INTERSECTION

What Is An Intersection?
• Is an area shared by two or more rds whose main
function is to provide for the changes of route dir.

• May be simple or complex depending on the no of rds

crossing each other.

• Overall traffic flow on any HW depends to great extent

on the performance of intersection since they op at
lower capacity than through traffic.
 INTERSECTION

Classification of Intersection
• At Grade intersection
• Grade separated intersection with ramp that is Interchange
• Grade separated intersection without ramp
 Five Basic Elements that should be considered in
intersection design:
 Human factors (approach speed, user expectancy, decision and
reaction times, etc.

 Traffic considerations (appropriate capacity, distribution of

vehicle types and turning movements, approach speeds, special
treatments for transit vehicles, pedestrians, and bicycles)

 Physical elements (abutting properties, traffic movements

generated by them, intersection angle, existence and location
of traffic control devices, sight distances, specific geometric
characteristics)
 Five Basic Elements that should be considered in
intersection design:
 Economic factors (cost of improvements, effects of
improvements on the values of abutting properties, the effect
of improvements on energy consumption

 Functional intersection area (operational intersection area

including deceleration and acceleration zones as well as
queuing areas)
 General Design Considerations and Objectives
Main objective:
Facilitate the convenience, ease, and comfort of people traversing
the intersection while enhancing the efficient movement of motor
vehicles, buses, trucks, bicycles, and pedestrians.
 General Design Considerations and Objectives

Need to meet two conflicting objectives:

Minimize the severity of potential conflicts among different
streams of traffic and between pedestrians and turning
vehicles.
Provide for the smooth flow of traffic across the intersection
 At Grade Intersection
• All rd joins or crosses at the same level
• Conflict exist between intersecting stream of traffic
• Should be designed to provide adequate turning and crossing
mov, with due consideration to SD, signs, grades and alignments.
• Emphasizes on both access and mobility function.
• May be: Three legs (T or Y), Four legs or crossing, multileg and
round about intersection.
 At Grade Intersection - Types
• Three legs (T or Y):
• T Intersection: Two app to form a continuous line of HW and
third app intersect at or nearly at rt angle.
• Y Intersection: three apps intersect at or nearly at equal
angles.
• Four or Multileg intersections
• Flared Intersection: Addl pavement width or addl tfc lane at
intersection area.
At-grade intersections: T or 3-leg
At-grade intersections: 4-leg
At-grade intersections: Multi-leg
At-grade intersections: Multi-leg
 Design Principle of At Grade Intersection
Design should incorporate the op characteristics of both veh and
pedestrian using the intersection.
The corner radius should not be less than either turning radius
required by the design veh or reqd by the design speed of the rd
way.
Should ensure adequate pavement width and approach SD.
Should not be loc at or just beyond the sharp crest vertical curve
or at sharp hor curve.
Rd ways or approach should intersect at an angle not
greater than 30 degree from the normal.
 Design Principle of At Grade Intersection
The design involves:
Design of alignment
Design of a suitable channeling system
Determination of min reqr rd way width for turning when veh
mov at more than 15 mph speed.
Ensure that the SD are adequate for the type of con at the
intersect.
SD at an approach of at grade intersection can be improved by
: flattering the cut slope, lengthening vertical and hor curves.
Rd ways or approach should intersect at an angle not greater
than 30 degree from the normal.
 Alignment of At Grade Intersection

Best alignment when intersecting rds meet at or nearly at

rt angles. This is superior to acute angle intersection
because:
• Less rd area is reqd for turning
• Lower exposure time for veh Xing main flow
• Minimizes conflict area
• Visibility limitation are not serious i,e suitable SD are aval/
poss to provide
• Speed judgments will be easier.
 Possible Method of Alignment
Alignment
Longer walking
Angle of turn
distance

Obtuse angle

The angle of
turns should be
60 to 120
degrees.

Acute angle

Superelevation
problem

Wider pavement
needed for turning
vehicles
 Alignment
Suggested improvements
to intersections with
acute “angle” problems
Round about or Rotary Intersection

Typical markings for roundabouts with one lane

 Round about or Rotary Intersection
-is one in which all tfc merges into and emerges from a one way rd
around a central island.
Adv:
• Cont tfc mov at reduced speed, at low vol
• Accdts are less serious (X-ing mov eliminated)
• Simplified design layout ( for more than four apps)
• Cost less than at grade intersection.
• Esthetically appealing
• Function as a traffic calming measure
 Round about or Rotary Intersection
Dis Adv:
• Can’t handle more tfc than an adequately designed canalized layout.
• Definitely NOT for high volume intersections, Too many weavings
• Unsatisfactory functioning occurs when two or more legs app design
capacity.
• Extensive area is reqd .
• Channelization is reqd if large pedestrian tfc is expected.
• Function at low speed.
• Proper functioning demands for adequate lighting and proper access
con, otherwise may cause serious safety hazards.
 What is a Modern Roundabout?
A modern roundabout is a new form of intersection control that
provides safe and efficient traffic flow. It is a one-way circular
intersection without traffic signal equipment in which traffic flows
around a center island. It operates with yield control at the entry
points, and gives priority to vehicles within the roundabout.
 What is a Modern Roundabout?
General Rules for Driving a Roundabout?
Slow down upon approach to the roundabout
Watch for traffic signs (one way and yield signs)
Yield to pedestrians and bicyclists as you enter and exit the
roundabout
Look to the left for traffic
Enter when it is safe
Keep your speed low within the roundabout
Exit carefully to your destination
 Roundabouts – different from circles
• Circles may have a Signal, STOP signs, No-control at entry –
Roundabouts are always controlled by Yield signs.
• Splitter islands
• Peds are not allowed to use the central island
• No parking in the circle
• Circulating vehicles always have the ROW.
Roundabouts

Typical markings for roundabouts with one lane

From a Circle to a Roundabout
Roundabouts

In Norway
Roundabout in Australia
Roundabout in Maryland
Control of at grade intersection
• No con
• Yield con
• Stop con
• Signalized con
 Control of at grade intersection
Yield con Intersection
• Minor rd is con by yield sign. SD provided on minor rd must be
sufficient for the dvr to see a veh approaching from either the left
or rt of the major rd and to be able to stop the veh before reaching
the intersecting road way.

Stop con Intersection

• Minor rd is con by stop sign. Veh on minor rd must be provided
sufficient SD to allow for a safe departure from the stopped
position for the three basic maneuver that occur at an intersection.
These are crossing the intersection, turning left onto the cross rd
and turning the rt on to the cross rd.
 Control of at grade intersection

Signalized con
• The basic principle of signalized intersection is to provide SD
that will enable the dvr to see the signal early enough to take
the nec action indicated by the signals.
• Problem of signal design: will be covered later.
 Grade Separated Intersection Without Ramp
• Consists of structure that allow traffic to cross at different level,
but not between level, without interruption.
• Is a grade separation whereby the traffic at different levels moves
separately without a provision for an interchange between them.
• Designed in such a way that at no point a veh has to face traffic
from opposite dir.
• Often constructed in urban areas because of high land price and
non availability of adequate space.
• Based on mobility function.
• May be an over br, under pass/tunnels or fly over/ overpass etc
 Grade Separated Intersection Without Ramp
Adv Over At Grade Intersection Disadv Over At Grade Intersection
freedom from cross  More expensive ( reqr very
interference
large area and constr of br or
eliminates conflicts
ramps etc)
minimize delay, saving time
 Drainage problem(under pass)
increasing capacity and safety.
 Speed reduction(over br) than
at grade intersection.
Grade Separated Intersection With Ramp Or Interchange
Is a grade separated intersection with the provision of ramp.
An interchange is a grade separated intersection whereby facility is
provided for mov of traffic between two or more rd ways at different
level.
The transfer of tfc from one dir / level to other is provided by the
facility known as ramps or access or slip or link rds. They connect
two or more legs at an intersection and are generally a one way rd.
They may be dir, indir or semi dir.
Usually constructed at open areas where land price is relatively
very low.
Mobility function.
 Warrant For Grade Separations and Interchanges

When sufficient discharge capacity of a junction cannot be

achieved by the use of conventional treatments.
To eliminate bottlenecks and to prevent accdts.
Where topo does not permit other types of design.
When traffic on intersecting rds is very high.
Where congestion and accident records are very high and
expected cost savings in delay and accident is significant.
When there is a need to construct expressway to provide high
speed and uninterrupted flow.
 Interchanges
Most Common Types
Three-Leg Designs – (a) and (b)
Four-Leg Designs
Ramps in one quadrant (c) – Not Suitable for Freeway Systems
Diamond Interchange (d)
SPUI (e)
Partial Cloverleaf (f)
Full Cloverleaf (g) – Generates Weaving Maneuvers
All Directional Four Leg (h)
 Three-Leg Interchanges
One or More Highway Grade Separation
One-Way Roadways for all Traffic Movements
Considered when future expansion to unused quadrant is
impossible (wetland) or unlikely
Very difficult to modify or expand in future
Direct alignment favors heavier volume
Loop favors lesser volume
Skewed crossings desirable due to short distance and flatter
turning radius for heavier volumes
 Three-Leg Interchanges
T Interchange (b)
When two of three legs form a through road and the angle of
intersection is not acute
Can be configured as initial stage of cloverleaf
Y Interchange (a)
All three legs have
a through character
or intersecting angle
with the third leg
is small
 Four-Leg Interchange Designs

• Ramps in One Quadrant

• Diamond Interchanges
• SPUI
• Full or Partial Cloverleaf
• Direction and Semi-Direct Connections
Four-Leg Interchanges; Ramps in One Quadrant
• Intersection of roadways with low traffic volumes, minimal
truck traffic
• Single two-way ramp
• Ramp Terminals are T-intersections
• High degree of channelization needed for turning movements
Four-Leg Interchanges; Diamond Interchanges
• Simplest, Most Common
• Full-Diamond
• One-Way diagonal ramp provided in each quadrant
• Ramps aligned with free flow terminals
• Left Turns at grade confined to crossroad
Four-Leg Interchanges: Single Point Urban Interchange
(SPUI)
Most recent
• Advantages
• Narrower ROW
• Paths of Left Turning vehicles do not intersect
• Right turn movements are free flow
• Only one traffic signal is used; lower delay and Greater Capacity
• Curve radii are flatter; turns made at higher speeds
• Disadvantages
• High construction costs
• Overpasses need long bridges to span large intersection below
• Left-turn movement path is normally quarter of a circle, but in
SPUI – half an ellipse
Four-Leg Interchanges; Cloverleafs
• Use loop ramps to accommodate left turn movements
• More Expansive then Diamonds – Better Adapted to Suburban or Rural
Areas
• Full Cloverleafs - Loops in all four quadrants
• Partial Cloverleafs - Loops not in all four quadrants
• Advantages
• Increased speed on exits and entrances
• Disadvantages
• Additional travel distance for left-turn vehicles
• Generation of Weaving
• Short weaving lengths
• Large right-of-way required
Channelization of at grade intersections
Channelization is the separation of conflicting tfc mov into
definite paths of travel by tfc island or pavement markings
to facilitate the safe and orderly mov of both veh and ped,

A properly channelized intersection will result in increased

capacity, decrease conflict and accdts thus enhance safety
and increase dvr confidence.
An improper Channelization may have opposite effect.

Over Channelization should be avoided as this creates

confusion and may lower the op level than that for an
intersection without any Channelization.
 TRAFFIC ISLAND
Is the area between the tfc lanes to regulate the mov of veh
and serve as a ped refuge.
Purpose or Objectives: May serve one or more of the fol
purposes:
Separation of conflicts i,e dir the path of the veh.
Con the merging, diverging and Xing angles.
Decrease veh wander and conflict areas among veh by
reducing the amount of paved area.
Provide a clear indication of the proper path for different mov.
Give priority to the predominant mov.
Provide ped refuge.
 TRAFFIC ISLAND

Purpose or Objectives: May serve one or more of the fol

purposes:
Provide separate storage area for turning veh.
Provide space for tfc con devices.
Control prohibited turn.
Restrict the speed of the veh.
Separate different tfc mov at signalized intersections with
multi-phase signals.
 How Formed/ Types Based on Formation
a. Island Formed by the constr of conc curbs, termed as
Curbed Island.
• Curb are of two types: Mountable and Barrier or non mountable
curbs.
• Because of glare, difficult to see at ni, so fixed sources of light
should be provided.
• Preferred in urban HW where Speed is not excessively high
and Ped vol is relatively high.
 How Formed/ Types Based on Formation
b. Island Formed by Pavement Marking, termed as
flushed island.
• Marks incl paints, thermoplastic stripping, raised retro reflective
markers etc.
• Preferred where:Approach speed are relatively high, Ped tfc is
low, Sig or sign need not to be loc on island.

c. Island Formed by Pavement Edges, Unpaved Island

• Used at rural intersection and rural areas where sufficient space
are available.
 Functional Classification
Channelized Island
Divisional Island
Refuge Island
 Functional Classification
Channelized Island
• Also known as directional island
• Used mainly to con and dir tfc by indicating the intended route.

Divisional Island
• Mainly to divide opposite or same dir tfc stream.
• Mostly used at undivided HW approaching intersections.
• Particularly advantageous for rt turning tfc.

Refuge/ Ped Island

• Mainly to provide refuge for pedestrians and wheel chairs Xing
the intersec.
• May also be used on wide streets for loading and unloading of
transit passengers.
 Shape and Size of Islands

Should be large enough to command attention

Should be vis to dvrs for a sufficient dist to allow
appropriate response.
Area at least 75 sft, preferably 100 sft.
Sides: Triangular islands at least 12 ft, preferably 15 ft
after rounding corners.
Elongated or div island 20-25 ft long.
 Shape and Size of Islands

Median curbed island 100 ft or more, 2-4 ft offset and then

gradually to the full width.
Small (side length near min length), intermediate and
large (100 ft >)
Width: at least 4 ft wide, can be reduced to 2 ft when
space is limited.
When signs are to be placed, the width of those to be
considered to select the width of islands.
Intersection Types