types of design are
used (Simple curve (R > 25 ft), simple curve (R
>20 ft) with taper (1:10), and 3-centered
compound curve) See Figure 7.9, and 7.10.
□ For speeds > 15 mi/h, design speed should also
be considered.
■ Design vehicle.
■ Traffic volume.
■ See Tables 7.2, 7.3, and 7.4 for min. turn radii
 Design principles For At-Grade
Intersections Cont.
□ Channelization: Separation of conflicting traffic
movements into definite paths of travel by traffic
islands or pavement markings to facilitate the safe
and orderly movements of both vehicles and
pedestrians.
□ Traffic Island: is a defined area between traffic lanes
that is used to regulate the movement of vehicles or
to serve as a pedestrian refuge.
□ A properly channelized intersection will result in
increased capacity, enhance safety, and increased
driver confidence.
□ Over channelization should be avoided as it may
create confusion to motorists which may result in a
lower operating level.
 Design principles For At-Grade
Intersections Cont.
□ Channelization is normally used to achieve:
1. Direct paths of vehicles.
2. Control merging, diverging, or crossing angle of
vehicles.
3. Decrease vehicle wander and area of conflict by
reducing amount of paved area.
4. Provide pedestrian refuge
5. Give priority to predominant movements.
6. Provide clear indication of proper path.
7. Provide separate storage lanes for turning vehicles.
8. Provide space for traffic control devices.
9. Control prohibited turns.
10. Restricts speed of vehicles.
11. Separate traffic movements at signalized
intersections with multiple phase signals.
 Design principles For At-Grade
Intersections Cont.
□ Factors affecting design of
Channelization are:
■ Availability of ROW.
■ Terrain
■ Type of design vehicle.
■ Expected vehicular and pedestrian
volumes.
■ Approach speeds.
■ Bus stop requirements.
■ Location and type of traffic control
devices.
 General Characteristics Of Traffic
Islands
□ Curbed Traffic Islands:
■ used in urban highways with high pedestrian volumes
and low speeds.
■ Because of glare, they bare difficult to see at night, thus
intersections should be lighted.
□ Pavement markings (Flushed islands):
■ Markers include: paint, thermoplastic stripping, and
raised retroflective markers.
■ Preferred over curbed island at intersections where
approach speed is high, pedestrian traffic is low, and
where signals or sign mountings are not located on the
island.
□ Islands formed by pavement edges:
■ Usually unpaved
■ Used at rural intersections where there is space for large
intersection curves.
 Functions of Traffic Islands
□ Channelized Islands:
■ Used to control and direct traffic.
■ See Figure 7.12.
□ Divisional Islands:
■ Used to divide opposing or same-direction
traffic streams.
■ See Figure 7.13.
□ Refuge Islands:
■ Used to provide refuge for pedestrians.
 Minimum Size of Islands
□ Islands should be large enough to command the
necessary attention by drivers.
□ AASHTO recommends island area of:
■ 50 sq ft for urban intersections.
■ 75 sq ft for rural intersections.
■ 100 sq ft is preferable for both.
□ AASHTO recommends island min side lengths:
■ 12 ft ( 15 preferred) for triangular island (small).
■ 15 to <100 ft for medium islands.
■ 100 ft or more for large islands
□ See figures 7.15 and 7.16.
 Design principles For At-Grade
Intersections Cont.
□ Min. Pavement Widths of Turning Roadways :
■ When vehicle speeds > 15 mi/h on channelized
intersections and where ramps intersect with local
roads, it is necessary to increase the pavement widths
of the turning roadways.
■ Three classifications of pavement widths are used:
□ Case I: One-lane, one-way operation with no provision for
passing a stalled vehicle.
□ Case II: One-lane, one-way operation with provision for
passing a stalled vehicle.
□ Case III: two-lane operation, either one-way or two-way.
■ See Tables 7.5 for design widths of pavements for
turning roadways.
■ See Example 7.1.
 Sight Distance At Intersections
□ High crash potential at an intersection can be
reduced by providing sight distances that allow
drivers to have an un obstructed view of the entire
intersection at a distance great enough to permit
control of the vehicle.
□ At signalized intersection, the unobstructed view
may be limited to the area where signals are
located.
□ For unsignalized intersections, it is necessary to
provide an adequate view of the cross roads.
□ The sight distance required depend on the type of
control at the intersection (no control, yield
control, stop control, signal control).
Intersection Sight Distance – ISD
Allow drivers to have an ▪
unobstructed view of intersection
Definition: Required ISD is the length ■
of cross road that must be visible such
that the driver of a turning/crossing
vehicle can decide to and complete
the maneuver without conflict with
vehicles approaching the intersection
.on the cross road

49
Adequate ISD

Sight Triangle – area free of obstructions ▪

necessary to complete maneuver and avoid
collision – needed for approach and
(departure (from stop sign for example
Allows driver to anticipate and avoid collisions ▪
Allows drivers of stopped vehicles enough view ▪
of the intersection to decide when to enter

50
Sight Triangle
area free of obstructions necessary to complete ✔
maneuver and avoid collision – needed for
approach and departure (from stop sign for
(example
Consider horizontal as well as vertical, object ✔
below driver eye height may not be an
obstruction
AASHTO assumes 3.5’ above roadway ✔

51
52
Sight Distance Obstruction

Hidden Vehicle

53
ISD Cases
No control: vehicles adjust speed □
Stop control: where traffic on minor roadway must □
stop prior to entering major roadway
Yield control: vehicles on minor roadway must yield □
to major roadway traffic
Signal control: where vehicles on all approaches are □
required to stop by either a stop sign or traffic signal
All way stop □
Stopped major roadway left-turn vehicles – must yield □
to oncoming traffic

54
Case A– No Control
Minimum sight triangle sides = distance ■
traveled in 3 seconds (design or
actual?) = 2 seconds for P/R and 1
.second to actuate brake/accel
Assumes vehicles slow ~ 50% of ■
(???midblock running speed (rural

55
Case A– No Control
Prefer appropriate SSD on both ■
(approaches (minimum really
Provided on lightly traveled roadways ■
Provide control if sight triangle not ■
available
Assumes vehicle on the left yields to ■
vehicle on the right if they arrive at
same time

56
 Can use
table or
graph

Modify for grade

57
A little lower than Green Book Values

58
… ,using similar triangles

can set critical speed to

available stopping 59

,distance
Example
Large
Tree mph 25
’72

’47

mph 50

Is sufficient stopping sight

?distance provided

60
Example
Large mph 2
Tree
’b = 72
db

’a = 47

mph 50 da

61
da = 220 feet

62
 Example
Large mph 2
Tree
’b = 72
db

’a = 47

mph 50 da

da = 220 feet

’db = 47’ (220’) = 69.9

63
’72 – ’220
 db = 69.9 feet
corresponds to 15
mph 64
 Example
Large mph 2
Tree
’b = 72
db

’a = 47

mph 50 da

mph > 15 mph, stopping 25

sight distance is not
sufficient for 25 mph
65
Case B – Stop Control
Three Sub Cases – Maneuvers
Turn left on to major roadway (clear ■
(traffic left, enter traffic right
Turn right on to major roadway (enter ■
(traffic from left
(Crossing (clear traffic left/right ■

66
Case B – Stop Control
Need ISD for departure and completion ■
even if vehicle comes into view at point

of departure = 1.47 V t where

major * g

;gap time, t =7.5-11.5s

g
;add more time for grade or multilane ■

decrease by 1s. for right turns ■

67
Left
turn

68
 Can use
table or
graph

Modify for grade

69
 right turn
and crossing

70
71
Case C - Yield Control
Minor Roadway Yields – must be able ■
to see left/right – adjust speed –
possibly stop
Sight distance exceeds that of stop ■
control
Similar to no-control ■

72
Case C - Yield Control

Must use minimum stopping sight ■

distances for da and db
SSD calculation should include effect of ■
grade
Required distance = P/R + stopping ■
distances

73
Case C - Yield Control

Typically Known – a, b ■
Typically Assume Va or Vb ■
Similar triangles can be used to ■
calculate safe approach speeds (given
one approach speed) or allowable a and
.b
da/db = (da – b)/a ■
(db = (da *a)/ (da – b ■

74
Yield Control
Case C 1: Crossing maneuver from ■
minor road
Assumes minor road vehicles that do not ■
stop decelerate to 60% of minor road
speed
:Vehicle should be able to ■
Travel from decision point to intersection ■
decelerating to 60% of design speed
Cross and clear the intersection at the same ■
(i.e., 60%) speed
75
 tg

Figure on page
671, AASHTO
“Green Book”
2001

76
77
 … Also
Case C2: Left and Right turns at yield ■
control
Case D: Signal control ■
Case E: All way stop ■
Case F: Left turn from major ■
tg=5.5-7.5s + multilane adjustment ■
Effect of Skew ■

78
Sighting Rod and Target Rod
((AASHTO
For vertical sight ■
distance with
vertical curves
Sighting rod- 3.5 ■
feet tall
Sighting
Target rod- 4.25 ■
Target Rod
feet tall (Top
portion and Rod
bottom 2 feet are
(painted orange

79
Measuring at an Uncontrolled
Intersection

Observer with the sighting rod (3.5

ft) positions himself at the
X appropriate distance from the
Assis
intersection
tant Assistant with the target rod (4.25 ft)
moves away from the intersection
Obstr until intersection until the target rod
Y uction
disappears. When it does the
Li ht
ne
g
Si

assistant stops
Deci Obse
Po
sion
int rver

80
 Assista
nt
Movement of
Assistant

Observ
er 81
Measuring at a Stop-controlled
Intersection

82
(Assistant with Target Rod (4.25 ft

(Observer with Sighting Rod (3.5 ft

83
Alternatives
Partial Cloverleaf
(Shifted North) Northbound Right Exit Folded Diamond

(Partial Cloverleaf (ParClo Northbound Left Exit Half Diamond

84

/Source: CH2MHill/Kirkham Michael http://projects.ch2m.com/us287lamar

Freeways and Interchanges

Source : A Policy on
Geometric Design of
Highways and Streets
(The Green Book).
Washington, DC. American
Association of State
Highway and
85
Transportation Officials,
.2001 4th Ed
Alternatives
Partial Cloverleaf
(Shifted North) Northbound Right Exit Folded Diamond

(Partial Cloverleaf (ParClo Northbound Left Exit Half Diamond

86

/Source: CH2MHill/Kirkham Michael http://projects.ch2m.com/us287lamar

lane freeway section (approach to 16
87

(Bay Bridge Toll Plaza, Oakland, CA

Objectives
Learn some freeway □
design standards
Identify and compare □
interchange types,
advantages/disadvantage
s
Identify and describe □
interchange design
principles

88
Freeways
Fully access controlled arterials ▪
Intent: move large volumes of traffic at ▪
high speed, safely and efficiently
At-grade crossing are prohibited ▪

89
Speed/LOS
Speed (urban): >= 50 mph □
Speed (rural): 70 mph □
How does this compare to actual □
?conditions
Designed for 20 year volumes □
LOS C: urban □
LOS B: rural □

90
Cross slope and shoulder
Minimum 2 through lanes 1.5 to 2% □
cross-slope
Continuous paved shoulder □
Right: 10 ft ■
Left: 4 to 8 ft ■

91
Grades

92
93
Clearance
Vertical clearance: at least 16’ over entire □
cross-section
Consider future resurfacing □
Horizontal: clear zone consistent with □
operating speed and side slopes
:Medians □
Rural: 50 to 100 ft ■
Urban ■
(For 4 lane use 10’ (2x4’ shoulder + barrier □
(For 6 lane use 22’ (2x10’ shoulder + barrier □
Just for fun .. Ole lived across the river from Clarence, who he didn't like at all.  They all the time were yelling across
the river at each other. Ole would yell to Clarence, "If I had a vay to cross dis river, I'd come over dere an beat you up
good, yeah sure ya betcha by golly!" This went on for years. Finally the state built a bridge across the  river right there
by their houses. Ole's wife, Lena, says, "Now is you chance, Ole, vhy don't you go over dere and beat up dat Clarence
like you said you vood?" Ole says, "OK, by yimmy, I tink I vill do yust dat". Ole started for the bridge but he sees a sign
94
on the bridge an he stops to read it, then he turns around and comes back home. Lena asked, "vhy did you come
back?" Ole said, "Lena, I tink I change my mind 'bout beatin' up dat Clarence, you know, dey put a sign on da bridge dat
"says "Clarence is 13 ft. 6 in."  You know, he don't look near dat big vhen I yell at him from across da river
 Source of figures and
reference for text: A
Policy on Geometric
Design of Highways and
Streets (The Green
Book). Washington, DC.
American Association of

Interchanges
State Highway and
Transportation
.Officials, 2001 4th Ed

grade separations with connecting □

roadways for turning movements

95
Warrant #2: congestion

96
Warrant #3: safety

97
Warrant #4: topography

98
 Ramp Types
Diagonal □
one-quadrant ramp □
Semidirectional □
outer connection □
Directional □
Loops □

99
100
 Interchange types
(System (freeway to freeway – directional □
Service (freeway to arterial or collector – □
(.diamond, cloverleaf, etc

101
Diamond
Use where □
intersection can
handle left turns
Simplest □
One-way diagonal □
ramp in each quadrant
for all turning
movements
Ramp □
originates/terminates
at either at-grade
intersection with
cross street or
junction with frontage 102

road
103
terrain

terrain

104
?Use overpass or underpass
Depends on topography, ●
economy, and other minor
factors
Underpass better for ⚪
deceleration/acceleration,
cost, and advance warning
Overpass better for ⚪
aesthetics

105
… Problem with the Diamond

?Possible solution

106
http://www.thenewi64.org/1c4_spui.jsp
Solution #1: Cloverleaf
Full and partial □
apply where left turns can’t be □
served (possibly physically) at an
intersection and there is the
available ROW
Loops accommodate LTs □

http://www.thenewi64.org/1c4_spui.jsp
107
108
109
110
111
Advantages of Diamond Over Cloverleaf
Requires less RW ■
left-turns travel less ■
distance
high speed ■
exit/entrance
has expected exit/enter ■
pattern (versus
cloverleaf with
unexpected pattern and
(weave section
No weaving section ■

112
Advantages of Cloverleaf over Diamond
left turns merge at •
acute angles
Higher left turn •
capacity
turning vehicles •
may not have to
stop
don’t need •
median/signs to
prevent wrong way
entrance

113
 Solution 2: Single Point Urb
?Interchange
A Single Point Urban
Interchange (SPUI)
is controlled by one
set of traffic signals
(highlighted) located
at a single point at
the center of the
interchange. The
signals direct
thru-traffic, as well
as all traffic that
must turn left to
http://www.thenewi64.org/1c4_spui.jsp enter or leave the
freeway
114
 Traffic enters the freeway by turning left at
the traffic signals, or by turning right onto the
access ramps

http://www.thenewi64.org/1c4_spui.jsp
115
 Exit ramps from the freeway divide left and
right as they approach the local road. Traffic
turning left is controlled by traffic signals at the
.single point

116

http://www.thenewi64.org/1c4_spui.jsp
Short span, wide deck

117
http://www.thenewi64.org/1c4_spui.jsp
118
http://www.thenewi64.org/1c4_spui.jsp
119
Long span, regular deck
120
http://www.thenewi64.org/1c4_spui.jsp
121
Advantages of SPUI
All 4 LT □
movements
controlled by
single traffic
signal
RT are freeflow □
movements
Good with □
narrow ROW
Higher capacity □

122
 Disadvantages of SPUI
High construction costs•
Difficult for pedestrians to negotiate•
Complex intersection and signal phases may be unfamiliar to drivers•
Multilane ramps or surface streets can lead to very large areas of •
(uncontrolled pavement (used by vehicles in more than one direction
Distance between stop bars on surface street creates problems for •
bicycles, who need more time to clear the area between them
More free-flow motor vehicle movements (part of what increases the •
SPUI's capacity) makes it harder for pedestrians to safely cross
The standard traffic signal timing does not include a phase for pedestrian•
crossing; again, capacity and safety are at odds
Vehicle clearance time (where all lights must be red) is longer•
Longer or wider overpasses can require larger bridge girders; retrofits•
can require raising the bridge or lowering the road underneath

http://www.kurumi.com/roads/interchanges/spui.html
123
Directional/Semi-Directional
Apply: freeway to freeway or other □
intersecting roadways with major turning
movements (where diamond, cloverleaf or
(SPUI can’t handle the volumes
Allows higher LOS □
Advantages over cloverleaf □
Higher speed left turn □
(less weaving (often none □
normal exit/entrance patterns □

124
125
126
127
128
Characteristics/Comparison
of Basic Interchange Types

129
Diamond
Alternat
Diamond with a Loop

Tight Diamond

130
 Alternatives
Diamond

Diamond with Flyover

Loop with Flyover

131
Alternatives
Partial Cloverleaf
(Shifted North) Northbound Right Exit Folded Diamond

(Partial Cloverleaf (ParClo Northbound Left Exit Half Diamond

132

/Source: CH2MHill/Kirkham Michael http://projects.ch2m.com/us287lamar