DESIGN OF JUNCTIONS FOR SAFETY

M.V.L.R. Anjaneyulu
Professor
Department of Civil Engineering, NIT Calicut
 OVERVIEW OF PRESENTATION

– Intersection Design Principles

– Selection of Intersection Control

– Factors Affecting Safety at Intersections

– Elements to Improve Safety at Intersections

Crash scenario

3
 Global road crash scenario

 More than one million people are killed on

the world’s roads every year
 70% of these deaths occur in developing
countries
 WHO estimate about global road crashes
▫ More than 3000 people are killed everyday
▫ 30,000 people are injured
▫ Two persons die every minute
4
Reported crashes in U.S. (1990 -2011)

Reported crashes in Japan (1990 -2011)

5
 Crash trend in India

Total accidents Fatal accidents

Persons killed Persons injured
600000

500000

400000
Crash count

300000

200000

100000

0
2000 2002 2004 2006 2008 2010 2012 2014

Year
6
Crash trend in India
• The 4 crore vehicles using Indian roads have a
terrible toll on human life, killing over 80,000
people with over 3 lakh victims requiring
hospital treatment.
• More than 200 people die due to road crashes
everyday and at least 1000 others are injured.
• These crashes have a major impact on the
country’s economy, costing more than 3% of
India’s GDP every year.
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Crash trend in Kerala
• In Kerala every year nearly 4000 people lose
their lives due to road crashes and about
40000 people sustain injuries.
• 1 person dies every two hours due to road
crashes.
• A loss of about Rs. 600 crore is caused to
Government every year.

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Myths
Crashes accidental, they can not be prevented
Crashes are due to drivers’ mistakes
Crashes are caused by vehicular defects
• Why more number of crashes at some locations
and less number at other locations?
Crashes are characteristics of rich countries only
• Why less crash rates in developed countries?
Many developed countries have shown sharp reduction
in crashes and casualty numbers over the past couple of
decades by adopting a systems approach to road safety
9
 Accident Contributing Factors

Human Behaviour
Factors 93%

Road Factors 34%

Vehicle Factors 13%

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 How to achieve the target???
• 5 E’s in road safety engineering
– Education
– Engineering
– Enforcement
– Emergency
– Evaluation
• Road safety management- a promising
solution
– Road safety analysis
• Identifying factors that raise safety issues
– Road safety evaluation
• Safety performance measures
» Crash prediction models
» Crash Modification Factors (CMF) 11
 TYPES OF INTERSECTIONS
Layout

Right – Left Staggered

Intersection
T - Intersection Cross Intersection

Scissor Left - Right Staggered

Intersection

Y - Intersection
 TYPES OF INTERSECTIONS
Intersection Control
GRADE SEPARATION
TRAFFIC SIGNALS
Coordinated
Isolated
ROUNDABOUT /
ROTARY
CHANNELISATION
PRIORITY
(Give-way/Stop)
 PRINCIPLES OF INTERSECTION DESIGN
Minimise the Carriageway Area of Conflict
 PRINCIPLES OF INTERSECTION DESIGN
Control the Angle of Potential Vehicle Conflict
Intersections
 PRINCIPLES OF INTERSECTION DESIGN
Control Relative Speed Control High Speed
 PRINCIPLES OF INTERSECTION DESIGN
Reduce the Number of Conflict Points
Each leg - 8
Total - 15
Diverging - 2
Diverging - 4
Merging - 2
Merging - 4
Crossing - 4
Crossing - 7

Total - 32

All Approaches are Two Way One Approach (N-S) is One Way
Reduce the Number of Conflict Points
 PRINCIPLES OF INTERSECTION DESIGN
Provide Protection for Vehicles Leaving or Crossing the Main Traffic
 PRINCIPLES OF INTERSECTION DESIGN
Clearly Define the Travel Paths to be Followed
 PRINCIPLES OF INTERSECTION DESIGN
Favour Predominant or High Speed Traffic
 PRINCIPLES OF INTERSECTION DESIGN
Segregate Non Homogeneous Flows

Consider the Needs of Pedestrians

and Cyclists
 PRINCIPLES OF INTERSECTION DESIGN

Avoid multiple and compound merging & diverging maneuvers

Segregate non homogeneous flows

Co-ordinates the design and control

Use the highest feasible crossing method

Consider the needs of pedestrians and cyclists

 DESIGN ELEMENTS
Sight Distance
 DESIGN ELEMENTS
Turning radii

Overhang
Overall
Overall Turning
S.No Vehicle Type Length
Width (m) Front (m) Rear (m) Radius (m)
(m)

1. Passenger Car(p) 1.4 –2.1 3 –5.74 0.9 1.5 7.3

2. Single Unit Truck (S.U.) 2.58 9 1.2 1.8 12.8

3. Semi Trailer and Single 2.58 15.0 1.2 1.8 12.2

unit Bus (WB – 12 m)

4. Large Semi- Trailer (WB – 2.58 16.7 0.9 0.6 13.71

15 m)

5. Large Semi- Truck Trailer 2.58 19.7 0.6 0.9 18.2

(WB- 18m)
Deceleration Lanes
 DESIGN ELEMENTS

Width of Lanes at Intersections

Inner Radius Design Speed Single Lane Single lane width Two lane width
Km/h width, m with space to pass for one or two
stationary way traffic, m
vehicles, m

(1) (2) (3) (4) (5)

10.5 18 5.50 10.53 11.5
15 23 5.50 9.50 10.5
20 27 5.00 9.00 10.0
30 32 4.50 8.00 9.0
40 37 4.50 7.50 9.0
50 41 4.50 7.00 8.0
75 50 4.50 7.00 8.0
100 57 4.50 7.00 8.0
125 62 4.50 6.50 8.0
150 64 4.50 6.50 8.0
- - 4.50 6.00 7.0
 DESIGN ELEMENTS
Minimum Deceleration Lane Length
Deceleration Length (m)
For Design Speed of Exit Curve
Highway Average
Stop 25 30 40 50 60 65 75 80
Design Running
condition
Speed Speed
(kmph) (kmph) for Average Running Speed of Exit Curve
0 20 30 35 40 50 60 65 70

50 45 70 60 50 40 - - - - -
65 60 95 90 80 70 60 50 - - -
80 70 130 120 120 110 100 90 70 50 -
100 85 160 150 150 140 130 125 100 90 70
105 90 175 165 160 150 150 130 120 100 85
110 95 190 180 175 170 160 150 130 120 100
Acceleration Lanes
 DESIGN ELEMENTS
Acceleration Lanes

Acceleration Length (m)

Highway for entrance curve design speed (kmph)

Stop 25 30 40 50 60 65 75 80
conditions

Design Speed and initial speed (kmph)

Speed Reached
(kmph) (kmph)
0 20 30 35 40 50 60 65 70
50 40 60 - - - - - - - -
65 50 120 100 75 70 40 - - - -
80 60 230 210 190 180 150 100 50 - -
100 75 360 340 330 300 280 240 160 120 50
110 85 490 470 460 430 400 380 310 250 180
 DESIGN ELEMENTS
Gap in median at junctions
Channelisation DESIGN ELEMENTS

Channelisation is the separation or regulation of conflicting traffic

movements into definite paths of travel by the use of pavement
markings or raised islands, to facilitate the safe and orderly movement
of both vehicles and pedestrians.

Proper channelization increases capacity, improves safety, provides

maximum convenience and instills driver confidence.
 Channelisation serves

• Separation of conflicts
• Control of angle of conflict
• Control of speed
• Protection of vehicles leaving or crossing main traffic
stream
• Protection of pedestrians
• Elimination of excessive intersectional areas
• Blockage of prohibited movements
• Location of traffic control devices
Shape of Channelising Islands
Channelising Islands
Channelising Islands
 Rules that govern design of islands
• The islands should be arranged so that the driving paths seem
natural and easy to follow.
• There should be only one path for the same intersection
movement.
• Points of crossing of the paths of vehicles should be separated
as much as possible.
• Sudden and sharp reverse curves should be avoided.
• The intersection areas not used by vehicles should be marked
as a reserve zone and thus areas of vehicle conflict should be
reduced.
• Traffic streams should diverge or merge at small angles so that
the process of vehicles leaving or entering through traffic
stream is quick.
Channelising Island Markings

Warning Marking in Advance of Median Island

Diagonal Marking in Advance of Median Island

Chevron Markings

Traffic Stream Divides

Traffic Streams Merge

Typical Kerb Sections

A B

C
Typical Kerb Sections

A B C
Examples
Examples
Examples
Examples
Examples
Examples
Examples
Turn Template
Design of Intersections using Turn Template
Design of Intersections using Turn Template
Design of Intersections using Turn Template
Design of Intersections using Turn Template
Design of Intersections using Turn Template
Design of Intersections using Turn Template
New Jersi Barrier
Median Barrier
ROTARY INTERSECTION
ROTARY INTERSECTION
ROTARY INTERSECTION
 Roundabouts
• Overview
– Low/medium flows
– Good for turning traffic having to cross and merge with
traffic streams
– Minimal delay at lower flows (e.g. off-peak)
– Not good for safety of cyclists and other slow vehicles
Roundabout
Roundabout Types

Simple Roundabouts Double Roundabouts with short

Central Link Road

Two bridge Roundabout at Grade Grade Separated Interchange with one

Separated Interchange & two Roundabouts –Dumbell
Interchange
 Roundabouts
Reduction in conflict points from 32 to 16

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Roundabout with splitter island

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Elements to Improve Road Safety

ELEMENTS

Acceleration
Provision and
Road Signs and
Visibility Channelisation Vulnerable
and Markings Deceleration
Road User
Lanes
 Signal Operation
Four Legged Intersection

4 phase
plan

Sequence of phases

2 3 3

4 2 4
3 4 2

1 1 1
Scheme I Scheme 2 Scheme 3
 Location of Signal Head

Signal on Central Island Signal on Corner

Two Conflict points No Conflict points
More time to clear intersection Less time to clear intersection
Undesirable Most desirable
 Position of Stop Line

STOP Line
STOP Line
Police Umbrella at middle
Long Turning Paths
Very slow speed
Turning vehicles occupy other lanes
Police person not visible to some of drivers
Police umbrella likely to be hit
Undesirable
Police Umbrella on side of main road
Short Turning Paths
Police person visible to all drivers
No risk to police person
Most Desirable
Too Many Signals
Elements to Improve Road Safety-
Visibility

Safety Issues Safer Practice

Dangerous T-junction due to very Visibility Splay on Straight Section

Poor Sight Lines in U.P.
Elements to Improve Road Safety-
Road Signs and Markings
Elements to Improve Road Safety-
Channelisation

Channelisation Providing Refuge to Large Channelising Island

Pedestrians
Design facilitate a pedestrian’s view of oncoming
traffic before crossing the second half of the street.

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Crosswalk placement: Observe pedestrians
 Elements to Improve Road Safety -
Acceleration and Deceleration Lanes

Insufficient Length of Deceleration Insufficient Length of

Lane Acceleration Lane
Provision for Cyclists and
Slow Moving Vehicles
Elements to Improve Road Safety

Height Gauge To Protect Bridge From Damage By

Overloaded Vehicles
Elements to Improve Road Safety -
Delineators
Elements to Improve Road Safety
 Restricting vehicle speed

Providing median and landscaping

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 Safety Edge

A specific paving technique where the interface between the

roadway and graded shoulder is paved at an optimal angle to
minimize vertical drop-off and provide a safer roadway edge

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Safety Edge

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Enforcement - Overloading

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Ways to Improve Road Safety
Ways to Improve Road Safety
 Lay-byes & Bus Stops

Well-maintained Bus Stop

Bus stops on opposite

sides of the road sited tail
to tail to encourage
passengers to cross behind
the buses.

Segregated Bus Lay-byes

 Road Signs

Stop Sign

STOP

Give way Sign

 Traffic Signs

Absence of signs Profusion of signs, conflicting

messages and no standardization
Road Signs
Road Markings
 Pothole

An unexpected pothole is very dangerous.

Such potholes should be immediately repaired

Manhole Covers
Projecting above the road surface
Depressed after resurfacing
Poorly Designed Junction with No Road Properly Designed Priority Junction with
Markings and Signs. The layout is not Road Markings and Signs in New Zealand
clear
Delineators and Chevron Signs
Accident Reduction Measures
 OPERATION AND ACCIDENTCOUNTERMEASURES
Accident Recording

GPS based Accident Location

Identification System

Distance posts installed every

100m along this highway are
used by the police to record the
location of accidents accurately
 DESIGNING
Priority Intersections
THANK YOU