IntersectionDesign

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Intersection Design
 IntersectionTypes
 Provideadequatesightdistance– for approach
anddeparture maneuvers

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 Minimizeturning andthroughconflicts

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 Avoidgeometry(sharpcurves/steepgrades)
that adverselyimpactacceleration/deceleration

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Types of Intersections

At Grade Intersection
( at same level)

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Grade Separation
(Highway levels are not connected)

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Interchange
(Highway levels are connected)

Intersections ٣
 At Grade Intersections

Three-leg intersections
Four-leg intersections

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Multi-leg intersections
Roundabout intersections
FAE_ZUN

٤ Intersections
 Conflict points
There are three types of conflict points as follows

-Merging points
- Diverging points

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- Crossing points

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For 4-Leg intersection as shown in the figure, the conflict
points are
FAE_ZUN

٥ Intersections
 At Grade Intersection
Three-leg or four-leg at grade intersection are designed as plain, flared and fully
channelized. It will be discussed in the following:

1) Plain
∆

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Design Elements Advantages Disadvantages

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-Right turn (simple) - Small area -Delay due to R.T, L.T
Table (1) - Simple design -Conflict between R.T and through
- Small cost -Undefined path for L.T, R.T

٦ Intersections
 Angle Vehicle Simple Curve (m) Angle Vehicle Simple Curve (m)
30 PC 18 PC 6 – 0.75 – 8:1
SUT 30 105 SUT 11 – 0.9 – 10:1
WB-40 45 WB-40 12 – 1.2 – 10:1
PC 15 PC 6 – 0.6 – 10:1
45 SUT 23 120 SUT 10 – 0.9 – 10:1
WB-40 37 WB-40 11 – 1.5 – 8:1
PC 12 PC 6 – 0.45 – 15:1

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60 SUT 18 135 SUT 9– 1.2 – 8:1
WB-40 27 WB-40 10 – 2.4 – 6:1
PC 7.5 – 0.6 – 10:1 PC 5.5 – 0.6 – 10:1

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75 SUT 13.5 – 0.6 – 10:1 150 SUT 10 – 1.2 – 8:1
WB-40 18 – 0.6 – 15:1 WB-40 10 – 1.8 – 8:1
PC 6 – 0.75 – 10:1 PC 4.5 – 0.15 – 20:1
90 SUT 12 – 0.6 – 10:1 180 SUT 10 – 0.45– 10:1
FAE_ZUN

WB-40 13.5 – 1.2 – 10:1 WB-40 6 – 2.9– 5:1

in
-Factor affecting right turn design includes turning angle (deflecting
angle) and design vehicle
-Turning angle (∆) is measured as shown in figure.
-Design vehicle is classified into ( PC, SUT, Trailer WB-40, WB-50).

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R R

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R R

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 2)
Flar
ed

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Design Elements Advantages Disadvantages
-Right turn (simple) -Delay due to L.T
- Moderate area and cost
Table (1)

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- No delay due to R.T -Undefined path for L.T
-Speed change lanes
FAE_ZUN

٩ Intersections
2) Flared
Design of right turns
The same procedure followed for plain intersection
Design of speed change lanes

Deceleration and acceleration lanes can be calculated as follows:

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Lt = 0.278Vt
Ld= from Table (2)

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Ld = 0.295 (V21 – V22) / d (d = 8 kph/sec)
-Total Acceleration lane = Lt + La
Lt = 0.278Vt
La= from Table (2)
La = 0.295 (V21 – V22) / a (a = 5 kph/sec)

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Desig Acceleration length (m) for entrance design speed (km/hr)
n 0.0 25 30 40 50 55 65 70 80
Speed
50 60 - - - - - - - -
65 115 100 75 65 45 - - - -
80 230 215 190 175 150 115 50 - -
95 355 340 325 305 275 245 180 120 50
115 485 470 455 430 405 375 310 255 175
Desig Deceleration length (m) for entrance design speed (km/hr)

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n 0.0 25 30 40 50 55 65 70 80
Speed
50 70 55 50 45 - - - - -

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65 95 90 80 70 55 45 - - -
80 135 125 115 110 95 85 70 55 -
95 160 150 150 140 130 125 105 90 75
105 175 165 160 150 145 130 115 100 85
115 185 180 175 170 155 150 130 120 105
Design Length of speed change lane for all main highway flat grades 2% or less
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 3) Fully
Channeli
zed

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Design Elements Advantages Disadvantages

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-Right turn - Defined path for left turn -Large area and cost

-Speed change lanes - No delay due to R.T

Intersections ١٢
 3) Fully
Channelized
Design of right turns ( turning roadway)
Table (3) used to design turning roadway depends on turning speed - low
( up to 20kph) - high ( more than 20kph)
Design of speed change lanes

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-Deceleration and acceleration lanes ( the same procedure followed for
flared type
Design of pocket lanes

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- Pocket lane = Lt+ Ld+ Ls
- Ls = 30m

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 Example
 It is required to design the shown intersection in the figure as:
Plain Flared Fully channelized
If the design vehicle is SUT and turning speed V= 25 kph

Solution
∆=90,

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1-Plain SUT Table (1)
15m, 12/0.6/10:1, 40-12-40/0.6 VA = 90kph

VB = 90kph
2- Flared ∆=90, SUT Table (1)

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15m, 12/0.6/10:1, 40-12-40/0.6
Speed change lane
Lt = 65m La = 280 m, Ld = 138 m

١٤ Intersections
3- Fully channelized, T.speed = 25 kph (high turning speed) R
= 15 m, 1-lane 1-way, Pavement width=5.5 m
Speed change lane
Lt = 65m , La = 280 m, Ld = 138 m
Pocket lane
Lt = 65m , Ld = 138 m, Ls = 30 m
VA= 90kph

VB = 90kph

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 4) Roundaout
The roundabout is a channelized
intersection with one-way traffic flow
circulating around a central island

•Size – Single lane roundabouts have

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•Speed – The small diameter of
roundabouts limits circulating vehicle
speeds to 40kph

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FAE_ZUN

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Sight Distance
 Allowdriversto haveanunobstructedviewof
intersection

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 SDis thelengthof crossroadthat mustbevisible such
that thedriver of aturning/crossing vehiclecandecide
to andcompletethemaneuverwithout conflict with

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vehiclesapproachingtheintersection onthecross road.

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 Sight Distance
 SightTriangle– areafreeof obstructionsnecessaryto
completemaneuverandavoidcollision – neededfor
approachanddeparture.

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 Allowsdriver to anticipateandavoidcollisions
 Allowsdriversof stoppedvehiclesenoughviewof the

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intersection to decidewhentoenter
FAE_ZUN

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Sight Triangle
 Areafreeof obstructionsnecessaryto complete
maneuverandavoidcollision – neededforapproach
anddeparture.

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 Considerhorizontalaswell asvertical, objectbelow
driver eyeheightmaynot beanobstruction

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 AASHTOassumes1.05maboveroadwayof anobject
heightof 1.3m

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Sight Triangle
Case ApproachTriangle Depart.Triangle
A.Nocontrol Required Required
B.Stopcontrol Notrequired Required

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C.Signalcontrol Notrequired Notrequired
Uncontrolledintersectionsdonotnormallyrequiredeparturesight

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trianglesbecausetheytypicallyhaveverylowtrafficvolumes.

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1
2

Vehicle
Hidden

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2
2

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3
2

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SD Cases
 Nocontrol:vehiclesadjustspeed
 Stopcontrol:wheretraffic onminorroadwaymuststop
prior to enteringmajorroadway

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 Signalcontrol:wherevehiclesonall approachesare
requiredto stopbyeither astopsignor traffic signal

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 Case A – No Control
 Rare?– Notreally
 Minimumsighttriangle sides=distancetraveledin
3secondsto adjusttheir speed

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(da=0.278×va×t), (db=0.278×vb×t)

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FAE_ZUN

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Case A – No Control
 PreferappropriateSSDonbothapproaches(minimum
really)
 Providedonlightly traveled roadways
 Providecontrolif sighttriangle notavailable

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 Assumesvehicleontheleft yieldsto vehicleonthe
right if theyarriveatsametime

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Minimum Distance for
Sight Triangle: No
ControlSpeed (kph) Distance (m)
20 20
30 25

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40 30
50 40
60 50
70 65

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80 80
90 95
100 120
110 140
120 165 27
 Case A – No Control
Obstruction b

Line of sight a db
A

da

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B

(da-b)/da = a/db a*da =db(da-b)

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db = a*da/(da-b)
da = 0.278*Va*t db = 0.278*Vb*t (t = 3sec)

٢٨ Intersections
Case A – No Control

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Critical speed is set to stopping distance db = a da
da - b
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Example

Large
Tree 40 kph
22 m

14 m

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70 kph

Is sufficient stopping sight

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Speed (kph) Distance (m)
20 20
30 25
40 30 db = 30 m
50 40
60 50
da = 65 m

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70 65
80 80
90 95

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100 120
110 140
120 165

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Example
B

Large
Tree 40 kph
b = 22 m

db

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a = 14 m

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da
70 kph

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 Case B – Stop Control

• Three Sub Cases – Maneuvers

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 Turn right on to major roadway (enter traffic from left)
 Crossing (clear traffic left/right)

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Case B – Stop Control
 Need SD for departure and completion even if

vehicle comes into view at point of departure:-

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SD = 0.278 Vmajor * tg

where tg=7.5-11.5s; add more for grade or

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multilane; decrease by 1s. for right turns

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Case B – Stop Control
Intersection controlled by stop sign on minor road

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D S
Line of sight

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S = L+D+W
D = 0.28V(J+ta)
J = startup time=2sec

Intersections ٣٥
Case B – Stop Control
Values of time (ta) required for the vehicle to
cross the width S

Design S (m)
Vehicle 18 24 30 37 43 49

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PC 5.25 6.1 6.8 7.6 8.25 8.90
SUT 7 8.2 9.2 10.2 11.10 11.90
Se.Tr. 8.3 9.6 10.9 12 13.10 14.20

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 ¾‫دــــــــــــ‬a⁄²‫ا‬

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Any Questions?

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