"ECOM'MENDE,D - - '.

, ,ACTIC'E, FOR

'T ,AFFIC~ RO'TARIES

LffiRARY COPY DO NOT MOVE OUT

- HE 1N'D'IAN' ROADS CONGRESS

.RECOMMENDED P'RA'CTI'CE FO'R.

TRAFFIC R'OT A,RIES

Rational tHghwav uthorlty 0 ' fndl

l. inistcy of Surface ransport ) Projed Jmp!e.mer ration nu (\V.B. Bihar) NBAl a:nnplO: se or 2(A,1' BidbAUUO~'

DURGAPUR .. 713212

Published by

THE INDIA.,N KOADS OONGRESS J'luIlDug,ar lloDse, S'ba.hj,sbanl Road, Neft' D,elbi-lUU'11.

1'976

Price Rs II. 24 flJi]'1.IS pack] 1111:1: & pOSb.ilge)

First published : ApriJI 19'76 Reprin ted: Decem ber, 1990

(Rights 0/ Publication anti of TranS/D'licm are' l'e;s-,eriVed)

.

Pr.in[,ed at "gUT Printers & Publishers. New Delhi (I 000- Dec; 199{) J

I. Introduction ,2. Defhlltions,

3" General Guidelines rOD:" Se1ec'tiolll of Rot:ary

IJl terseetions

4., Sba~)e or Rotary IsJa,:nd.

:5., ,Ra,dH of Curves at En try and Exit. 6. Radius of Central Island

7.. Weav,j,ng Length

8"., 'Width of Carriageway at Entry ,am,dBx~t '9. Widrh of Rotary 'Cania,geway

'1O. ,Etnry ,atu:m Exit A'ngtes 1]" Capacity of the' Rolary

12. Cbannelising Islands

13. Outer Curb Line

[4. Caw her and Su..per'eleva,tion [;5,. ,si,gb t Distance

16.0 rades

17. Curbs

18. Pedestrians and Cycles

19. Sign,s and Markings.

20. IUumina.tion 21., Landscaping 2,2,. Dr,ainage

P,age 1

2

3 4 8 9 9

10

10 1.1. If ~4 ]5 rs 17 HI, 18, 19 ,20 ,20 21. 22,

IR.C : 'fi.S·~l'97tJ R.EC'OMMENDED PRACT'ICE, F'IOR 'TR.AF'FI'C ROT ABIRS,

I. INTRonUCTION

1.1.. This Reeommended Practice on Traffic Rotariea updates the origjnal Paper oiDTra.ffi:c Rotaries prepared by tlhe S,p'cc:ificatmons and Sta .. ndards Committee and published - in .~ 9.5:5 in Volume ·X~X of the Journal DC the Indian Roads Congress.

'Tile draft Recommended Practice was first examined by the ro.Uo,wing Group of the Traffic Engineering Committee eonsriruted by the ,Specifications and Standards Com mittee in the'imeeling held 0:11 the I st FebrlJuy, [974.

H.C .. Malho'tra L"R. Kad.iyaJi

Dr. N.S, .. Sl'ln ivuan R . ..P. Sikk'3i.

-rCCUl'J,€!'FlOr

-Menfi'be''rft'se,r;l'et,Orjl

-Memb~r

-Me.m.ber

The: Specifications and Standards Committee in lbeill"meetinS heldon ullle 5th o·rMarch, 1: 976 approved the m.od.ified draft with certain further impr,ovemenlsand :i*uti1orised the following Dlernbers 'to jcimly modify the text ,and. p,ass on the finaJ draft for the ecnsideration of the Executive Commirtee:

A.K. Bha.llatcb.;arya. Dr. N.S. Sri'ni'V,Bsan R. P', Sikk.a

The revised draft was :fi.oaUy approved by the .E.JC.ecutive Committee and theCouncil in 'their meet.iDgsheIDd em the 22nel December, H~7.5 and 3,r(l ],a..Duary, ] 916respective~.y ..

I. 2.. At-grade .ill tersections have p€J1nlso.f conflict which are pO'l'!:::ntiaJ hazards, Their desl.g.1!lJ should provide for the drivers to read'ily djsc·e~n. the danger ;and make the necessary. ma~o~u\lres, to" negotiate the rnrersecuon with adequate safety and. mlrumUBl: of in ter feren ce betwe en vehicl es ..

A. 1Itrafllk .. rotary is a specialised form of '·~at-·grad,ell intersection where vehicles from the Icolilverghlg arms are forced to move round alii, island In one direction in an orderly and reglrnenred manner and 'I~wle.aveu out of the rotary movement into their desired directions,

By 'the very narure of the functlon, the design of the rotary elements needs special considerat.ions, depemding upon eaeh s·j·t,e

JRC:6S-1.976

requirement. No standard designs can be fiued into a.I1Y given set of site conditions, aDd each case has 110 be separately dealt with. Thi.s Recommeuded Praetice lays down the guidiag principles goverrring 'the design of lra:ffic rotaries.

T1H~recommenda'tiQnsgi""en here do not cover 'minireundabouts' wl1ich have la,tely been tried out in the United Kingd,o:m.

2. DEF1~ 'ITIONS (see a,lso ,Fig. :1.)

Anintersf'ctjo.Q where aU ,roadw,ays. join or cross at the same level.

The dividing ofa singl'6 stream of traffic in to separate streams,

The angle be'twl{::ent'Wo intersection 'legs.

\lflAVM:i ~m1:iH.,

~~-----

The con '\f[erg:i:liIg [of separate :stlleams oi.f mraflicinto 3. singlestream.

A road juncl.ioD laid 01l.1i't for Dl[OVlemeo·t or tr,a:ftlc in one~ dire,cti:o[n 'round [8

een tral islarnd.

A itil.lie island Ioeated in the een tre Df an: ~nterse'ctio:11 to [compte) 'wovememlt 111. [I clock-wise dlreetien and 'Ibus subsntute weavin[s: of t.ra.ffic around Ibe island instead of direct crossin.g of vehielepa I.nw a y~.

The combined movement of m,erglmg and divc'r-ging of traffic streams ll1o:v.tni in ,Ihe same general direction,

The length of a. section of a rotary in,

wbilcb weaving occurs. -

3, GENE.RAL CU.ID'ELIN.ES FOR S[ELECrJON OF ROiTAR}' INYEIISECnONS[

3. 'II, ,Advamtages: of·r·otary ioterse,ctio:os The ,advBrHages oftraffic rotaries are:

(,a) .A.n. ord[erly at.udregimcuued traffic fl·ow· is p1li'ovidled. Indivi[l:iIlJal, tra:ffic m.ovenflcn.l.'S are subordinated jim fa vou:rof traffic: U.$ [B whole.,

(b) All 'traffic proceeds[ IU .. n rairly u,ni:f,orml sl)eed.Frc'qlJ@nt. 5tlOppio.1

and: sta.rt.ing.are a.void.ed. . -

[W',ca.viI18 replaces the IlSlJal cro:ssingm~",[cme.ntsatlYp·j[C,DJ at-srade imt,ersec'lio:ns. Dire·ct cO[f!,H:u::t is cl,imlina[ted~, aU tram/o su:,eam:1 melrgtlil[g er [di'Y'ergh~1 81.[ smaU a:nRl[es.. Accidents, IOli:iCllril1g from saeh mOVi£m.emt:s are: W:SlIilI I ,I), or Ell m~[nQtr natuee,

(en .Rotarli'eJs are espec~i.any suH:ed for hU'CF$[e'cti:OILS withfi ... e or more int.r:rsectionle·gs though these [can also be Itlio'p'ted iU ~O[e··r.seC:lion$.

whh ][ er 4 legs:.. -

I(e) F'or m[od[eI"Q([e naffie. rotartes are sC:U~B[cJt'r.'erfililll and n~H~d DO coatrol bYpollke OF :Iraffic s.i.£rillil ~s.

1.2 ..

Disa.,Ylulitages of' rO'lary intersections

As the' How iaeeeases .ana eeaches the cDlp8ci.ly. [!weavirns" generaU)' gives W.or)' to I, '::uap and go,· motion as 'ychic~es, force their W,fII.Y i'ntolbe rotary. bei~gfo~Jlow,e.d b)" vehie:l:e [W''lIUing in the c:),ueue bebi.nd Ih,em. Und'llll' such condnions, "Yehieh::.s, one[1! 'haying ,8:ot

into the: rota ry, may not be a b le U1 get out 0 r i 1, because c rveh lcles acroas ~,h.e.ir path ,and l he ro La!"), may 'I ock- up.' Once tberot3iIi.)l Ill,as 'locked-up', U1C movement 0 r "I:h i cles conrlp,lete I)' stOll'S and Ihe traffic willllave to be ultirrrately :sorh~d lout by the pOIUcie.

( b) A rotary rcqu ires a co:m ",a,rat ively I arger a rea an d may not be feasible in many bui lt-upIocutlees.

1(le) Where pedesHhtlllrafEic itS lIars!.:, a. rot3'f)" by ilS€':H is not sufficient lOI cnnt re] h"!Ilffic and has to be supp~emenC!ed b~ traffic ponce.

(d, Where the angle or intersectlnn between two roads is teo acute. it becomes d~fficu]~ to providelldequale weaving length"

(e) The pr'OViSLQ'lI. of rotaries at dose intervals makes travel troublesome.

fn Tr~lliC' turnin I:!l :right.has, H) tra vel a. I it U~ extra 'd istaIiCe'.

3.3. GuideHne'B for seh~c~.ilJl a, foh3r-y type of in tie I'sedi om

. Considering the above advantages a!1I1d disadvantages of traffic rotaries and the general experience gained 'in their provision ill this country 3D,d. abroad, [he following general guidelines may be kept in view wh en ,adopting a rotary design at an inter-

section: -

(a) Clreumstanees where mtaries are an approprlate ,mt'lhod of ime:lT~ sect i em comrol a re I a rgel,}, depen den~ 0.['1: [he layou t of I be' site t prepnrtlen of right lUrningl!l'afli.c and Ib~ (If:llne chariilic'leri~1i.cs or the routes. Rctaries are ",ot 'geneuilU)~ wanamtcd for inl,er· sections c~rrying very lignl 'traffic. Th,esecotllh:l be ill good choice though fo!"' modell'fI te ~Iy bU5yill"lie rsect ion 5 in urban 3.nd .slimburban areas, and also sometimes, rural areas. where otherwise Ihealrernative may be to ~o in rOI" 11. 'complic.a[ed cilal:lTltiise(1 layout or I:traffic s.igWJals. NOr!'1Hdly the IOWC!l:t 'Ira'ffic voh.m:!e for which rotary lreatmc'nt should be consjdered is about 500 vehI,cle~ per hOl:I.ll'"OrCOI.m:l1e" there could be ex,ceptlOIlS, r:rom this rule dependin.g on r:a,ctors peculiaii' 'to the ira,dividluLll.1 sites.

[b) R'C'llaric:s are most. adaplab.~e where 'lhe volumes l~ntl::'F",inl tll,e dilT!!nmt intersect IOn h~&s, are ii!llproil\irmuel), equal.

{c:) 'The maximum volume Ihat a ~Uiffi:C rotary can handle efficien~l)' can be 'I.alecn as about :tOOO vehicles per hour entering from aU intersection less.

RO''laries are ad V,iiU'l~ agcuus ~:n loeau ens w11 ere tile prlQPon ion of r.ight hunio8 ~raffic at (l junction is hj~.h. AS.8J rou,gh guid,e. ilt may be' asaurned l h.,u ,.Ll a fo ur-Iea ged j unct i 0[11. arota ry is more just !fled It han tr~ me' signa 1 COI'Um;1 lf ~ he right· tu Hill i me traffic exceeds lJi~o!.n 31), per cent of a ll ~ppm8di~i:ng name.

(e) A rotary is prdera,bl!c H there are mher [unctjcns sonear that lnere would be j,lls,uffic:ient space for the formation of queues.

(d)

41. SJiAP,i!: OF ROT.\\.R"il' ISLAND

4,.1. Tille shape and disposi'lion of the rotary island depends upon varieus factors such las the number and disposition of the

4

intersecting roads and. the: traffic Dow pattern. The deslg-n of the rotary is developed by connecting nhe one-way entrance and exit roads to form -a closed figure with at least the minimum wea,vin,g lengths interposed between two illterse,etiio,g legs and then adju:sting for the minimum radius 'of the rotary correspondiug to the design speed, III doing SO~ it may be necessary to' tryout 8l number ~of' altemarives, before selecting the best. WhUelinalisin,g 'the shape of the rotary Tsland, traffic streams Wilhii:mTLlh,e rotary should be given domiaance over the streams of traffic entering from different roads. Asymmetrie shapes, either wbolly curved (:If witb a combi:nationof straight and curves m,ay often provide the 01.1~Y 'S-3!'tiS,,. factory solution, The possibility of reaJigning orne or more -of tile intersecting .llegs couldalso be considered to achieve the minimum weaving lengths, and the desired iatersection angle's. Some of the more common shapes and disposition of the rotary islands are discussed below,

4.2. Circular

A circular shape is sui ted where road s of equal .im pertance imersect am nearly 'equal anglesand carry neaTly equal volume of '[,ram'e'I' Fig. 2., Under these conditions, with a <Circular shape, ,2 constant and regular flow is achieved.

,F.ig_ 2.. Circula.r sba,pedi :r,ota,:ry 5

rae : 6~'~ 19'16

4.3. 8qu ri' II ",UIl rOWlded ed'g,es

This is, a medification of the circular shape and is composed of fo'Ur strai,gbts or four la'rg,e ra.dii curves rougbl.y forming- four sides] of a square, Fig" 3. and fbu,r small radii curve's at the comers. The ,adva..lltag'i! or this I,ayotu ~S! that it Is suitable :for predomin"antl,y straigbt ahead flows,

Fi '. 3. Squarish rotary with. round,cd edge

4,,4. EUi,p,dcBl, lelo~181ed, '€tv,al or )',eidaD'gula'r sb:apes,

The above shapes are provided, to favour thfOQlhtraffic~to suit the geometry or-the Intersecring legs, or to provide' a, longer

wlmaving length, Fig,s. ,4 and S are iUustrativ,e. -

6

Fig. 4. EIHptical rotary

FiS- S. R~taD8,uJar sha.pe

4 .. :5. C,om,I'f'xinlerst:e:t.ion ",it'lil maoy 'o.ppntackes

Fig. 6 gives a layout of a complex intersection whose shape is

dictated by the existence of ~ large number of approaches, -

]

Fig .. 6. La.yout or complexrctery jlll~rscclio[J

S. RAD.U OF CURVES AT ENTRY .AND EXIT 5.1. Atentr.J

Radius of curve' at theentry is related basically to' the design speed, amount of superelevasten and rbe coefficient of friction. Since' major mtersections like rotaries are provided with advance information signs and. drivers travel throog11 them with an ticipaUon o:f more criIticed conditions tltanon open bjghways, the: values. of coefficient rOf fr.fcBon for purposes of d,esigl1 are regarded as higher than for other locatiens. Based 011 overall conaiderations, Table I below glvcsguid,ance for the selectlon of'radii of curves at entry. ]n tlllst,abh:,:., f,ange or vatues for the fa-dims 'is given. The lower value 'is meant to ensure leasy entrance of vehicles into ther-orary,

IRe: (t5-,1'916

and the higher value to guard against any tendency for over .. speeding. -

TABLE

R.otary Design Speed V (K.P~H_]

Suggesles V~'b'ie,'i ,of Radil.u 01 ElI!,ry (rr'etTes)

40'· 30··

20-35 15-25

~ Speed geileralh" suilab~e for rotaries in rural areas.

"'+ Speed gi:oend Iy suira b le for rOUilrjes, ill u rba n are-as and od1.er f'C!:llricted ,I 0 C.1l1 i ons,

5.2. At exU

Tbe radii of the curvesat exit should be larger than that of the eerrtral island and at entry so as rocncourage .the drivers to pick up speed and dear away from I:he rota .. ry expeditiously. For this reason, the radius of the' exit curves may jre kept about Ii to 2 times the radius, of the ,entry curves. Ir~ however" there isa large pedestrian tra.ffk across the exit road. radii similar to those a. t en tran ces should be prov id ed.~O' k e ep til. e exi t speeds rea sonably low.

6. RADIUS OF CENTRAL ISLAND

Theoretically, the radius of the central Island should be' equai to the radius at entry. In practice, however, the .]";3!diIJ.5 of the central islaad is kept slightly larger than that of {be curve at entry" this behlg an attempt 'to give a slight preference to, the traffic already on tile rota-ry and to slow down the a pproaehiug traffic, Av,alue of 1.33 times the. radius of entry curve is suggested as a general guideline for adoption.

1. WEAVING LENGTli

Theweaving length determines tbe case with which the vehiclee can manoeuvre thrcH.I,gb the weaving section and thus determines the capacity of Ute rotary. TIle weaving Iength is declded ven the basis of factors such as. rhe width of the' weayjllg section" the average width of ,entry,total tra.me and the proportion of weavieg traffic in mt. The formula relating aliI these paramctcrs os given in para 1 I dealing with capacity ofthe rotary, As a general rule, effort should

9

be made' to keep the weaving Jength at least 4 Ii'm'es the width of the weavi,ng section. The' ro,~lowi"gminimum values of wB,a,ving length s for d,ifferent dl?~irn speeds should be observed :' -

{)e;£ig,,~ Sp{"c~l (K."r.H.)

40

30

Mi.II/mum Weall,!it6 Le'l,lgt'l1 I(mel'res)

4S 301

In order to discourage speeding in the weaving sections~tb,e maximum weaving length -should be restdctedlo twice the values

g,iv,j!n above, -

8. MDTH OF CAaRiA'GEWAV AT ENTRY AND EX I']'

The carriageway width Cl,t en trance and exit of a rotary is loverfled~~'. the amoun t of.traffic en tering and j'~,'I!j:rng tbe ~ota ry, Wh'en dec.u~hng upon the width, the possiblegrowth of traffi,c U'l the design period s,l'loutd 'be considered. I t is reccmnrended thart the minimum 'width of carriageway 'be at least S metre wHh necessary 'widening to a'CCOUlI.t fer the curvature ofthe road, Table :2 gives HIe value of tbe width or carriagewa,y a1 eFJ'~ry Inclusive of widening

Q eeded om, aCCOUfJ,t of curva tute, .

TARLE 2

C6u'ritlgfrwtJY I<1'i'll'th oJ l~e apprOQf:h romi

Radius m ent,,)' (m)

Wldth olcQr:riagew,Q)!' till eldry ~nd exit (.«1'1)

7 m (,2 lanes) m.s m (] lanes) 14 m (4 hlmes) 2 ~ m ('6 lan~s)

"1 m (11,an,es)1 nQ.S m (3 lanes) 14 m (4- ~anes)1 21 m (6 lanes)

6.5 1'.0 8.10

[3.0

1.01 7.S nUl t5.0

9. WID'TH OF ROTARY CARRJAGEWAY

9'.1. Widt,b of D.on~wea'img lS:eetirOD The width of non .. weavlngseeticn of the rctary, Fjg., 7, should 'be equal tothe wi,dest sinl.le eo try into the ro~a.f1 and sbouJd generally be less than the width: of the wea.ving section,

.'

9.:2. Widlb olf wea,ving Ic,elion

The widt.h of the we,Elving, section ,o'fIl:I:]II~ rut:ary should be orne traffi,c lane (3.S Ill) wider than the mean entry 'width thereto", Referring to Fig. '7

--~-- - ------~

~- WIDTH IJF N:ON:WEIAV'EN'[j IEtnnN e 2

,Fig. 7. Widtb of rota . .., ,cartia.geway

H), EN'TR"l' ""NO EXIT ANGLIS,

Entry angi1es should be l,a.rg6f than exir angle, and it is desirable ',tbat the en,rry angles should be ,6'1)" if possible, The exit angles should 'be small, even tangential, An :id'ea)ised d,es.i,gn ,sbowing entry angles IDf 60° and e,:lit anile's o.f30'" is. sbow n In Fi,g., 5'. This eoadltioD 'ca,D only be aehleved by sta,ggle-ring the ,app,r,o'.8cl1, roads.

J]" CJ\P,ACIT" OF TIlE ROTARY

It :is, important tJbat UU~ geometric design levolved, for the r,o,tary should, beable to deal witb the tram'e :Bow ;at the end or the desi',gn period on the rotary, The prac'tica~ 'ea,pacify of a [o,tary is, reaJly synonymou.s, with the capacity of the weaving section which can accommcdate the Iease t.raffie. Cap,a,chy or the individualweavieg sections depends on ra~ch":r8 sueb as (i) width of the 'Weaving sec'tion (ili) avera,g,ewidtb of entry in to tile fotal',)' (Ui.) 'the wle,avtog len,gtb ,and (.iv) proportion of wee. ving lra:ffic and could be calculated from the .roUiowillg :for-m.ula,:

2801 'w( 1 + ~~ - ) ( 1 ~.~ )

QIP - ,W

1+ 1-'

Where Q-p= Practiealcapecity of the weaving section of the rotary in passenger car units (Pen) pel' hour.

W= wid th of weaving section in metres, (wHltin the range of 6-18 111)

,e'=averag,e entry width in metres [i, e., average Oflf?111 and

f e:/, as in Fig. 8)" ~- to be within a r,fulge' of 0,4 to nl'

],,00

,{ = length in m etres of the weavi ng seetio n betwe en tl1 e

en ds C;lfchan nelising islands (-T robe within the range 0.12 and 0.4)

p=proportion of weaving traffic, i.e., ratio of sum of crossing streams 'LQ the totul traffi,c on the weaving section

(p= r:~ C 'i as in Flg, 8)., range of p be,jng 004 to

,a~ C-j-l;;

1.0

The passenger car unit equivalents may be taken as fOUOW5 :

Cars and ~Ight commercial vehicles (i[]c~lllI,djng

3 wheelers) 1,.0

Buses and medium and heavy commercial. vehicles I'Vlotorcydcs and scooters, (2 wheelers)

Pedal cycles

Animal drawn vehicles

2 . .8 0.7.5 0 .. 5

4 to 6

The following adjustments in the capacity calculated by the above :formula! are suggested :

('iJ Where Ute C£1 t l'Y ,angle', (see Ft,g. ~. fo r def:i L'I Uion) is between O~ 11'I,d] 15°, dedur.::l Sl'er eent from the capacHy of the w,eaviog secrloa,

(h) Where the entll'yangle is between 1.5° and 30'\ deduct 2., per cent from the calla,chy of the weaving section,

WO Where the exit ~Lngle (see Fig. :l for defillilion) is between 60" and 75° .ded uct 2} [per cent ,from the 'c:a.pa.chy of the weaving seetiou,

(1'11) Where the exit ,aDgJe is greater [han 7S~. deduct 5 per 'CeQI from rhe capacity or the wea.vh:'lg scctien,

(v) Where ~b.e internal. angle (see Fig. I for definitilic'n) is greater thaD 951:1, ded.~c( S per cent from the capacity of tbe weOiYiog seC:IJQu.

12

sec-tllt0n .

- .. ,",,'.. I

t

I

W f-~~I

'Weo. vlng Tro.f'flc: p=(b+,c:)/(c..+b-i-r: i-d)

Fi,g. S.RcJevaot dimensicns of weaving S(H:::tiOD and Iproporlk)n of we3.ving:. t.rame for use .in capacity ronnlJJla fo!" rotartes

(vl) Where the ,pl!:desr Idan flow iii L. ,ex I I: .from, the rounda bout cJtlc:ecds 300t per hou·r, an arbitrary deduC'li'on ,ef on;e~sixU.il sbould be made ill th.cprac[Jca:1 capa.ei~y of fhe p'receding wea\\'.ifl~ secrloa.

WhH,e designing, careshouJd be exercis,ed! that weaving, sectionsare adequate for [he requiredcapadty so tbat merging and d iverging rna "oeuvres take place smoothly .. As a major disadvantage with rotaries Is 'the reduction in speed" the weaving sections should preferably be kept sfight.~y 1.0 n.ger than just necessary for capacity,

say ), 3 to 50 per cent more. -

The capacity of ,i} rota.ry can be increased above the value given jn theabove equation by signalizing the rotary iutenection or introdl!.u;ing the o:ff~sid.e priority rule,

.13

12. '1-1, -_,EL1St G ISLANDS

Channelization reduces, the area of conflict between intersecting traffic streams and promotes orderly and safe movement. Channelizing islands must be provided at the entries and exits of a1 rotary, The shape of the charmelizing island depends on actual conditions obta.ining at each site, Are.w l:yp,ical d'es,igns; are ilJus'trated :in Fig., 9.

•

(a)

I

~

(c)

"

,

1 •• 1

" '

Fig_ 9. Shape o{ cba:on,eUslog tsland ander diBe:rcol ,conditions 1'4

How channelising islands can hefp in reducing speed at e'ntry and encourage rapid exitclul be seen from the pr,inciples or their design iUustratedin Figs. 10 and! I J.

--------

VI.DER EXIT

THROAT TiD ENCOURAGE RAPID EXIT

Fig. Hl. Channelisill8 island with fu.nrr"el entrance and wideI'" exi ( throa L

/

/

Fig. I I., Ch,a:nn,e~ising !s]Hld for skewed entry and ex~t

I J. OUTER CURB LINE

The external curb IJtlC of weaving sections sh,oIllIJdll'J}ot :0,01'· :mally be re-entrant, but consist of a str,a.lgb.t orIarge radius CUfV'C

15

of U:H: same sense as the entry and exit curves, Fig, 12. Such an. aerangemeneellminatea waste of area WblCb is not likely to be used. by traffic,

Fig. 1.2. E.Ntemal C[Uo Hnc of weaving sections:

14, C.M1BER. J;\ND SUPERELEVATlTON

Since the rotary eurvature is opposite to that of entry and exit, vehicles, especially lop-heavy buses and trucks •. experience difficul~ ty in changing over from one cross-slope to another In. the opposite direction .. ~ U ls, therefore, recomenended that the ,a~g'e.bra.i:c di.Werence in the cross .. slopes be Iimited to about 0.07.. The: superelevation should be' I~mited to the least amount consistent with d.esign speed. The crown-line ._" which is the line of meetlng of opposite eross-slcpes-c-shouldcas far as, posslble, be loca·ted. such tbat vehicles eross i1 wbJle travel ling, along the comrmo:1l taDlent'to the reverse curve. Channelising islands should be situated 01) the peale

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with the road. surfaces sloping away from them t-o all sides. Whenever possi ble, ttl e cr SS~51op'c a t an en trance should be carried aroun-d on the outer edge: or 'the rotary to the adjacent exit, altering the slope sl~gb.LJy to suit the curvature in the rotary and the exit. A 'typical disposition of cross-slopes ina rotary is indicated in F.ig. 13,.

LINE

Fig. 1). Camber and supcre,le'Valion ar rotary

15:. SIGHT D'.S·rA' CE

~ 5.1" Onappr,Q,aci1es, to the rotary, the sight dista nee available should enable a driver to discern the channehsingand rotary islands learly, A s,topping sight distance appropriate to the approach speed should be ensured.

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1 ;5,.2,. On the rotary ,itseU, the sight distance should be adequate (0[" vehictestirst entering a rotary to 'See vehicles to ,the.ir rigdlt at Q. safe distance, ,8imjhu.lYJ once a vehicle is 01.0 a rotary in the J]\jdldle of'a weaving section, it should be possible for i.t to see a.n.otb.erve.hicle ahead orit in fhe next weaving sectlon at a safe disrance. In both tbe abeve cases, the stopping sigbt distance ,appropriate [,0 the design speed in the rotary couldbe tak.en as the Din iB'~um to be provided, As a general guideline, the sight distance for the 30-,40 KPH speed should range between 3'0 to 45 m.

16, IGRADES

A rotary should preferably be located on level ground, It m:a:y be sited 10 He one, plDlne which is rnc,lined, to the horizontal at net more than I in 50. It is., however. not desirable that .8. rotary be loc·s.[ed in two planes hav~og different inclinations to the bodzo'DUd.

A rotary ma.y, with advantages be located on a summi.t .. Such locations assist deceleration while approacbirrg and acceleration wbi:le leaving the rotary, BIIJ:t it Is essential that sufficient s,igbl distance is available,

R.otaries. in. valleys always prov·ide.,l fun view to the app.roacb. ... ing vehleles. bur are Hkely to indace greater .app.roachillg; speeds and

have drainage di:mcu~ti.es.. - -

11. CURBS

The curbs .for channeliaing and. central isJa.nds; should be eiUler vertical curbs, or fllCUJI D tab le curbs. III rural sections, it is desira ble thatthe lu~ight of tbe <curb of the central island 'is not more man 225 ·mm and a mountable type is preferable, In urban ar,ea.s"tb .. e curb of ·thecentralisJand snouldl.loit be so high asto obstruc] \'is:i,b.ility.

The curbs at the outer edges of rotary and at the a pproach roads (see Fig. '. I) should preferably be of the vertical ~ypein: buiU~ up areas jo dli,sc(uu'age pedestrians .rr>01ll cl'o:ss;ing over, In such areas" the approaehes should be provided with curbs lllp"toa minimum: distance of 30 metre from. tine' point where the fl.ariu; of the appro:a.cb starts, To aid quick drainage, for instance at the perjp~ bery of ihe fot.ary isla.od, a combined curb and gut:Jt.e:rtype of section win be more desir.able., Curbs at out,er edges. and at appro:,'u:h.cs can be dm,i.tted ill open sections of rura] highways,. but suitable .formati.on iadleators m,a.:y' be placed at the edgee of th.le roadway,

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1 S. PEnESTlUANS AND CYCL,ES

Pedestrian crossings should be suitably provided as shown in Fig. ~4.

It is desirable to segregate Oiu!l cyclists by providi,l1g, separate cyele tracks, The 1., R. .. C. Recommended Practice for the Design and! Iayout of Cycle Tracks (IRe: 11-1962) should be followed. A typical, layou.tis. shown in Fig. [4., WIl,el,re the channelisinglslan d is short, :lI!S indicated at' At in the Figure, the cycle traek - should 'be' led behind its tail, But where theisland is long. as at rB,' j;n this Figu.re;a ,g,ap should be left ,inlh'e island to acoommodaje the cy,de track,

1t is, des.i'rabl,eto provide flashmg s.iln,al~ to, warn about ped estrianand cycUst-c:rossing·g a't ,rotary legs,

Fig. 14. l.a.ycli:rl or eyeletraeksand footpaths ata rotary

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I R:.C : 65-1975

19. SIGNS AND MARKINGS

Rotaries require to be adequately designed both for day and nigh t travel, A red reflector about one metre above the road level or a vertical cluster of such reflectorsat il height cf 0.3 'to 1.0 m hIgh should be fixed an the nose (1 r leach directional island, and on the curb of the cen tral island facing the approach roads.

Curbs of the centra] .and chan nellzmg islands should be painted' with vertical black and wh ite stripes leach 500 nun wide, to improve vlslbllity. All pedestrian and cyclist crossings should be: provided \vith suitablepavement markings in accordance with [RC: 3.5~1970 ·~Code of Practice for Road Markings (with paints)",

Ex5t roads should be indicated by signs, arid directional arrows plac ed both on rh e'edge of the cen {,raJ island an d the directional Islands, or in the' absence of the latter at the corner of the exit roads and facing theapproaching vehicles.

The standard" warning sign indicating the presence of a rotary, which should be put liP' in advance, is given in Fig .. 15.

PiG. 1 S. WllI.rni,ng sign-rota:ry

10. 1LLUMrNATJON

Illumination of the rotary [unctlon at night is very desirable .. If the central island is small, vi z., less than 20 m io diam eter, s~Hisfactory result is obtai ned by a single Ian tern having a symmetrical disU'ibulion and mounted centrally at a height of 8 metres or more,mounti.fJg height of 91-] a rn is often adva ntageous,

For larger diameter central islands! the principles illustrated below may be" used, Fig. 16.

(a) Lanterns A 1.0 be provided above the curb of the centrad island in Ilne with each approach traffic lane: the b~ck'cr these tanrems should be cbseured.

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I I

C 0

NIJTEI-'

,FiElR .EXPLANA,Tl1UN [Jf"' A, ~ B i. C S:~E

IPARA '201 Of' THE SlAND/d~1

(b) Lanrerns 8, one or Pl0re r.rn number, to be, I,,'.rov~ided above each secdoD of the outer cU,rb of the N'tB't"f. for roiarlcs havin,g central isl<l.!o:c:s of 30 m or more dhllme'lcr.,

(c:) Lanterns C to be provided especi.31lly when pedeMrilB,ns cross :a:tth,c channel ~z~ng i~la!'lld"

In general, the street Hght~flB ianterns should not be mounted on the dlsnnelizin,g islands.

21. LAND!SCAP'ING

Arot.ary provides ample scope for elle,cti'Ye development of the [andscape~.8ui all such developmen l should only be ancillary to

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IRe: 6S-HJ7fi

theessential object of traffic centro], 'v1z.,the reduction in the' speed of vehicles and the advance indication of the paths to be Tollowed by vehicles. Planting on the central island should block off the view or appreaching 11eadHghts so 'tbal an Impression :is not created that a readruns s,traigh'l: th rough. But once the motorist has entered the rotary, :it is desirable that he' gel's aa unobstructed view for adequate distance along the chord of the curve to be able to 'pick oW the particular exlt road that he wisheste take. Oveihe,adeJ.e,ctr,ic and telephcne cables should be discouraged.

2.2.DRf\lNA.GE

Adequate attention should be paid to drainage within the area. of the rotary junctioa. Particularly, t'he water- Hlcely to accumulate a:L the edges of the rotaryisla nod shculd be drained by meansof curb and2utte-r section bavlng an outlet to underground pipes through appropriately placed gulley traps,

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