Intersections
Waim Akshay Ravindra
Intersection
• What is Intersection?
• It is defined as the area where two or more highways OR roads meet
• The road and roadside design features ensure that traffic movements are smooth
• The road radiating out of the intersection is termed as intersection leg
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Intersection: Principles
• Principles of Intersection:
• The number of intersections throughout the stretch should be minimum
• The geometric movement should be efficient in reducing the hazardous
movements of drivers
• The driver should conveniently enter and exit the intersection with minimal time
• The layout should let vehicles follow their natural path
• The number of conflict points to be minimized
• Vehicles that are forced to wait should have enough space as waiting area
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Intersection: Types
• Two types of Intersections:
1. At-grade Intersections
• Junctions
• Roundabouts
2. Grade-separated Intersections
• Interchanges
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At-grade: Basic forms
• Following are the basic forms of at-grade intersections:
Y junction
T-Junction Staggered and skewed junction
Staggered junction
Scissor junction Crossroad junction Rotary
Multileg junction VNR VJIET
Visibility at Interchange
• When the intersecting roads are of equal importance , there is no
prioritization given to either of the roads
• In such case, the visibility depends on the approaching velocity of the
vehicle
• In major and minor roads, it is customary to control traffic on minor roads
by giving STOP or GIVE WAY sign
• Such Intersections are known as priority intersections
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Visibility at Interchange
• When the intersecting roads are of equal importance , there is no
prioritization given to either of the roads
• In such case, the visibility depends on the approaching velocity of the
vehicle
• In major and minor roads, it is customary to control traffic on minor roads
by giving STOP or GIVE WAY sign
• Such Intersections are known as priority intersections
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Roundabouts
• A rotary island Is a specialized form of at-grade intersection
• The vehicles flow in a channelized manner in clockwise direction
• The clockwise direction is w.r.t. free left turn in Indian traffic
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Roundabouts: Advantages
1. An orderly and regimented traffic flow in one-way movement
2. Traffic proceeds at uniform speed
3. Weaving movements replace the risky angular crossing at
intersections
4. All turns are made with ease although free-left is easier of them all
5. It is more suited when the intersection has 5 or more legs
6. For moderate traffics, rotaries are self-governing and need no control
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Roundabouts: Disadvantages
1. As traffic starts reaching full-capacity, the weaving movement becomes more of a
‘STOP AND GO’ motion
2. A rotary cannot accommodate more traffic when compared to channelized intersections
3. Flat land area are requirements for rotaries which in challenging in most terrains
4. When pedestrian traffic is large, roundabout is inefficient
5. When used on high speed roads, higher radius is required
6. When angle is acute, weaving becomes difficult
7. If provided closely, it becomes cumbersome
8. Right turning traffic must travel extra distance
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Roundabouts: Selection Guidelines
1. More apt when traffic on all legs is almost equal
2. Maximum volume of 3000vph is the capacity a rotary can accommodate
3. The design of island depends upon the traffic proportions. If right turning traffic
exceed 30%, area can be reduced
4. Rotary is more useful when there are more than 4 legs
5. When the approach widths are restricted and it is impossible to provide separated
lanes, rotary can be provided.
6. The lowest traffic volume should be 500vph
7. They are good choice in urban areas when traffic is moderate VNR VJIET
Roundabouts: Shape Selection
Circular Squarish with round edges
Irregular shape Elliptical
Circular When roads of equal importance are involved
Squarish When straight ahead flows are more in volume
Elliptical, Rectangular Intended to favor through traffic by providing large
weaving lengths
Irregular When there are large number of approaches
Rectangular with round edges
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Roundabouts: Shape Selection
1. More apt when traffic on all legs is almost equal
2. Maximum volume of 3000vph is the capacity a rotary can accommodate
3. The design of island depends upon the traffic proportions. If right turning traffic
exceed 30%, area can be reduced
4. Rotary is more useful when there are more than 4 legs
5. When the approach widths are restricted and it is impossible to provide separated
lanes, rotary can be provided.
6. The lowest traffic volume should be 500vph
7. They are good choice in urban areas when traffic is moderate VNR VJIET
Rotary Design Elements
1. Design Speed
• The design speed governs the radius and the weaving length
• To keep dimensions realistic, the speed is restricted
• 40KMPH for rural and 30KMPH for urban
2. Radius at Entry
• It is determined using speed, super elevation and ‘f’
• The radius should be efficient in reducing the speeds
• 20-35mRural; 15-25murban
3. Radius at exit
• The exit radius is more than radius at entry to favor speedy exit
• Radius at exit is 1.5-2 times radius of entry
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Rotary Design Elements
4. Radius of Central Island
• Theoretically equal to radius at entry
• In practice, the radius is slightly larger. It is 1.33x radius at entry
• This is to transition the speed from entry to exit in increasing manner
5. Weaving Length
• The weaving length determines the ease with which the traffic merges and diverges
• It depends on the average width of entry, total traffic and proportion of weaving traffic
• The thumb rule the ratio of weaving length to width ≤ 4:1
6. Width of carriageway at entry and exit
• It is governed by number of lanes to be provided dependent on traffic data
• Minimum width of carriageway is 5 mtrs VNR VJIET
Rotary Design Elements
•
7. Width of rotary carriageway (weaving section)
• Width of non-weaving section should be less than width of weaving section
• Therefore the width of weaving section (W) = +3.5
8. Entry and Exit angles
• Entry angles to be larger than exit angles
• Entry angles should be about 60 degrees if possible and exit angle of 30 degrees atleast
9. External curb line
• It is a mini widening provided which is mostly a straight line of curve of large radius
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Rotary Design Elements
10. Super elevation and camber
• Entry and exit curves are in opposite direction, thus negative superelevation type
phenomena takes place
• The difference between cross slopes should be 0.07 or less
• The super elevation should be as per design standards
11. Other Misc. features
• SSD as per the table
• Slope flatter than 1 in 50
• For channelizing and central island, flushed-type kerbs to be provided
• Barriers to discourage pedestrians from crossing
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Rotary Design Elements
10. Capacity of the rotary:
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Rotary Design: Problem
The width of approaches for a rotary intersection is 12 m. The entry and exit width at the
rotary is 10 m. Table below gives the traffic from the four approaches, traversing the
intersection. Find the capacity of the rotary.
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Rotary Design: Problem
700
N
300 400
350 550
500 450
520 200
350
420
370
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Rotary Design: Problem
2970
1700 1270
1370 1200
1470 1520
1100 1320
1140 1420
1560
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Left turning traffic
2970
1270 1700
350 400
1370 1320
1470 1520
1200
1100
350 200
1140 1420
1560
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Right turning + Straight
2970
1270 1700
350 400
1370 700+300 1320
1470 1520
300 1200
1100
700
350 200
1140 1420
1560
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Right turning + Straight
2970
1270 1700
350 400
1370 370
700+300 1320
420
1470 1520
300 1200
1100 420+370 700
350 200
1140 1420
1560
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Right turning + Straight
2970
1270 1700
350 400
1370 370
420 700+300 1320
1470 1520
300 1200
1100 420+370 700
350 200
1140 1420
1560
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Rotary
Rotary
Rotary
Rotary Design Elements
• As it is urban interchange, radius at entry is taken as 20m (15-25m), 40m at exit (2 times the
radius at entry.
• The radius of central island is assumed to be 28 m (1.33 times the radius at entry)
• The entry angles of 45 degrees are assumed
• The maximum 2-way flow is in North Direction and the maximum one-way traffic is
1700PCU/hr
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Rotary Design Elements
• • No. of lanes have been set as 4 Lanes.
• Now referring to table, the width of carriageway is determined. It is taken to 10m, and 14 m
at approach
• The width of weaving section is assumed to be same as width of entry and exit
• The width of non-weaving section is:
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Rotary Design Elements
• For Urban roads, the design speed is 30 kmph so the minimum weaving length is 30m.
30/13.5< 4:1 ratio.
• Thus, a weaving length of 55m is provided.
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Grade Separated Intersections
• There are two types of grade separated intersections
• Grade-separated intersections without interchange
• Grade-separated intersections with interchange
Underpass Over-bridge
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Warrants
• The decision of constructing G-s intersection depends on the following warrants:
1. Design Standards: If important roads like expressways are involved, controlled access is to
provided in the form of grade-separation for other minor road
2. Safety: The crash reduction should be considerably low as per the design
3. Congestion when the congestion of at-grade is low with less LOS, interchange can be
considered
4. Site Topography: at certain sites, grade separated interchange will be more feasible than
at grade
5. Road-use benefits: significant reduction in travel time and costs
6. Traffic Volume: When crossroads have heavy traffic volumes, the grae-separated
intersection is provided which further results in reduction of conflict points
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Grade Separated Intersections
Intersection is defined as “System whereby the facility is provided for
movement of traffic between two or more roadways at different levels in the
grade separated junction.”
• The difference between interchange and non-interchange intersection is the
accessibility of the grade separated paths for the vehicles travel on either
freeways.
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Interchange
Different Types of Intersections
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Interchange: Land Requirements
Type of Interchange Approximate area is sq. mtrs.
Trumpet Interchange 44,000
Diamond Interchange 28,000
Full Cloverleaf Interchange 73,000
Bridged Rotary Interchange 1,80,000
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Interchange:
• Spacing between Interchanges
• Interchange spacing is the distance measured along the main roadway between the center
line of the intersecting roadways
• In Urban areas, min. 1.6 km of spacing should be maintained
• Closer interval required higher collector/distributor roads to disperse the traffic quickly
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Interchange:
• Types of Interchanges:
• System Interchange
• It is an interchange connecting two or more Expressways or any other
Controlled access freeways
• E.g.: Cloverleaf Interchange
• Service Interchange
• It is an interchange which connects a freeway with other minor road
(Highway, Arterial, sub-arterial etc.)
• E.g. Diamond Interchange
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Interchange:
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Design Considerations
• 1. Design Vehicle:
• The design vehicles influence the geometric design of the road width, turning
radii, SSD, Curves, storage length of auxiliary lanes.
• The choice of vehicle depends on the functional classification of the roadway
• The proportion and types of vehicles that are supposed to be run on the path
are determined
• IRC:3 “Dimension and weight of road design vehicles’ and IRC SP 41
“Guidelines for design of at-grade intersection is referred.
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Design Considerations
• 1. Ramps
• The design of Ramp decides the type of interchange:
• They are of following types:
• Left turning roadway also known as diagonal ramp
• A right-turn loop which takes a 270 degrees turn
• A semi-direct ramp for right turn which is slightly deviated
• Direct connection for right turn
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Design Considerations
• Design Speed:
• Design speed of ramp conforming to the design speed of highways of 80kmph
and 100kmph
• Horinzontal Curves
• Should preferably circular curves with transition at end.
• Where not feasibly, compound curve to be provided
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Design Considerations
• Sight Distance
• There is a requirement of SSD near the exit of ramp
• Grade and Profile
• Ramp profile are combination of two curves: summit (at upper end) valet (at lower end)
• The gradients should be as flatter as possible with a maximum of 4% and shouldn’t exceed
6% in any case
• Safe SSD should be maintained from vertical curve point of view
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Design Considerations
• Road Cross-section
• The Ramp can be one-way or two way operative
• Should have a min. median width of 1.2 m
• Minimum width of shoulders should be 2m and 1m of it should be paved at least
• The road marking are as per IRC 35 “Code and Practice for Road marking”
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Design Considerations
• Ramp Terminal
• Ramp terminal is the portion adjacent to the through travelled way where
ramp traffic merges or diverges
• Speed Change lanes should be provided with help of tapering of terminals
• Entrance Terminal
• Should be of sufficient length to accelerate speed while leaving ramp
• Tapering is provided for change in speed
• Exit Terminal
• Should allow vehicles to reduce speed while plying on ramp curve
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Design Considerations
• Clearance
• Lateral Clearance
• Critical for underpass as they are more susceptible to colliding with piers of the overpass
structure
• Vertical Clearance
• Vertical clearance should be at least 5.5 m for underpass
• IRC:SP:84 should be referred for this
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Design Considerations
• Super-elevation:
• The super-elevation is not that critical on a ramp as the friction is high
• The maximum super elevation should be 6% and shouldn’t exceed 7% in any
case
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Design Considerations
• Cross section of Major and Minor roads:
• The geometry for both the roads should be as same as possible
• IRC:86 should be used for the design of the same
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