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1 INTERSECTIONS 1 AT GRADE INTERSECTIONS

2 INTERSECTIONS INTERSECTIONS = INTERRUPTED FACILITIES Definitions and key elements An intersection is defined as an area where two or more roadways join or cross. Each roadway extending from the intersection is referred to as a leg. The intersection of two roadways has usually four legs (or three if there one of the roadway is ended). The leg used by traffic approaching the intersection is the approach leg, and that used by traffic leaving is the departure leg. The major street is typically the intersecting street with greater traffic volume, larger cross-section, and higher functional class. The minor street is the intersecting street likely to have less traffic volume, smaller cross-section and lower functional classification than the major street. Channelization is the separation or regulation of conflicting traffic movements into definite paths of travel by traffic islands or pavement markings (regulation of traffic). 2

3 INTERSECTIONS Definitions and key elements Gray area = FUNCTION AREA OF INTERSECTION Sidewalks, crosswalks and pedestrian curb cut ramps are considered to be within the intersection. The pavement edge corner is the curve connecting the edges of pavement of the intersecting streets. 3

4 INTERSECTIONS Basic types of intersections or cross intersection or stagerred intersection (or scissor) 4 The angle of intersection is formed by the intersecting streets centerlines (best angle is between 75 and 105 degrees).

5 INTERSECTIONS Basic types of manoeuvres within intersections - Crossing - Merging - Divergingi - Weaving Typical manoeuvres are: 5

6 INTERSECTIONS Basic types of manoeuvres within intersections Crossings may be direct, if the angle of skew is between 75 and 105 degrees, or oblique if the angle is in the range of below 75 or above 105 degrees. (Oblique skews should be voided if at all possible). Diverging is a traffic operation when the vehicles moving in one direction is separated into different streams according to their destinations. Merging is the opposite of diverging. Merging is referred to as the process of joining the traffic coming from different approaches and going to a common destination into a single stream. Crossing Weaving is the combined movement of both merging and diverging movements in the same 6 direction. All manoeuvres within intersection result in conflits

7 INTERSECTIONS Basic types of conflict points within intersections Typical conflict points are: - Crossing conflicts (through traffic, left turns with through traffic) - Merging conflicts - Diverging conflicts 4 through traffic 4 left turns 8l left ftturns through h traffic 8 merging 8 diverging 8 possible pedestrians pedestrians not included 7

8 INTERSECTIONS Basic types of conflict points within intersections Typical conflict points are: - Crossing conflicts (through traffic, left turns with through traffic) - Merging conflicts - Diverging conflicts Number of intersection legs Number of conflicts

9 INTERSECTIONS Basic types of conflict points within intersections CROSS INTERSECTION - 32 conflict points 8 merging + 8 diverging + 16 crossing ROUNDABOUT - 8 conflict points 4 diverging + 4 merging 9

10 INTERSECTIONS Intersections in traffic engineering REMEMBER THAT: 1. Intersections are more complicated areas for drivers than uninterrupted facilities. Drivers have to make split second decisions within intersections by considering their routes, intersection geometry, speeds and directions of other vehicles etc. A small error in judgment can cause accidents. Understanding this is central to intersection designs and to determine capacity. 2. Main function of intersections is to provide change of direction. Direction changes within intersections define conflict points. 3. Interesections are sources of congestion in urban areas. 10 Manoeuvres within intersections cause delays.

11 INTERSECTIONS 11 BASIC DESIGN PRINCPLES

12 BASIC DESIGN PRINCPLES This principles i are independent d on national standards. d If one of them is not ensure than there could be problems within intersection with speed, traffic, manoeuvres or safety of peds or bicyclists. 1. MINIMISE THE CARRIAGEWAY AREA WHERE CONFLICT CAN OCCUR 2. SEPARATE (REDUCE) POINTS OF CONFLICTS 3. TRAFFIC STREAMS SHOULD MERGE/DIVERGE AT FLAT ANGLES AND CROSS AT RIGHT ANGLES 4. REDUCE SPEEDS ON THE APPROACHES TO INTERSECTIONS 5. DECELERATING OR STOPPING VEHICLES SHOULDBE REMOVED FROM THE THROUGH TRAFFIC STREAM, HIGH PRIORITY TRAFFIC MOVEMENTS SHOULD BE FAVOUR 6. DISCOURAGE UNDESIRABLE TRAFFIC MOVEMENTS 7. PROVIDE REFUGES FOR VULNERABLE ROAD USERS 8. PROVIDE REFERENCE MARKERS FOR ROAD USERS 9. PROVIDE ADVANCE WARNING OF CHANGE AND GOOD SAFE LOCATIONS FOR THE INSTALLATION OF TRAFFIC CONTROL DEVICES 10. CONTROL ACCES IN THE VICINITY OF AN INTERSECTION 11. PROVIDE SAFETY STOPPING SIGHT DISTANCES AND KEEP THE SIGHT 12 TRIANGLE WITHOUT ANY OBSTRUCTIONS

13 1. MINIMISE THE CARRIAGEWAY AREA WHERE CONFLICT CAN OCCUR Large uncontrolled carriageway areas within intersection provide greater opportunities for collisions resulting from unexpected vehicle manoeuvres. To prevent this traffic island channelisation can be used. WIDE AREA NOT TOO SAFE MUCH BETTER DESIGN 13

14 2. SEPARATE (REDUCE) POINTS OF CONFLICTS Left turning is prohibited within point of intersect - by prohibiting certain traffic movements at an intersection Left turning is allowed here - by conversion conventional intersection to a roundabout - by using two separated intersection instead of a single more complicated one 14

15 2. SEPARATE (REDUCE) POINTS OF CONFLICTS POSSIBLE WAY TO REDESIGN INCORRECT INTERSECTION THICK LINE = MAJOR STREET 15

16 3. TRAFFIC STREAMS SHOULD MERGE/DIVERGE AT FLAT ANGLES AND CROSS AT RIGHT ANGLES Merging / Diverging: Merging / diverging should be as flat as possible (max 15 ). Crossing: Crossings should be direct (90 ). The angle of skew range have to be between 75 and 105. Oblique angles should be avoided if it is possible, or redesign according to figures a d: 16

17 4. REDUCE SPEEDS ON THE APPROACHES TO INTERSECTIONS Minor road vehicles should approach the intersection slowly. Than they can easily stop and give way to through traffic. Figure illustrates how this effect can be achieved by the use of a roundabout (right side) or a traffic island (down). This method also has the advantage 17 that it prevents overtaking in closer area of the intersection.

18 5. DECELERATING OR STOPPING VEHICLES SHOULD BE REMOVED FROM THE THROUGH TRAFFIC STREAM, HIGH PRIORITY TRAFFIC MOVEMENTS SHOULD BE FAVOUR Separating the traffic streams into auxiliary lanes reduces the number and severity of rear end crashes and increase capacity minor street major street 18 major street minor street

19 6. DISCOURAGE UNDESIRABLE TRAFFIC MOVEMENTS Traffic islands and corner radii can be used to discourage motorists from taking undesirable travel paths, and encourage them to take defined ones Traffic island for No Left Turn 19

20 7. PROVIDE REFUGES FOR VULNERABLE ROAD USERS Pedestrians and also handicapped persons often need to cross a road in two separate manoeuvres. Properly sited traffic islands have the added advantage that they can be used as refuges by these vulnerable road users, especially at intersections on wide roads 20

21 8. PROVIDE REFERENCE MARKERS FOR ROAD USERS Drivers should be provided with appropriate references at intersections, f.e. Stop/Give Way lines which indicate where the lead vehicle in a minor road traffic stream should stop until a suitable entry gap appears in the main road stream. REFERENCE MARKERS ALSO INCLUDE CROSSWALKS AND CYCLE TRACKS ON PAVEMENT 21

22 9. PROVIDE ADVANCE WARNING OF CHANGE AND GOOD SAFE LOCATIONS FOR THE INSTALLATION OF TRAFFIC CONTROL DEVICES Drivers should never er be suddenly faced with the unexpected. MAJOR STREET MINOR STREET Advance signing that warns drivers ahead of intersections should be use. This warning should be provided on minor roads leading to controlled intersections, on all roads where visibility is restricted prior to an intersection, and in high speed roads. The possible use of traffic control devices should always be considered; for instance, the design of an intersection to be eventually controlled by signals may differ from one requiring channelistation and signs. 22

23 10.CONTROL ACCES IN THE VICINITY OF AN INTERSECTION Driveways (i.e. approaches to estates, parking places) should not be designed within the function area of a newly designed intersection. If such acces points already exists and closure is not possible for practical reasons, than channellisation techniques should be used to prevent entering vehicles from crossing the traffic flow, i.e. the vehicles entering the intersection from the driveway should always merge with the nearside traffic stream. 23

24 11. PROVIDE SAFETY STOPPING SIGHT DISTANCES AND KEEP THE SIGHT TRIANGLE WITHOUT ANY OBSTRUCTIONS NO OBSTRUCTIONS SHOULD BE WITHIN SIGHT TRIANGLES DESIGN OF SIGHT TRIANGLES DEPENDS ON NATIONAL METHODOLOGIES 24

25 11. PROVIDE SAFETY STOPPING SIGHT DISTANCES AND KEEP THE SIGHT TRIANGLE WITHOUT ANY OBSTRUCTIONS Safe location of intersection in horizontal alignment: in straight best solution in flat curve possible solution Safe location of intersection in horizontal alignment: in sag curve best solution in straight between two curves (max 3 %) possible solution THIS LOCATIONS PROVIDE MOST COMFORT AND SAFETY SIGHT DISTANCES!!! 25

26 26 INTERSECTIONS OTHER RULES

27 CROSSING ANGLE BETWEEN 75 AN 105 DEGREES 27

28 DISTANCE BETWEEN INTERSECTIONS HIGHWAYS AND ROADS: Intersection distance in km on highways and roads Design speed Highways and Roads motorways Lane divided Two lane roads (undivided) lane divided I. class II. a III. class 120 4, ,0 2, ,5 2, ,0 20 2,0 20 2,0 15 1,5 70-1,5 1,5 1, ,0 0, ,25 Distance is measured between auxiliary lanes startings and endings 28

29 DISTANCE BETWEEN INTERSECTIONS URBAN ROADS AND MUNICIPAL COMMUNICATIONS: Functional group Type of crossing A Interchange only B Interchange, intersection ti C Intersection Lay out of traffic lanes Lane divided road - Intersection distance in m minimum 1000 Lane divided road 150 Undivided Lane divided road Undivided (70 - exception) 50 Distance is measured between points of intersect 29

30 AUXILIARY TURNING LANES Auxiliary lanes include: - left and right-turn deceleration lanes - right turn acceleration lanes The length of auxiliary lanes depends on local conditions, traffic volumes, traffic mix, design speed, posted speed, selected level of service, longitudinal slope and operating speeds. Auxiliary lanes should be from 3 3,5 m wide to minimize encroachment (zásah) of turning vehicles upon the adjacent travel way. In restricted urban locations where space is limited and operating 30 speedsarelow,aminimumof2,5 2,75mplusthecurboffsetmaybe the only width attainable.

31 AUXILIARY TURNING LANES LEFT AND RIGHT-TURN TURN DECELERATION LANES WHY THEY ARE USING? location of the vehicle in the same time 3. location of the vehicle in the same time (improvement of traffic continuousness decelerating and stopping vehicles are removed from through traffic stream) 31

32 AUXILIARY TURNING LANES LEFT AND RIGHT-TURN TURN DECELERATION LANES DESIGN PRINCIPLES v original speed; Lv Taper lenght Ld Deceleration lenght Lc Storage lenght each segment must be designed separately 32

33 AUXILIARY TURNING LANES RIGHT-TURN TURN ACCELERATION LANES WHY THEY ARE USING? location of the vehicle in the same time 2. interchange ramp 3. right-turn acceleration lane (improvement of traffic continuousness accelerating vehicles are removed from fast through traffic stream) 33

34 AUXILIARY TURNING LANES RIGHT-TURN TURN ACCELERATION LANES DESIGN PRINCIPLES La Acceleration lenght Lm Manoeuvring lenght Lz Departure Taper SPLITTING SEGMENT splits through and aceceleration lanes (separation line can not exceed to manoeuvring segment) right-turn acceleration lane interchange ramp e is separation line (horizontal traffic marking); 34

35 CURB RADIUS Minimal R 0 in m vehicle allowed recommended 5,00 6,00 personal motor car, van 7,00 8,00 small and middle cargo truck, bus 9,00 10,00 cargo truck, transit bus, semi trailer 35 12,00 15,00 long city bus, trailer, long vehicle

36 INTERSECTIONS INTERSECTION CONTROL 36

37 INTERSECTION CONTROL Passive control (LEVEL I) When the volume of traffic is less, no explicit control is required. Here the road users are required to obey the basic rules of the road. Passive control like guide traffic signs, road markings etc. are used to complement the intersection control. Some of the intersection control that are classified under passive control are as follows: No control If the traffic coming to an intersection is very low, then is sufficient applying the basic rules of the road (right hand rule). Informatory traffic signs Informatory traffic signs only waken (warn) the drivers, i.e. locality with right hand rule etc. This signs don t provide any additional intersection control. Informatory traffic signs plus marking Some of the examples include recommended stop line marking, recommended yield lines, arrow marking etc. This signs also don t provide any additional intersection control. 37

39 INTERSECTION CONTROL Active control (LEVEL III) Active control implies that the road user will be forced to follow the path suggested by the traffic control agencies. He cannot maneuver according to his wish. Traffic signals and grade separated intersections come under this classification: Traffic signals Control using traffic signal is based on time sharing approach. At agiven time, certain traffic movements are restricted where as certain other movements are permitted to pass through the intersection. Two or more phases may be provided depending upon the traffic conditions of the intersection. The signals can operate in several modes. Most common are fixed time signals and vehicle actuated signals. In fixed time signals, the cycle time, phases and interval of each signal is fixed. Each cycle of the signal will be exactly like another. But they cannot cater to the needs of the fluctuating traffic. On the other hand, vehicle actuated signals can respond to dynamic traffic situations. Vehicle detectors will be placed on the streets approaching the intersection and the detector will sense the presence of the vehicle and pass the information to a controller. The controller then sets the cycle time and adjusts the phase lengths according to the prevailing traffic conditions. Grade separated intersections / interchanges Grade separated intersections allows the traffic to cross at different vertical levels. Grade separated intersections are usually constructed on high speed facilities like expressways, freeways etc. These type of intersection increases the road capacity because vehicles can flow with high speed and accident potential is also reduced due to vertical separation of traffic. 39

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