Professional Documents
Culture Documents
INTERSECTIONS AT GRADE
CONTENTS
Title
Guide for Rural Intersection
p.
Treatment 2
4-B Guide for Urban Intersection
Treatment 3
4-C Realignment Variations at
Intersections 6
4-D Minimum Turning Path for P Design
Vehicle 8
4-E Minimum Turning Path for SU Design
Vehicle 8
4-F Minimum Turning Path for Bus
Design Vehicle 9
4-G Minimum Turning Path for WB-40
Design Vehicle 9
4-H Minimum Turning Path for WB-50
Design Vehicle 10
4-H-1 Minimum Turning Path for WB-60
Design Vehicle 10
4-1 Example of 3-centered compound Curve
for Minimum Edge of Pavement Design
for Turns 12
4-J Example of Minimum Turning Roadway with
Comer Island 16 (
ii
LIS T 0 F TAB L E.8 AND C H ART S
iii
CHAPTER 4
INTERSECTIONS AT GRADE
4-01 GENERAL
An intersection is the location where two or more highways join or cross. Intersections are
important elements of a highway since much of the efficiency, safety, speed, costs of operation
and capacity are dependent upon their design. There are three general types of intersections:
intersections at grade, grade separations without ramps, and interchanges.
This chapter covers intersections at grade which are those where the highways join or cross
at a common elevation. It includes a discussion of certain intersection design elements, partic-
ularly those concerning the accommodation of turning movements, which are also applicable to
interchanges.
4-1
HIGHWAY CLASS
RE-I RE-2 RE-3 RE-4 R-S R-6 R-7 R-8 R-9 R-IO R-II
.
RE-I I I I I I I I I 2 2 3
RE-2 I I I I I I I I 2 2 3
c
~ R-~ I I lor4 4 4 4 4 4 40r5 ~ 5
0
R-8 I I 4 4 4 4 4 4 5 5 5
x
R-9 2 2 40r5 40r 5 40r~ 40r 5 40r5 5 5 5 5
R-IO 2 2 5 ~ 5 5 5 ~ ~ ~ 5
R-I J :3 :3 6 6 5 5 5 5 5 5 5
LEGEN 0 :
I - INTERCHANGE
2 - GRADE SEPARATION
4- INTERSECTION AT GRADE-CHANNELIZED
FIGURE 4-A
4·2
HIGHWAY CLASS
UE-/ UE-2 UE-3 UE-4 UE-5 U-6 U-1 U-8 U-9 U-IO
UE - I I I I I I I I I 2 3
UE-2 I I I I I I I I 2 3
UE-3 I I I I I I I I 2 3
(/)
(/)
:J:
U-8 I I I 4 4 4 4 40r5 5 5
U-9 2 2 2 5 5 5 5 5 5 5
U -10 3 3 3 6 6 5 5 5 5 5
LEGEN 0 :
I-INTERCHANGE
2- GRADE SEPARATION
4- INTERSECTION AT GRADE-CHANNELIZED
FIGU"E 4-8
4·3
However, if the DHV combination is greater than that shown in Table 4-1, the inter-
section should be designed as if it were under signal control including an intersection capacity
analysis. It should be noted that the values in Table 4-1 have no direct relation to warrants for
signalization. Warrants for signalization are included in the Manual on Uniform Traffic Control
Devices for Streets and Highways. For those intersections that are expected to be signalized
during its design life, an overall capacity analysis shall be made as shown on Chart4-1, and
Chart 4-2. .
TABLE 4-1
• TbMe volumu bave DO relatioD to warrant. for sillDaUzatioD. DOl are they indicative
of whether or DOt mpaUzatiOD mould be u18d after the interl8ctiOD if opened to tzaftic.
2. SIGNALIZED- INTERSECTIONS
Design capacities of signalized intersections are subject to a large number of variables
including type of highway, pavement width, short term fluctuations in flow, proportions of
trucks and buses, turning movements, type of operation (one-way or two-way), parking
conditions, signal timing, etc. To the extent that these variables can be predicted for the design
year, design capacities may be estimated by procedures given in Chapter 6 of the Highway
Capacity Manual. Peak hours factors (PHF) in the range of 0.80 to 0.90 and a load factor (LF)
of 0.3 (level of Service C) should be used in these analysis unless other specific values are
provided to the designer with the traffic data.
. .
The charts published in the August 1967 and October 1967 issues of "Public Roads", the
FHWA journal, greatly simplify the intersection capacity analysis. These charts were subse-
quently reprinted in a single issue by the FHWA as a research and development report entitled
"Capacity Analysis Techniques for Design of Signalized Intersections".
In design, the capacity of a signalized intersection is determined separately for the
approach direction of travel on each intersection leg. Usually the predominant one-way
approach movement on one highway and the predominant one-way approach movement on the
intersecting highway which occur during the design hour, jointly control the capacity and design
of the intersection.
A traffic lane at an intersection under signal control is available for moving vehicles only
part of the time and its capacity per hour is less than on the portions of the highway where flow
is uninterrupted. Design capacity per lane at signalized intersections is generally ip.the range of
400 to 700 vph, depending on the amount of green time provided and other conditio~~. f)~ce
4-4
the lane capacity for uninterrupted flow on multilane highways is between 500 and 1200 vph
(See Table 1-8), it is apparent that additional lanes at the intersection are required to bring the
capacity through the signalized intersection up to that of the highway elsewhere. Additional
lanes may be required even when the design traffic volume on the highway is substantially
below the uninterrupted flow capacity of that highway.
On 2-lane two-way highways in rural areas the design capacity frequently is less than 600
vph (both directions of travel) and such volumes can very often be handled at signalized
intersections without additional lanes. Added lanes may be needed when the distribution of
total hourly traffic is more than two-thirds in the predominant direction, where turning
movements are above normal, or where a large portion of the signal cycle must be devoted to
the movement of traffic on the crossroad. The added lanes should be continued for some
distance beyond the intersection to permit traffic to merge into the normal through lanes after
clearing the intersection. The design of adequate storage for separate right-and left-tum lanes at
signalized intersections shall be made accordingly to Chart 4-3.
4-5
-1- -2-
-3- -4-
L£GEND:
MAJOR H IG HWAY
MINOR ROAD REAL IGN£D
---- ORIGINAL ALIGNMENT
-5-
4-6
The minimum turning paths of the design vehicles are illustrated in Figures 4-D throught
4-H. These figures should be used as a guide in determining the turning radii at intersections
and the width of turning roadways. The principal dimensions affecting design are the minimum
turning radius and those affecting the path of the inner rear tire, tread width and wheel base.
TABLE 4-2
4-7
f,"
/.-f~~.;::~l:~~;:--=---
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OF LEFT
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DESIGN SINGLE UNIT
TRUCK OR BUS
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DESIGN PASSENGER
VEHICLE
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PATH OF RIGHT ~
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REAR WHEEL ---I Ii W8-40 DESIGN
SEMITRAIL E R
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FIGURE 4 - F FIGURE 4 - G
N
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PATHOf~l
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PATH OF LEFT
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YI \
W8-50 DESIGN
S£M'TRAILER
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COMSINATION
---l
PATH OF RIGHT
REAR WHEEL~I I
I I
, I
I I
MINIMUM TURNING PATH FOR MINIMUM TURNING PATH FO R
WB- 50 DESIGN VEHICLE WB- 60 DESIGN VEHICLE
4-11
/~
/I
/ 1
// lI
/ I
,---~~~+-4------~
I / I ____ ---- ----
1/ ~
I' / J..---
1
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-1-------- I
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90 TURN
36-12-36
l.2M. OFFSET
FOR WB-40
~" ",.
-ito \~ / I:
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4-13
movements, shorten travel paths, reduce pavement areas within the intersection, and provide
island. which serve as pedestrian refuge areas.
The principal control for the design of turning roadways is the alignment of the inner edge
of pavement and the width of the roadway channel to accommodate the design vehicle.
Minimum design values for turning roadways with comer islands are given in Table 4-4. To
reduce the intersection area, the use of 3-centered compound curves rather than the single
circular arc is recommended but simple offset curves with straight tapers may alao be used. An
example of the use of turning roadway with comer island is shown in Figure 4-J.
TABLE 4-4
MINIMUM EOOE OF PAVEMENT DESIGNS FOR TURNING
ROADWAYS WITH CORNER ISLAND
a-Centered
Anile of Design Compund Curve
Turn Classi- (Note 2 . Width of Approx. Size
Dearees fication Lime of Ialand
Radii Offset
(Note 1) (Meters) (Meters) (Meters) (aq. meters)
Note 1 - A - PrImarily p_naer vehicle.. pezmite occuloDAlIiD&le-uDit wck to Nm with reltricted c1euaDOe••
• - Adequate for Stl; permita occuloDAl BUI md WB--60 io Nm with IlI.lbi encroachment OIl ldSaceni lane ••
e - Adequate for aU duill1 vehicle••
Note 2 - Aaymmeiric a_entered compound curve. md .trailbt tapel'l with limple curve. may alIo be UMcl without 1iIDifl·
cmily alterin& the pav_ent width or the cornu illandliz••
Note a- Anal. of tum IUbetmdud.
4·14
Table 4-4 shows the approximate size of the corner island that would result for each
design case. The smallest size of corner island that should be considered is one with an area of
approximately 4.6 square meters but a minimum size of about 7 square meters is preferable. For
a triangular island the minimum side dimension should be 2.5 meters and preferably 3.7 meters.
It should be noted that because of the higher side friction factors accepted for turning
movements, the minimum allowable design radii in Table 4-5 are somewhat shorter than those
specified in Table 3-2 for open highway conditions up to speeds of 25 mph.
4-15
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CLASSIFICATION "C tt
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I III
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TAPE"
3.65 M. DESIRABLE
...... ........
3.65 M. DESIRABLE TAPER
PARALLEL TYP E
....... ......
...... 3.65 M. MIN.
...
.....
TAP E R T Y P E
4-17
4-05.05 WIDTH OF TURNING ROADWAYS
Pavement roadway widths for turning roadways that provide for above minimum speeds
are governed by the type of operation, curvature, and volume and type of traffic. Pavement
width for turning roadways are covered in Section 2-05 and Table 2-2 of Chapter 2.
4-18
necessary for deceleration to a stop_ This condition may occur at any major-minor intersection
where the turning traffic is regulated to a stop before entering or crossing a through high~ay. It
may also apply at intersections under traffic signal control and on median left turn lanes.
2. ACCELERATION LANES
It is desirable that vehicles from an acceleration lane enter the through lane at a speed no
slower than 5 mph less than the average running speed on the through lane. The recommended
minimum design length for acceleration lanes determined on this basis are given in Table 4-7
for relatively flat grades (2% or less) for various combinations of speed of main highway and
approach roadway. Adjustment factors for steeper grades are given in Table 4-8. The method
of measurement is illustrated in Figure 4-K.
The taper type acceleration lane is the preferable design on freeways provided the
geometrics of the approach roadway permit the entering vehicle to attain the merging speed by
the time it reaches the point where the right edge of the acceleration lane is 3.65 meters from
the right edge of the through lane of the freeway_The design should then provide a uniform
taper of about 50:1 (longitudinal to lateral) between the outer edge of the acceleration lane and
the edge of the through traffic lane.
TABLE 4-7
Design speed 01
turning roadway
curve, mph Stop 15 20 25 30 35 40 45 50
con-
Minimum curve
radius, meters dition 15 27 45 70 100 ! 150 200 250
1
Design Length of
speed of taper, Total length of DECELERATION LANE, including taper; meten:
highway, meters All main highways . . .
mph
40 60 100 , 90 85 75 60 - - - -
50 70 130 120 115 105 100 85 - - -
60 80 150 150 145 135 130 120 100 90 -
70 90 180 175 170 165 160 150 130 120 105
De~
sl?e of
Le~rh Total length of ACCELERATION LANE, including taper,
highway, tapers, meters:
mph meters J
40 60 - 100 75 70 - - - - -
50 70 - 210 190 180 150 120 - - -
60 80 - 340 330 300 270 240 180 120 -
70 90 - 470 460 420 400 370 300 250 175
4-19
TABLE "·8
DHilJl DeaiIJl
DeailJl Speed of Tumilli Roadway.
Speed of Ratio. Speed of
lfiglnray Highway mph
mph
-_. mph
The parallel type acceleration lane is normally used when the speed on the approach
roadway or ramp is substantially slower than on the through lane of the main highway and an
additiona.1 length of full lane width is needed to allow the entering vehicle to attain the desired
merging speed.
At intersections of high volume main rural roads, long acceleration lanes are desirable to
enable entering vehicles to merge with the through traffic without being required to stop or
reduce speeds unduly. The designer should de~rmine if acceleration lane length greater than the
minimum should be provided to satisfactorily merge the traffic. The mereina lensth is that
portion where the acceleration lane is contiguous to the through traffic lane and, depending on
the design, it may be nearly all or only a small part of the length of the acceleration lane. The
combined volume on the through lane and a single lane joining ramp (acceleration lane) that
merge cannot exceed 1000 to 1200 equivalent passenger cars per hour at stopan'd eo· speeda, or
about 1500 .uch vehicle. if the design is such that speeds of 35 mph or more can be maintained·
by the merging vehicles. If merging speeds of 35 to 40 mph are to be maintained, the condition '
is nearly the same as that of a weavine section and a merging length of 90 to 180 metell is
neceuary. With a shorter merging length it may be possible to accomplish the mereing of
comparatively high volumel but the merging speeds will be lower.
Generally, rieht tum acceleration lanes are not necessary where right tum volumes are low
and the roadway beine entered has an average running speed under 40 mph. Also, an acceler-
ation lane should not be used in conjunction with traffic signal or STOP sign control at the
intelleCtion.
Acceleration lanes are seldom used on urban arterials other than freeways. However, at
inte1'llection. with no 'ienal control, it may be desirable to provide acceleration lane. where
4..20
separate channelized roadways are provided for vehicles turning right into an arterial from a
cross street.
4-21
TABLE 4-9
.
RATIO BASED ON CROSSROAD GRADE RATE.
D~aign
Vehicle
-4% -2% 0% +2% +4%
The required sight distance "d" determined as previously indicated should be checked
against the proposed major roadway vertical and horizontal alignment. The following checks
should be made:
1. The sight distance should be tested against the vertical alignment using a height of eye
of 1.14 meters (3.75 ft.) to a top of object of 1.37 meters (4.5 ft.) above the pavement. The
crossing driver's eyes are assumed to be 5.2 meters back from the edge of the major road
pavement.
2. Any object within the minimum sight triangle high enough above the elevation of the
adjacent'roadways to constitute a sight obstruction should be removed or lowered.
3. At skewed intersections the "W" value used should be increased to reflect the
additional distance caused by the skew angle.
4. Horizontal curvature on the major road may alter the design of the intersection. A
check will be necessary to determine if any obstructions block the line of sight.
The criteria and values discussed above are applicable to intersections at grade on major
urban arterial streets.
4-22 .
........ CROSSING VEHICLE
MINOR ROAD
STOP CONTROL
MAJOR ROAD
W
- .. ..
--+-------------------~ r, - -::..----+-----+-----
I L
d = DISTANCE ALONG MAJOR ROAD
~ A_+--_ _- . L - . L _
S = DISTANCE VEHICLE
FROM VEHICLE TO INTERSECTION TRAVELS IN CROSSING
S=D+W+L
14
~
V-
(/)
~ "
0
z iI~,1!>~ , ,.' ,
0 12
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w ~~ SSU"'~
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z "
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-
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~ LEVEL CONDITIONS
~
4
18 24 30 36 42 48
S = DISTANCE TRAVELED DURING ACCELERATION -METERS
4-23
TABLE 4·10
MINIMUM LEFT TURN CONTROL RADH
Pand SU 12
-_._-
SU, BUS and WB·40 (ocCMional WB·50) 15
WB·50 23
orderly movement of both vehicles and pedestrians. Channelization may serve one or more of
the following purposes:
1. Increase the traffic capacity of the intersection.
2. Provide separation of conflicts.
3. Reduce excessive pavement areas.
4. Control de angle at which vehicles cross, merge or diverge.
5. Provide clearer indication as to the proper manner in which movements are to be
made.
6. Give preference to predominant turning movements.
7. Provide areas for pedestrian protection.
S. Provide storage lanes or areas for turning vehicles clear of the through lanes.
9. Discourage or prevent prohibited turns.
10. Provide space for locating traffic control devices and lighting standards.
11. Control vehicular speeds through the intersection area.
Properly designed channelization is advantageous when through and turning movements
are heavy. However, in rural areas the use of channelized intersections is normally limited to
multilane highways and the more important intersections on 2-lane highways. In urban areas,
where traffic volumes are generally higher, channelization is primarily used at the intersections
of arterial and major collector highways.
4-06.01 ISLANDS
An island is a defined area between traffic lanes for control of vehicle movements or for
pedestrian refuge. Within an intersection a median or outer separation is considered an island.
Islands generally are either triangular or elongated in shape, the dimensions depending
upon the particular intersection layout. Triangular comer islands are normally used to separate
right turning traffic from through traffic (See Section 4-05.03). Elongated or divisional islands
are often introduced at intersections on undivided highways to separate opposing traffic and to
regulate traffic at the intersection, particularly to provide storage for, and control of, left
turning vehicles.
The minimum size of islands should be 4.6 square meters and preferably 7.0 square meters.
Triangular islands should measure not less than 2.5 meters, and preferably not less than 3.7
meters, on the side after roundings of comers. Elongated islands or divisional islands should be
not less than 1.2 meters wide and 4 to 6 meters long. However, divisional islands introduced at
intersections on high speed rural highways should be not less than 60 meters long and preceded
by appropriate pavement markings and signing.
4.-24
Islands should be highly visible at all times and from a position sufficiently in advance so
that the motorist will not be surprised by their presence. They may be designated by curbs,
raised bars, raised buttons, paint, pavement edge, guide posts or other suitable devices.
Small islands are normally outlined either by pavement markings (flush island) or curbs
(raised islands). Where curbs are used they should be mountable, particularly in rural areas.
Barrier curbs should be used only where pedestrian protection is a primary consideration. On
urban streets in congested areas where vehicular speeds are low, the use of barrier curbs is
appropriate for protection of pedestrians, traffic control devices and lighting standards. Raised
islands are sometimes difficult to see at night and, where used, the intersection should have
fixed source lighting.
Curbs should not be used on large islands in rural areas. Satisfactory delineation can be
obtained by pavement edge margings. Grassing and planting in the island should provide the
necessary contrast.
The central area of an island has, in most cases, a turf or other vegetative cover. However,
small triangular islands and narrow elongated islands (less than 2.5 meters wide) are normally
paved because of the difficulty in growing and maintaining a vegetative cover.
Advance warning to approaching drivers should be provided in front of the approach nOSes
to islands through the use of pavement markings, contrasting pavement or jiggle bars, etc., in
accordance with the Manual on Uniform Traffic Control Devices.
1. TRIANGULAR ISLANDS
Where the roadway approaches are without shoulders or auxiliary lanes, as is the case in
most urban highways and streets other than freeways, the triangular corner islands should be
offset a minimum of 0.6 M. from the edge of through traffic lanes. The approach nose should be
offset at least 1.2 M. from the through traffic lanes in the case of intermediate and large islands,
and at least 0.6 M. from the edge of the turning roadway in all cases. Figure 4-N illustrates the
recommended design for curbed triangular islands under conditions of no shoulders on the
approach roadways.
On highways with auxiliary lanes or shoulders, the corner islands should be offset the full
auxiliary lane or shoulder width on both the main highway and the crossroad but otherwise the
island design is similar to that shown in Figure 4-N. When the shoulders on the approach
roadways are unpaved, they should be paved through the intersection area.
2. DIVISIONAL ISLANDS
The most common type of elongated divisional island is the median island for which a
design guide is provided in Figure 4-{).
Divisional median islands may be introduced at major intersections on 2-lane highways or
on undivided highways with four or more lanes. When a divisional island is introduced on a
2-lane highway the transition principles given in Section 3-{)6.01 apply and the total transition
length in meters should, to the extent practicable, be equal to at least four times the design
speed in miles per hour.
The flush section of the divisional island illustrated in Figure 4-{) may be delineated by
pavement markings, jiggle bars, contrasting pavement or other suitable device which will warn
the approaching driver but that may be safely crossed at high speed by errant drivers if
necessary.
The nose at the cross road end of the divisional island should be designed in accordance
with the requirements of the left turning movements, including a left turn qledian lane if .
4-25
III
e R=O.3M.
-~
a
III
III
Z
C
...J
%
.- %
~
...J
.-% I
z
~
0) -
::I
THROUGH LANE EDGE
~
0
II)
INTERMEDIATE SMALL
NOTES:
----.~/
~------h
THROUGH LANE EDGE
LARGE
-
- i - ~---
W 4 APPROX. 1/2 (W 2 +W
W 5 W2 + 0.3 M.
3 )
SUGGESTED MIN. L VALUES *
DESIGN SPEED ( MPH) 3 0 4 0 50 60
W 6 = AS REQUIRED BY LEFT TURN METERS 60 8 0 100 120
L IN
CONTROL RA D II OR ADDED * EXCLUSIVE OF ANY ADDITIONAL LEFT
LEFT TURN LANE. TURN STORAGE LANE LENGTH.
4-28
_-'"_
---
- --
-THROUGH
-TRAFFIC --
~~EDIA~ W
THROUG ... -
TRAFFIC ~
-,--
---- -
- ----
B U L LET NOS E
4-29
STORAGE LENGTH REVERSE CURVE
TAPER
Ii CRO:OAD L \ ________ _ (SYMMETRICAL)
rj~, ,
=
THROUGH
TRAfFIC
W-+ "
--,/~------
---~-------------------
=----------
NOTES:
I. MINIMUM MEDIAN WIDTH (W) - 4.2M. BUT S.SM. PREFERA8LE
2. MINIMUM NARROWED END (WI) - 1.2M. BUT 108M. PREFERABLE
URBAN ARTERIAL 18 6
URBAN COLLECTOR OR LOCAL 12 6
RURAL-ALL 18 12
(Special requirements aply to major traffic generators)
The above values are for simple intersections. At intersections where speed-change lanes are
provided these should be protected from access to adjoining properties for their full length.
4-10 GENERAL DESIGN CONSIDERATIONS - CHANNELIZED INTERSECTIONS
1. The design of channelized intersections usually involves consideration of the following
significant controls:
a. Type of design vehicle.
b. Cross section of main highway.
c. Cross section of intersecting roads or streets.
d. Traffic volumes, composition and turning movements, and their relation to capacity.
e. Pedestrian needs.
f. Vehicle speeds.
g. Type of traffic control.
h. Location of traffic control devices.
i. Physical controls - right-of-way, terrain, etc.
j. Location of bus or publico stops, if any.
2. The geometry of the intersection is determined by utilizing:
a. Radiuos returns required for right turning vehicles.
b. Control radii for left turns.
c. Radii of island noses.
d. Types of directional islands to be provided.
e. Angle of intersection.
f. Widths of approaches.
g. Width and length of auxiliary lanes.
3. The following principles should be followed in the design of the intersection:
a. Motorists should not be confronted with more than one decision at a time.
b. Unnatural paths, such as reverse curvature, or left-tum maneuver requiring an initial
tum to the right, should be considered only for special cases.
c. Area of vehicle conflict should be reduced as much as possible.
d. Merging and weaving areas should J?e as long as conditions permit.
e. Traffic streams that cross without merging or weaving should intersect at or near right
angles.
4-31
f. Angle of intersection between merging traffic streams should be small.
g. Points of crossing or conflict should be well separated from other such points.
h. Refuge areas for turning vehicles should be provided clear of through lanes.
i. Prohibited turns should be blocked wherever possible.
j. Location of essential traffic control devices and lighting standards, if any, should be
established as part of the design.
k. If multiphase signals are to be used, it is desirable to separatetbe various traffic
movements.
4. Anyone basic intersection type can vary widely in scope, shape and degree of
channelization. Once the basic type to be used at a particular location is established, the design
involves the application of the controls and criteria covered in Chapter 3 and in this chapter to
arrive at a suitable geometric plan. Types and examples of intersections at grade are covered in
detail in the AASHTO rural and urban design policies. These publications should be referred to
for guidance in the design of specific intersections.
4-32
19
-"."...........
TABLE C .....no 0' POSSlIIl C»ACUV (IlVlL II TO DESIGN CMACITY (Il\lU q
I)~~I
EXAMPLE
STUll
T....E
PARKING
CONDITIONS 10 15 20 30
f t _ I .. -
35 .., 5CI 60
S!:::!a
MP = 2,000,000. C.B.D.
~
V/Co =0.90
TWO Ne_... 1.20 1.20 1.20 1.20 1.21 1.23 1,25 1.27 1.30 APPROACH A,
On.w.-yl'treet
APPROACH B,
Tw~wl)'ltr. .t
O",.lon ... .,.r1or to'
MfY.lCII 1.--.1 Ci I ...
WAY
WI"'-... 1.10 1.14 1.11 1,21 1.25 I.ll 1.34 Parking both sides
ij~=~;'OOVPh
No Parkln;
ij~=~::"280VPh
d4mlnCl volume be40w
dlllgn up.elty. C.B.O
No ,erid...
ONE _ ... OMSIcio
1.15 1.13 '"',12 1.12 1.13 1.15 1.17 FRNG.
W"'Y 1.10 1.13 \.16 1.11 1.20 1.25 1.30
Parkl ........ 51dot
I." 1.25 1." 1.27 1.32 1.31
::c - - elo
. V
NOTE,
Solutions on vieD scates falling below - - CliO
,p. V
"6o "Service Level C" Une.(ratio 1.00) Indicate
,
reserve capacity. Those- failing ab-ove the
4: ------ fllllHGE AR£A
~ 0c.: 10TH. tla ."0
1II'''Gt &ilEA
line indicate deficiency in design capacIty.
Operation !s at pOSSible capacity when - - - &OTM. C 10 "NO
~
CIj V ICo equals average f for the two approach· FRiNGE AREA
Q,. es In Table C.
Q,.
4: 20 PK~.
u.. NJ! NO MRKING
0
r I "~:'~I----l (;
, "Tor--h----l
iE
Cl I I '~~ ~
3: rl.lO) (USI
ADJUSTMENT FACTOR (MP)
(1.10) (lOSI (U)OI l'S} lICI
" 10 3'
I
4: f 40 '.0
4:
~ <'20
, 40
'.10 ~
140
'20
, 20 '40
120
.~ 110 .20
.0 10
i:~ClrY -' ~£"VIJf~ '0
80 (£v« C 1.00
00
U'"
lr
60 60
.110
.0 .eo
.10
>:~
z
a;
60
60
~ 0
ov[. eo
',000 7eO 2!1O .DO
~OOO 500 I 17e 0
M ~ MEIRO POPULATION
**Proportlon of green tlme required on one approach
for operation at design -capacl1y for MP = 250.000; ( 11JOO';1 AVERAGE CONDITIONS - EACH APPROACH
for other metro sizes, divide by correspond.lng adJust-
ment fador, 0.90 to 1.20. ,.1 Trucks &, !uses
R:idtt Tum!
5%
10~
No Bu. Soop.
Amber. 10% of Cyde
left Tums 10%
40
•
.%
I .... NOTE,
.... .:•
~
I
:J: 040 U ~:::.ns~ ~!C.Pne {:.':, i~:::'~9Jn~~::: U oeo
:J:
U
<
....DE .. n .... AtlE"
lOT... 0.0 A..,
~ f'8SM'Yecapadty. Those tamng u>oye tn.
nne Indlc3te de1Idency In design capaclty. '6 ~
0~ ItIS'• • T IAL M€A o OpeqtJon Is « pcalbl4 eap.a.elty when 0 - - - .aT .... OlIO UD
.r-.'H.TIAL "WI'A 00:
;
~
V/'Coeqta.lsawwa;e f forthe1woapproach-
A- es
~
In TaI>.. C.
""G 110""__ A-
~
~ ~IUi.
It.I!
WIT"_
II.!'
.'fM .......
~
U-
te
~
0 )'
u..
0
j!:
0 I 0·80
10
j!:
0
~
ADJUS1IoIENT fACTOI (MP)
[1101 (11$1 {IIOI 11051 11001 r"J (IOJ ~
~~~~r-~'--~~~~~~~~~~~~~~~~~~~~~0'70 40 laG CI 0·70
< ,.0 ,.0 <> <
~ ~ ~
120 * 40
~f£~
c
00
80 .10 .10 "£(I C 00 u"-
.
I
.10 ~~
.0 .0 ~
r-~""-'>..r-~.--p....o-"~""'::'--.:-~~f-'+:~",-~~_.-+-=~-....dc--+""'" O' 30 60 60
:I
g
60
AO
o••
1.000 150 250 100
___.........-""'_..L..."""-_L..;:l""'--.L~_-1::-._.:J:::a-.J..-.-.:r::..-'-.~_.L..~--I....::::t:::.-'- 0.20 \000 SOO I 115
... ~ "'(DO rotuLATlON
AVflAGf CONOITtONS • EACH APnOACH
•• "._rtlDfl of ..... n tlftW nqw;'''' on en. l_prOleh
f.r _"Von at dell", __ "'ty f.,. "'~ = 250•.00;
c-·)
sJz_. I True•• " lullft ft. .No'" Soop.
for .her metro dlvltl. by corr-"JH)MJn, adjuSl-
mant filC10t~ 0.90 t. 1.2_. )' "Vo' r...... 10lf. _. l~ofC1C"
L.dtT~.
JJL
G. SElVlC( fACTO«.
U 0·601------ b. o - t l _ " ' _ _ '_IJ"'cao. I< 0.\10
~
...... Aw • 0.\10
-" >z
I C
---\ v, c.. Design Capodt) .."at. ~.e. '10-' ot
C. 1...IM Tab,. A to cadi"" too .....
t.v.1
~b.of
of Serv;c;e
_.ftce-.
C
!)
£ ....dE'
1.00
1.20
1.3D
800 >...J
!:=
UJ
:~
~-+-t---,,~ 600 ~ ~
,,0
Zit
~
a.
U;~ :.
W% I
~""'--+----' 400 ~ ~ "'500----
~
::~ :;)
0. ..J 2
a::: WITH SEPARATE
SIGNAL I NDICATlOfC
g400
J
2
~~....._=~rI""-------~ 200 0 :; i
.. en
o
U I II "Z 2
1 ••
: 300
0-10r-----------------------,~,_~------------·-----------,
~
~
.
;f 200 t--~"-+-l~,"**"""'"
600 -
I
...
CHART B HIGH-TYPE DESIGN II:: 700 Z
cr
o 500 ..J
N
> 100 ~~
0-60 I---~--- ;:,~
600 "Z
_U...... ~
i
'c&
400 a::
~
"
o
~
V~-O~
~~ '00 t-
IL.
. ~.::i ~... 0
;:?40 400 300%
C( " ~0'< t-
a::
0
~
"", '7
~
• 300 "
Z
W
2OO..J
020
200
..,
0
100 ~
100 N
0
WITH SEPARATE
SIGNAL INDICATION
CHART 4-m