DESIGN GUIDELINES -

INTERSECTIONS
Gate work -February

ANOOJA S
M.PLAN 2ND SEMESTER
 DESIGN GUIDELINES -INTERSECTIONS

Contents
Basic design principles ................................................................................................................2
Radius of Curves at Intersection ..................................................................................................3
Width of Turning Lanes at Intersection .......................................................................................3
Variations in Length of Crosswalk with Corner-Kerb Radius and Width cf Border......................4
Auxiliary lanes ............................................................................................................................4
Deceleration Lanes ......................................................................................................................5
Visibility at Intersections .............................................................................................................6
Channelizing Island .....................................................................................................................7
Signalized controlled junction ................................................................................................... 10
Selecting approach widths ..................................................................................................... 10
Selection of lane widths ............................................................................................................ 10
Layout for right-turning vehicles : ............................................................................................. 11
Channelisation : ........................................................................................................................ 11
Carriageway Markings .............................................................................................................. 11
Special considerations ............................................................................................................... 13
Spacing between intersections ............................................................................................... 13
Pedestrians at Junction .............................................................................................................. 14
Cycle Tracks ............................................................................................................................. 14
Lighting & Sign Posting ............................................................................................................ 15
ROUND ABOUT ...................................................................................................................... 15
Alignment of approaches and entries ......................................................................................... 20
Inscribed circle ...................................................................................................................... 21
Entry width ........................................................................................................................... 21
Circulatory roadway width .................................................................................................... 23
Exit curves ............................................................................................................................ 25

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Generally intersections can be classified into categories depending on the traffic conditions.

1. Uncontrolled Intersections at-grade

2. Intersection with Priority Control
3. Time separated intersection/Signalized Intersections at-Grade
4. Space Separated Intersection/Grade Separated Intersections

Figure 1:types of at grade intersections

Basic design principles

1. Uniformity and Simplicity
2. Minimize Conflict Point
• Staggering 4-armed junctions by flexing the two opposing arms of
the side road to create two T-junctions. When staggering is
employed, it should be ensured that minimum distance between two
junctions is 45 m and desirably right-left staggers are created.
• Conversion of 4-arm junction to round about: Round-about treatment
may not, be warranted at most of rural locations except those close
to the urban areas. Figure 2:basic
principle:channelisation
• Channelization

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Radius of Curves at Intersection

To ensure efficient traffic operation on arterial streets a common radius of 4.5 m to 7.3 m for
passenger cars and 9 m to 15 m for trucks and buses is recommended.

Width of Turning Lanes at Intersection

Determination of widths of turning lanes at intersection is primarily based upon the
type of vehicles using it, the length of lanes, the volume of traffic and if kerbs are provided,
the necessity to pass a stalled vehicle. Table 1.1 gives the recommended widths of turning
lanes. These can be assumed to have a capacity of 1200 PCU/hr.

Table 1: recommended widths of turning lanes

2LANE WIDTH
SINGLE LANE FOR PASSING
INNER SINGLE WIDTH TO PASS A ONE WAY OR
RADUIS DESIGN LANE STATIONARY 2WAY
(m) SPEED(KM/H) WIDTH(m) VEHICLE(m) TRAFFIC(m)
10.5 18 5.5 10.53 11.5
15 23 5.5 9.5 10.5
20 27 5 9 10
30 32 4.5 8 9
40 37 4.5 7.5 9
50 41 4.5 7 8
75 50 4.5 7 8
100 57 4.5 7 8
125 62 4.5 6.5 8
150 64 4.5 6.5 8
4.5 6 7

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Variations in Length of Crosswalk with Corner-Kerb Radius and Width

cf Border

Auxiliary lanes
Three types of auxiliary lanes are provided at intersections. These are storage lanes,right turning
lanes, acceleration lanes and deceleration lanes storage lane: Normal design procedure provides
for storage length based on 1 .5 times the average number of vehicles (by vehicle type) that
would store in turning lane at peak hour.At the same time the concurrent through lane storage
must also be kept in view, as it may happen that entry to turning lane may become inaccessible
due to queued vehicles in through lane

In places where not more than one or two vehicles are expected to wait for right turn,
such as in rural areas, the storage lane may be provided

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Length of storage lane(km/h)

Design Speed including 30-45m taper
120 200
100 160
80 130
60 110
50 90
Speed Change Lanes

Speed change lanes are more important in rural areas. In urban areas such lanes are rarely required
but provision of short lanes to assist merging and diverging manoeuvres are provided in
conjunction with channelizing islands. Speed change lanes should are uniformly tapered and have
a setback of 5.4 m at the tangent point of curve leading into or out of minor road. The turning lane
should be reduced in width to 4.25 m by carriageway marking etc.

Acceleration lanes

Acceleration lanes are recommended where the future traffic on the acceleration lane is accepted
to be more than 1,000 PCU's per day.

Figure 3: Typical Dimensions of Road Intersections

In difficult conditions substandard lengths may have to be accepted, but these should not be less
than half of those recommended. Where acceleration lanes are on a down gradient their length
may be reduced to 1-0.08G times the normal length, where G is the gradient expressed as a
percentage.

Deceleration Lanes
Deceleration lanes are of greater value than acceleration lanes because the driver of a vehicle
leaving the highway has no choice but to slow down any following vehicles on the through lane

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if a deceleration lane is not provided. Deceleration lanes are needed on the near side for left
turning traffic and on the right turn lane where provision is made for right turning traffic.
Table 2:Minimum acceleration lane length

Visibility at Intersections

Figure 4 Minimum Sight Triangle at Priority Intersections

Figure 5: Minimum Sight Triangle at Uncontrolled Intersections

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Speed(km/h)_ Safe stoping distance

20 10
25 25
30 30
40 45
50 60
60 80
65 90
80 130
100 180
For priority intersections IRC: 66-1976 recommends a minimum visibility of 15 m along the minor
road while for the major road, sight distance equal to 8 seconds travel at design speed is
recommended. Visibility distances corresponding to 8 seconds travel time

Channelizing Island
corner or directional island

It should be of sufficient size to be readily identified

and visible. For an island to be clearly seen it must
have an area of at least 4.5 m2 in urban areas and 7
m2 in rural areas and should usually be bordered
with painted raised kerbs. Smaller areas may be
defined by pavement marking (a)Accordingly
triangular islands should not be less than 3.5 m and
preferably 4.5 m on a side after rounding of curves.
(b) It should be offset from normal vehicle path by
0.3 m to 0.6 m. The layout should be tested using
the track diagram for all turning movements
(c) It should be provided with illuminated sign or a
ballard at suitable places e.g. apexes of islands. It
should be of sufficient size to enable placement of
such traffic control devices.
(d) It should be accompanied by suitable
carriageway marking to show actual vehicle paths.
Marking should be made conspicuous by use of
reflectorised materials.
(e) It should be properly marked for night visibility.

Centre island
Figure 6: general types and shapes of islands

It should be preceeded by a clearly marked or

constructed natural area of not less than 1 .5 sec. traveltime at approach speed

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Figure 7:Detail of triangularisland design

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Figure 8:Design for turning roadways with minimum corner islands

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Figure 9:Use of chevron markings

Pedestrian refuge island : IRC : 70-1977 "Guidelines on Regulation and Control of Mixed
Traffic in Urban Areas", provides general guidance on placement of pedestrian refuge island in
urban areas. According to IRC : 103-1988, "Guidelines for Pedestrian Facilities", central refuges
may be considered if the carriageway exceeds 4-lanes. The width of central refuge shall be 1.5m
and above depending on the crossing pedestrian volume and space available. The refuge island
should be provided with vertical kerb which should be suitably reflectorised and illuminated

Signalized controlled junction

Selecting approach widths : Because signals permit traffic movement from any approach for
only a portion of the time it is sometimes necessary for the intersection approaches, where
queuing takes place to be wider than the roads which feed these approaches in order to pass the
required flow. In selecting approach widths one criteria which can be used is the minimisation of
the area occupied by the intersection.
For a normal two phase cross roads, approach width should be proportionate to the square roots
of the ratio of flows, qj and q2 respectively. The green times (gt , g2) and length of widened road
(d,, d) should be in the same ratio as the width Wx & W2 respectively.

Where qp q2 = maximum flow in PCU in phases 1 & 2 respectively.

q = flow i.e. the average number of vehicles passing a given point on the road in the same
direction per unit time.
Phase = , State of signals during which a particular stream or group of streams receives right of
way.
Selection of lane widths :
It is normal to have lanes 3 m wide at new or improved
intersections, through occasionally 2.8 m lanes may have to be accepted at existing
intersections because of site constraints. A lane width of 3.4 m or 3.6 m may be

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warranted where traffic includes a larger- proportion of commercial vehicles. Where there
is a high proportion of bicycles it may be beneficial to have a wider (upto 4.0 m) near side
lane.
Approach widths may need to be adjusted to provide appropriate integral number of
lanes for straight through and turning traffic, having regard to the overall width available.
Where the approach width is less than 5.5 m no lane markings should be provided; for
widths between 5.5 m and 7.5 m the approach should be marked two lanes; for widths
between 7.5 m and 9 m the approach should be marked as three lanes. All lane width need
not be the same and should be chosen with regard to the volume and type of traffic using
each lane.
Layout for right-turning vehicles : Opposing right-tumings traffic can turn either
on the off side of each other or on the near side. If the near side method of turning right is
used there may be advantages in off setting the central line or central reserve, so that more
space is available to traffic approaching the intersection than to traffic leaving it. For
exceptionally high flow of right turning vehicles, it is sometimes necessary to provide more
than one lane for them with separate phase. A separate phase should be provided if there
are many right turners from both approaches using near side method of turning.

Channelisation :
Channelisation involves the use of islands at intersections to guide and protect the traffic. It
provides reference points within the intersection which enable drivers to better predict the path
and speed of other drivers. They increase the driver's ability' to avoid accidents and congestion.
Channelised Islands should be at least 4.7m2 and preferably 7.1m2 in area, not less than 2.4 m
and preferably 3.6 m on any side after rounding of corners if triangular and at least 1.2 m and
preferably 3.6 m if elongated.

Carriageway Markings
Carriageway markings and direction signs should be located sufficiently in advance of the
intersection to enable drivers to select and follow the lane and path they should take through the
intersection, Markings at intersections can be a combination of centre lines, turn markings, lane
markings, stop lines, route direction arrows, pedestrian crossings etc.

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Figure 10:Signalized intersection layout and carriageway markings

Visibility : The safety of traffic can be ensured only if the visibility is full and unimpeded along
both roads. Any obstruction should be clear of the minimum visibility triangle for a height of 1.2
m above the roadway. The intersection should be planned and located to provide as much sight
distance as possible. In achieving a safe highway design, there should be sufficient sight distance
for the driver on the minor highway to cross the major highway without requiring the
approaching traffic to reduce speed.
Installation of signals : The installation of signals and other technical aspects of
road traffic signals are discussed in detail in section II of IRC : 93-1985 and may be referred.
A typical layout is shown in Fig.11

Figure 11:Typical layout of traffic signal installation

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Special considerations
Although standards for the location of access points depend largely on the needs of

an area, the following guidelines which are indicative of good practice, may be followed

as far as possible.

Spacing between intersections

Spacing between intersections should have regard to the relevant geometric

design and traffic requirements, such as the type of traffic, length of right-turn or speed

change lanes etc.

As a rough guide, the suggested minimum spacing along various types of roads is

given below :

(i) Arterial highways/streets- 500 metre

(ii) Sub-arterial streets- 300 metre

(iii) Collector streets -150 metre

(iv) Local streets Free access

Where necessary, a greater distance than given above should be adopted, as for example between
junctions with linked traffic signals. On arterial streets signals should preferably be linked to have
a progressive system, premitting continuous movement of vehicles at a planned speed of travel.
As far as possible, all such intersections should have approximately the same spacing.

Apart from regular intersections, limited number of access points with intervening streets may be
permitted at a spacing closer than mentioned , provided only left turns to and from the main street
are permitted. The location and spacing of all major points of access including accesses tobus
terminals, railway stations, parking areas etc. should be carefully planned so as to ensure safety
and freedom from congestion. Bus bays should not be located too close to intersections. It is
desirable that they are located 75m from the intersection on either side,preferably on farther side
of the intersection.

On arterials, direct access to residential plots is not to be permitted. Driveways may, however, be
permitted on a restricted basis for commercial and industrial complexes and other public locations
when these are major generators of traffic. Right turn from these driveways should not be permitted
unless the crossing fulfills the spacing criteria mentioned before.Moreover, adequate road
geometries should be provided to enable safe operation of vehicles.On sub-artenals, direct access

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to residential property should be granted only where alternative access cannot be provided at a
reasonable cost. Direct access to commercial and industrial properties may be allowed.

On collector streets, access to abutting properties may be allowed to a limited extent keeping in
view the safety of traffic. On local streets, which will have no through traffic, access to abutting
properties can be freely given.

Pedestrians at Junction
Pedestrian Crossings (e.g. at grade crossings, subways) should be designed atintersection in
accordance with the "Guidelines on Pedestrian Facilities" (IRC : 103-1988).

Cycle Tracks
It is desirable to segregate cycle traffic at intersections also since intersections are dangerous,
accident-prone locations. This could be achieved by a suitable system of multi-phase signalisation.
Where cycle tracks are not segregated, suitable safety measures at intersectionsshould be adopted,
such as provision of separate lanes for cycle traffic, provision ofcycle boxes ahead of stop line,
and provision of turning cycle paths in conjunction withsignalisation. These methods are shown
in Fig. 12. Cyclist crossing must always be marked in accordance with IRC : 35-1970

Figure 12:Segregarion of cycle track at intersection

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Lighting & Sign Posting

The adequate lighting of intersections especially with channelising island is essentialin urban
areas. Lighting should be so done as to make the entire island and intersecting area visible even
in bad weather. The aspect of lighting is discussed in more detail in the safety of intersection also
depends on adequate carriageway markings, trafficsigns and delineators. These should be
provided in accordance with IRC : 35-1970, IRC :67-1977 and IRC: 79-1981.

ROUND ABOUT
The process of designing roundabouts, more so than other forms of intersections, requires a
considerable amount of iteration among geometric layout, operational analysis, and safety
evaluation Minor adjustments in geometry can result in significant changes in the safety and/or
operational performance. Thus, the designer often needs to revise and refine the initial layout
attempt to enhance its capacity and safety. It is rare to produce an optimal geometric design on
the first attempt.

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Before the details of the geometry are defined, three fundamental elements must be determined
in the preliminary design stage:

1. The optimal roundabout size;

2. The optimal position; and

3. The optimal alignment and arrangement of approach legs.

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Figure 13: Sample theoretical speed profile (urban compact roundabout).

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The operating speeds of typical vehicles approaching and negotiating a roundabout. Approach
speeds of 40, 55, and 70 km/h (25, 35, and 45 mph , respectively) about 100 m (325 ft) from the
center of the roundabout are shown. Deceleration begins before this time, with circulating drivers
operating at approximately the same speed on the roundabout. The relatively uniform negotiation
speed of all drivers on the roundabout means that drivers are able to more easily choose their
desired paths in a safe and efficient manner.

Increasing vehicle path curvature decreases relative speeds between entering and circulating
vehicles, but also increases side friction between adjacent traffic streams in multilane
roundabouts

Vehicle paths

To determine the speed of a roundabout, the fastest path allowed by the geometry is drawn. This
is the smoothest, flattest path possible for a single vehicle, in the absence of other traffic and
ignoring all lane markings, traversing through the entry, around the central island, and out the
exit. Usually the fastest possible path is the through movement, but in some cases, it may be a
right turn movement. A vehicle is assumed to be 2 m (6 ft) wide and to maintain a minimum
clearance of 0.5 m (2 ft) from a roadway centerline or concrete curb and flush with a painted
edge line (2). Thus the centerline of the vehicle path is drawn with the following distances to the
particular geometric features:

• 1.5 m (5 ft) from a concrete curb,

• 1.5 m (5 ft) from a roadway centerline, and

• 1.0 m (3 ft) from a painted edge line.

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Figure 14: Fastest vehicle path through single-lane roundabout

Figure 15: Fastest vehicle path through double-lane roundabout, Example for critical right turning movement

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the fastest path for the through movement is a series of reverse curves (i.e., a curve to the right,
followed by a curve to the left, followed by a curve to the right). When drawing the path, a short
length of tangent should be drawn between consecutive curves to account for the time it takes for
a driver to turn the steering wheel. It may be initially better to draw the path freehand, rather than
using drafting templates or a computer-aided design (CAD) program.

The freehand technique may provide a more natural representation of the way a driver negotiates
the roundabout, with smooth transitions connecting curves and tangents. Having sketched the
fastest path, the designer can then measure the minimum radii using suitable curve templates or
by replicating the path in CAD and using it to determine the radii.

The design speed of the roundabout is determined from the smallest radius along the fastest
allowable path. The smallest radius usually occurs on the circulatory roadway as the vehicle
curves to the left around the central island. However, it is important when designing the
roundabout geometry that the radius of the entry path (i.e., as the vehicle curves to the right
through entry geometry) not be significantly larger than the circulatory path radius.

The entry path radius should not be significantly larger than the circulatory radius. In general,
larger roundabouts need to be used to accommodate large vehicles while maintaining low speeds
for passenger vehicles. However, in some cases, land constraints may limit the ability to
accommodate large semi-trailer combinations while achieving adequate deflection for small
vehicles. At such times, a truck apron may be used to provide additional traversable area around
the central island for large semi-trailers. Truck aprons, though, provide a lower level of operation
than standard non mountable islands and should be used only when there is no other means of
providing adequate deflection while accommodating the design vehicle.

Alignment of approaches and entries

Roundabouts are optimally located when all approach centerlines pass through the center of the
inscribed circle.

Approach alignment should not be offset to the right of the roundabout’s center point.

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Inscribed circle
The inscribed circle diameter is the distance across the circle inscribed by the outer curb (or
edge) of the circulatory roadway. As illustrated in , it is the sum of the central island diameter
(which includes the apron, if present) and twice the circulatory roadway. The inscribed circle
diameter is determined by a number of design objectives. The designer often has to experiment
with varying diameters before determining the optimal size at a given location.

For a single-lane roundabout, the minimum inscribed circle diameter is 30 m (100 ft) to
accommodate a WB-15 (WB-50)vehicle.

For a double-lane roundabout, the minimum inscribed circle diamter is 45 m (150 ft).

Entry width
Entry width is the largest determinant of a roundabout’s capacity.

Entry widths should be kept to a minimum to maximize safety while achieving capacity and

performance objectives.

When the capacity requirements can only be met by increasing the entry width,this can be done
in two ways:

1. By adding a full lane upstream of the roundabout and maintaining parallel lanes through the
entry geometry; or

2. By widening the approach gradually (flaring) through the entry geometry.

Flare lengths should be at least 25 m in urban areas and 40 m in rural areas

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Figure 16: Approach widening by adding full lane.

Figure 17: Approach widening by entry flaring.

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Two-phase designs allow for small initial entry widths that can be easily expanded in the

future when needed to accommodate greater traffic volumes.

Circulatory roadway width

1.Single-lane roundabouts

At single-lane roundabouts, the circulatory roadway should just accommodate the design vehicle.
Appropriate vehicle-turning templates or a CAD-based computer program should be used to
determine the swept path of the design vehicle through each of the turning movements. Usually
the left-turn movement is the critical pathfor determining circulatory roadway width. In
accordance with AASHTO policy, a minimum clearance of 0.6 m (2 ft) should be provided
between the outside edge of the vehicle’s tire track and the curb line. AASHTO Table III-19
(1994 edition) provides derived widths required for various radii for each standard design
vehicle.

In some cases (particularly where the inscribed diameter is small or the design vehicle is large)
the turning requirements of the design vehicle may dictate that the circulatory roadway be so
wide that the amount of deflection necessary to slow passenger vehicles is compromised. In such
cases, the circulatory roadway width can be reduced and a truck apron, placed behind a
mountable curb on the central island, can be used to accommodate larger vehicles. However,
truck aprons generally provide a lower level of operation than standard non mountable islands.
They are sometimes driven over by four-wheel drive automobiles, may surprise in attentive
motorcyclists, and can cause load shifting on trucks. They should, therefore, be used only when
there is no other means of providing adequate deflection while the design vehicle.

2 Double-lane roundabouts

At double-lane roundabouts, the circulatory roadway width is usually not governed by the design
vehicle. The width required for one, two, or three vehicles, depending on the number of lanes at
the widest entry, to travel simultaneously through the roundabout should be used to establish the
circulatory roadway width. The combination of vehicle types to be accommodated side-by-side
is dependent upon the specific traffic conditions at each site. If the entering traffic is
predominantly passenger cars and single-unit trucks (AASHTO P and SU vehicles), where
semitrailer traffic is infrequent, it may be appropriate to design the width for two passenger
vehicles or a passenger car and a single-unit truck side-by-side. If semitrailer traffic is relatively
frequent (greater than 10 percent), it may be necessary to provide sufficient width for the
simultaneous passage of a semi-trailer in combination with a P or SU vehicle.

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Central island

The central island of a roundabout is the raised, nontraversable area encompassed by the
circulatory roadway; this area may also include a traversable apron. The island is typically
landscaped for aesthetic reasons and to enhance driver recognition of the roundabout upon
approach. Central islands should always be raised, not depressed, as depressed islands are
difficult for approaching drivers to recognize.

Entry curves

As shown in Exhibit 6-1, the entry curves are the set of one or more curves along the right curb
(or edge of pavement) of the entry roadway leading into the circulatory roadway. It should not be
confused with the entry path curve, defined by the radius of the fastest vehicular travel path
through the entry geometry (R1 on Exhibit6-12).

The entry radius is an important factor in determining the operation of a roundabout as it has
significant impacts on both capacity and safety. The entry radius, in conjunction with the entry
width, the circulatory roadway width, and the central island geometry, controls the amount of
deflection imposed on a vehicle’s entry path. Larger entry radii produce faster entry speeds and
generally result in higher crash rates between entering and circulating vehicles. In contrast, the
operational performance of roundabouts benefits from larger entry radii. British research has
found that the capacity of an entry increases as its entry radius is increased (up to 20 m [65 ft],
beyond which entry radius has little effect on capacity.

The entry curve is designed curvilinearly tangential to the outside edge of the circulatory
roadway. Likewise, the projection of the inside (left) edge of the entry roadway should be
curvilinearly tangential to the central island.

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a typical roundabout entrance geometry.The primary objective in selecting a radius for the entry
curve is to achieve the speed objectives. The entry radius should first produce an appropriate
design speed on the fastest vehicular path. Second, it should desirably result in an entry path
radius (R1) equal to or less than the circulating path radius (R2).

Exit curves
Exit curves usually have larger radii than entry curves to minimize the likelihood of congestion
at the exits. This, however, is balanced by the need to maintain low speeds at the pedestrian
crossing on exit. The exit curve should produce an exit path radius (R3 in Exhibit 6-12) no
smaller than the circulating path radius (R2). If the exit path radius is smaller than the circulating
path radius, vehicles will be traveling too fast to negotiate the exit geometry and may crash into
the splitter island or into on coming traffic in the adjacent approach lane. Likewise, the exit path
radius should not be significantly greater than the circulating path radius to ensure low speeds at
the downstream pedestrian crossing.

The exit curve is designed to be curvilinearly tangential to the outside edge of the circulatory
roadway. Likewise, the projection of the inside (left) edge of the exit roadway should be
curvilinearly tangential to the central island.

Single-lane roundabout exit design.

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Splitter islands

Splitter islands (also called separator islands or median islands) should be provided on all
roundabouts, except those with very small diameters at which the splitter island would obstruct
the visibility of the central island. Their purpose is to provide shelter for pedestrians (including
wheelchairs, bicycles, and baby strollers), assist in controlling speeds, guide traffic into the
roundabout, physically separate entering and exiting traffic streams, and deter wrong-way
movements. Additionally, splitter islands can be used as a place for mounting signs.

Figure 18:Minimum splitter island dimension

Larger splitter islands enhance safety, but require that the inscribed circle diameter be

increased

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Figure 19: Minimum splitter island nose radii and offsets

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