The advantages of channelized intersections may be summed up as follows:

(a) Vehicles are regulated, confined and guided through definite paths,
(b) Angle of merging streams can be forced to be at flat angles so as to decrease
the relative speed and cause minimum disruption.
(c) Both the major and minor conflict areas within the intersection can

considerably be decreased, as shown in Fig. 5.31.

(d) Angle between intersecting streams of traffic may be kept as desire
favourable way,
(e) Speed control can be established over vehicles entering the intersectiont

islands be provided for pedestrians within the intersection area.

(1) Refuge can

(g) Points of conflicts can be separated,

for installation of signs and
(h) The channelizingislands provide proper place
other traffic control devices
conflicts
One of the main limitations of the channelized intersection is that the crossing
it is
continue to exist. Therefore as the traffic volume at the intersection increases,
such as 'signalized intersection'.
necessary to upgrade the intersection to a higher category

5.6.5 Rotary Intersection

Functioning ofa rotary intersection

A rotary intersection or enlarged road intersection where all
traffic rotary is an

round a large central island in one direction

converging vehicles are forced to move directions radiating from
before they can weave out of traffic flow into their respective
which follow 'keep to the left
the central island. In India and other countries
around the island is followed.
regulation, clock-wise direction of flow
of stopping even
The main of providing a rotary are to eliminate the necessity
objects
the area of conflict. The crossing of vehicles
for crossing streams of vehicles and to reduce
into the streams around the rotary and then to
is avoided by allowing all vehicles to merge
road. Thus the crossing conflict is eliminated and
diverge out to the desired radiating consists of (1) merging manoeuvre from the
converted into 'weaving manoeuvre which
fiom the right and a diverging out to the
left and diverging out to the right or (i1) a merging
is shown in Fig. 5.35.
left. A typical rotary intersection and the functioning

Design factors of rotary intersection

the design of a traftic rotary are: (i) desigm speed, (ii)
Various factors to be considered in
of rotary roadway, (iv) weaving angle and weaving
shape of central island, (ii) radius width of rotary roadway (vii) radius
distance, (v) width of carriageway at entry of the(vi)
and exit

of entrance and exit curves, (vii) capacity rotary intersection, (ix) channelizing
and grade, (xii) lighting and (Xiu)
islands, (x) camber and superelevation, (xi) Sight distance be
for cyclists and pedestrians also 1may
traffic signs. Apart from these provision
considered, if These design factors are briefly explained here.
required.
Design speed
slow down their
Vehicles approaching as intersection at-grade have to considerably unaer

speed when con1pared to the design speed standard of the highay

Consideration.
dead Though there is no need for vehicles in a tralfic rotary to come to.

stop before enabling them to cross the path of another wTthin the rota
vehicle
Snl
peed there
for traffie o With these in view the tary,
should be considerable reduction in speed.
speed for traffic rotaries in India is taken as 40 kmph for rotaries in rural area design
w
ne or
more of
converging roads form part ofan important highway. other Cate
In all other cases
and tOr rotariee
a d for
rotaries in urban areas, a speed 30 kmph is adopted 1or desg

LENGT EXIT CURNE

OF LARGER
RADIUS

CENTRAL
ISLAND

OA

R (MIN) NARROWER
WIDER

T
B
WEAVING
ANGLE B

ENTRANCE
CURVE ODF
C SMALLER
RADIUS

Fig. 5.35 A typical rotary intersection

Shape of central island

The shape of the central island depends on the number and the of the
intersecting roads. The outline of the island consists of a number of curves layout of large radii,
without corners. The various shapes considered to
suit different conditions are circular,
elliptical, turbine and tangent shapes, each shape
limitations. When two equally important roads cross athaving its own advantages and
four radiating roads placed roughly right angles i.e., all the
be often elongated to
symmetrically, a circular
shape is suitable. The island may
accommodate n
the layout four or more intersecting roads and o
allow for the greater traffic flow along the direction of elongation. Too much
or tangent shape is not desirable as there is elongaion
much faster than the specified speed. Turbine
a
tendency of traffic in this direction to
move
vehicles entering the shape forces reduction in speeds or
rotary and enables speeding up
night, the head light glare is a limitation of the design. of vehicles going out; however
are shown in Fig. 5.36. Diferept shapes of rotary islands
Radius of central island and rotary roadway
The one-way rotary road round the central island has different radii at
points depending on the shape and radius of the differen
central island at the respective
spective sub-
su
stretches.
 ***********
****
***

CIRCULAR ELLIPTICAL

JU
TURBINE
TANGENT
Fig.5.36 Different shapes of rotary island and layout of intersections

Eq. 4.11 in Chapter - 4 gives the relationship between the radius of the horizontal
curve and the speed when both superelevation, 'e' and friction coefficient, f are
available. However in a rotary roadway as it is not possible to provide adequate
superelevation, it is safer to neglect the superelevation and to take only the friction
factor into consideration in the design. Therefore the minimum radius of horizontal
curve when superelevation is zero is obtained as:

V2
R (Eq. 5.32)
127f

The values of the design coefficient of friction "f are taken as 0.43 and 0.47 in
rotary intersection for the speeds 40 and 30 kmph respectively. The IRC has suggested
the radius of entry curve to be 20 to 35 m for rotary design speed of 40 kmph and a
radius of I5 to 25 m for rotary design speeds of 30 kmph. The radius of entry curve
vide Eq.5.32, R = (V"/127 ) for rotary design speed of 40 kmph works out to abou
30 m and about 15 m for rotary design speed of 30 kmph.
The IRC has recommended minimum radius of the central island to be l.33
the radius of entry curve. Though these radii are for the rotary roadway, in practice t
IS convenient to design the central island to conform to the above radii. Considering
or
the above criteria, the minimum radius of central island is 40 m for a design speed
40 kmph and 20 m for design speed of 30 kmph.
Weaving angle and weaving distance
and that of another
between the path of a vehicle entering the rotary
ngle of
the ormer is
the adjacent road, thus crossing the path
e eaving rotary at
Vehicles entering the rotary from a
road and leaving
a s the "weaving angle'. Ilow in the
TOwards another radiating road have to first merge into
the one-way traffic
from this flow
and then weave out to diverge
island
TOary roadway around the central
merging and diverging
To the required road outlet. The weaving operation including
of the adjacent interSecing legS,
can take place between the two channelizing islands
The weaving
as 'weaving length'.
and this length of the rotary roadway is known
5.35.
angle and weaving length have been marked in Fig.
less than 15,
should be small but not
flow of traffic, the weaving angle
Forsmooth will be too large. For any design
otherwise the diameter of central island required
on the size of
the weaving area.
the freedom of movement on a rotary depends
Speed, section. The
times the width of weaving
The weaving length should be at least four
for design speed of 40 kmph and
value of weaving length is 45 to 90 m
recommended
30 to 60 m for 30 kmph speed.
W'idth of carriageway at entry and exit
and exit of rotary is governed by the
a
The carriageway width at the entrance to the
the road or that leaving the rotary
volume of traffic entering the rotary from
to two
entrance and exit should be equivalent
road. The normal pavement width at
traffic at the approaches. Extra widening
lanes in order to prevent clustering of mixed
The pavement width at entrance
has to be provided at the entrance and exit
curve.

curve as the radius of the former

is less than the latter.
curve will be higher than at exit
of entry curve is 25 to 35 m the width of
The IRC recommends that where the radius
8.0 and 13.0 m respectively when the
carriageway at entry and exit should be 6.5, 7.0,
four or six lanes; where the radius of
carriageway of the approach road has two, three,
the width of carriageway may be 7.0, 7.5, 10 and 15 m
entry curve is 15 to 25 m
set of approach roads.
respectively for the same

Width of rotary roadway

All the traffic entering the traffic rotary have to go round the one-way rotary
As the outer kerb lines follow the entrance
roadway for at least for a short distance.
width of the rotary roadway varies from section to
and exit sides of roads, the actual
between edge of the central island and
section. The minimum width of the roadway
of the rotary roadway or of the weaving section
adjoining kerb is the effective width
and this by and large determines the capacity of the rotary.

of the rotary should be equal to the widest

The width of non-weaving section, ez
single entry to the rotary
and
should generally be less than the width of weaving
The width of weaving section, of the rotary should be one trafic lane
cection. W
wider than the mean width of the entry and non-weaving section i.e.;

W 23.5m (Eq. 5.33)

Entrance and exit c u r v e s

inner rear wheel of vehicles
The traced by the determines the radius and
curve ua kerbh line vehicle enteri
A vehicle
line is to be set. A entering a rotary has to slow aow
wn

shapes to which the

to the design speed of the rotary and therefore the radius of the entrance curve should
be the same as the minimum recommended radius of the central island. For the design

speed of 40 kmph the suggested radius at entry curves is 20 to 35 m and for 30 kmph,
15 to 25 m It has been seen that the buses and trucks can take right angled turn easily
at these curves at the design speeds. Where practicable, three centred entry curves
may be provided instead of simple circular curve.
Vehicles leaving the rotary would accelerate to the speed of the radiating roads and
hence the exit curves should be of a larger radius than entry curves. Therefore the
recommended radius ofthe exit curve is 1.5 to 2.0 times radius of entry curve.

Capacity of rotary
The practical capacity of the rotary is dependent on the minimum capacity of the
individual weaving section. The capacity is calculated from the formula:

Qp 280W(1+e/w)1-p/3) (Eq. 5.34)

(1+W/L)
Here
Qp practical capacity ofthe weaving section ofa rotary in PCU per hour
W = wid1h of weaving section (6 to 18 m)

= average width of entry ej and width of non-weaving section ez for the

range, e/W = 0.4 to 1.0

L length of weaving section between the ends of channelizing islands in

metre for the range of W/L = 0.12 to 0.4

P proportion of weaving traffic given by, p=. ib+C

n in the range 0.4 to 1.0.
a+b+c+d
a left turning traffic moving along left extreme lane
d right turning traffic moving along right extreme lane
b crossing/weaving traffic turning towards right while entering the rotary
crossing/weaving trafic turning towards left while leaving the rotary
Some comTections have been suggested in the calculated capacity values depending
on the entry, exit and internal angles and the pedestrian tratfic in the rotaryy
intersection. The IRC has recommended the following PCU values for different types
of vehicles for finding the capacity of the rotary intersection:

Cars, light commercial vehicles and three wheelers 1.0 PCU

Buses, medium and heavy commercial vehicles 2.8 PCU

Motor cycles, scooters 0.75 PCUJ
Pedal cycles 0.50 PCU
Animal drawn vehicles 4 to 6 PCUU
Channelizing islands
Channelizing islands should be provided at the entrance and exit of the rotary to
conflict. Further these
prevent undesirable weaving or turning and to reduce area of
channelizing islands help in forcing the vehicle to reduce their speed to the design
peed o1 the
rotary and convenient place for crecting
to serve as
ralic
signs and as a
of channclizing island govemed by the layout
is
n reuge, The shape and sizeentrance and exit curves, the angies or the radial
ne Totary intersection, radii ofthe
Oad nd the size and shape of the rotary island. The channelizing 1slands are

generally provided with kerbs 150 to 210 mm high.

Camber and superelevatton
A Vehicle passing along a rotary traverses a reverse curve while changing from one.
way path of roadway to the exit of the radial road. Hence the cross slope of the rotary

at the point of change in direction should be minimum. The inward slope of

Toadway
the cross slope or camber serves as superelevation for the traffic going around the
made assuming no superelevation.
central island, though design of the curve has been left towards the exit curve to
ne outer slope of the camber helps the vehicles turning
the radiating road.
Sight distance and gradient
The sight distance in the rotary should be as large as possible and in no case less
than the safe stopping distance for the design speed. The minimum sight distance
should be 45 and 30 m for design speeds of 40 and 30 kmph respectively. Itis
preferable to locate a rotary on level ground. It may also be located on the area which
s on a single sloping plane, with the slope not exceeding 1 in 50 with the horizontal.

Lighting
The minimum lighting required is one cach on the edge of central island facing
cach radiating road; see points marked 'A' around rotary island of Fig. 5.35.
Additional lights "B' may be provided when the central island is larger than 60 m
diameter. 1Lights 'C" may also be provided near the entrance curve if the pedestrians
are large in number

Traffic signs
The standard traffic (warning) signs indicating the presence of rotary intersection
should be installed on all approach roads to give advance information to traffic. At
night a red reflector or red light is placed at about one metre above the road level on
the nose of each directional island and on the kerb of the central island facing the
approaching roads. Vertical black and white strips of width 250 to 300 mm painted on
kerb of central island and channelizing islands improve visibility.
Provision for eyclists and pedestrians
One of the main advantages of traffic rotary is non-stop and consistent journey; but
this advantage is lost, if pedestrians are allowed to enter the rotary intersection or
pedestrian crossings are provided and vehicles are stopped by traffic signals. Also the
i
rotary would become a constant problenm for traffic control and enforcement. Hence,
as far as possible pedestrians and even cyclists should be isolated from the general
traffic utilizing the rotary.

In India, the problem is very typical as rotaries are needed in urban areas where the
mher of pedestrians and cyclists are also high, making the problem complex. If the
NITOher of cyclists are less tnan So per hour, they may be permitted to mix up with the
other traffic using the rotary. 1 they are more, a separate cycle track
'arge number of pedestrians, separate segregate
desirable. If there are a to
cyclists will be foot path
with guard rails should be provided around the rotary on the outer
side to prohibit tne
from entering the rotary. However, if the pedestrians are allowed to cross at the
pedestnan crossing near the channelizing islands, there would be problems of stopping
the
stream fast vehicles entering and leaving the rotary, thus defeating the very
of
purpose of the rotary intersection. The possible solution to this problem is to provide
pedestrian crossing facility by subway or over bridge, though costly.
Advantages and limitations of traffic rotary
Advantages of rotary
() Crossing manoeuvre is converted into weaving or merging and diverging
operations. Hence there is no necessity of any of the vehicles, even those
which have to go in cross directions to stop and proceed within a traffic
rotary. Thus the journey is more consistent and comfortable when
compared with any other intersection at grade.
(ii) All traffic including those turning right or going straight across the rotary
have equal opportunity as those turming left.

(iii) The variable vehicle operation cost of motor vehicles is lower at a traffic
rotary than at a signalized intersection where the vehicles have to stop and
proceed. Though the distance to be traversed by vehicles which are to turn
to the right or proceed straight across is higher, still the fuel consumed in
the process of crossing the rotary intersection is likely to be lower. This is
because one stop-proceed operation at a signal is likely to consume fuel
required for travelling about 275 m at uniform speed without stopping
(iv) There is no necessity of traffic police or signal to control the traffic as the
traffic rotary could function by itself as a traffic controlled intersection and
is the simplest of all controls. The maintenance cost is hence almost nil

(v) The possible number of accidents and the severity of accidents are quite low
because of low relative speed. Further weaving, merging and diverging
manoeuvzes are easier and less dangerous operations than erossing. Check
on speed of vehicles is automatically enforced by proper design.

(vi) Traffic rotaries can be constructed with advantage when the number of
intersecting roads is between four and seven
(vii) When the proportion of right turning traffic exceeds 30 percent at a four legged
intersection, a rotary is more advantageous than a signalized intersection

(vii) The rotary intersection can efficiently handle up to about 3000 vehicles per
hour entering from all intersecting legs. The capacity of the rotary
intersection can be increased up to 5000 vehicles per hour, by appropriate
However the capacity of rotary intersection is higher than un-
design
channelized and channelized intersections.

Limitations of rotary
Rotary requires comparatively a of land and so where space
large area
is
G)
limited and costly as in built up areas, the total cost may be very high,.
Where pedestrian traffic is large as in urban areas, the rotary by itself cannot
(i) control the traffic and hence will need grade separated pedestrian crossing
traffic police.
alternatively pedestrians crossing has to be supplemented by
If the vehicular traffic has to stop to allow pedestrian to cross, hne t a

of rotary 1s defeated.
purpose
 (11) In places where there is mixed traffic and large number of cyclists and
pedestrians, the design of rotary become too elaborate and operation and
control of traffic also become complex
(iv) Where the angle of intersection of two roads is too acute or when there are
more than seven intersecting roads, rotaries are unsuitable.

(v) When the distance between intersections on an important highway is less,

rotaries become troublesome,
(vi) Where there are a large number of cycle and animal drawn vehicles, the
extra length to be traversed by crossing and right turn traffic is considéred
troublesome and there is a tendency to violate the traffic regulation of clock
wise movement around the central island,
When the traffic volume is very low construction of a rotary cannot be justified
(vii)

5.6.6 Signalized Intersections

Intersections at-grade that are controlled by traffic signals are called 'signalized
intersections' or "signal controlled intersections'. The automatic traffic control signals are
operated by electic power to alternately stop and let go the traffic entering the intersection
from the approach legs. thus preventing the crossing conflicts by 'time separation'.
The main objectives of signal control in intersections at-grade are to: (i) prevent
traffic conflicts (ii) reduce accidents (ii) minimise overall delay and (iv) economise on
the time spent by police personnel on traffic control.
With proper advance planning and implemer 'ation of signal controlled intersections, it
is possible to provide the highest capacity among all types of at-grade intersections. The
number of vehicle: per lane that can be cleared during unit green signal time or 'saturation
flow' is limited. There fore in order to increase the capacity of a signalised intersection, it is
necessary to widen the width of all approach roads for the required length.
For example if eight-lane divided carriageway is provided at the approaches, with
appropriate pavement marking the left lane can be designated for the left tuning
traffic, two central lanes for the traffic going straight across the cross road and the
right lane for traffic turning to the right. This will result in decrease in queue length o
vehicles in each traffic lane and consequent reduction in green phase and signal cyce
time. Based on the traffic studies at the intersection the required number of lanes and
designated lanes for each direction can be decided. Thus the overall delay or the
waiting time atthe intersection is decreased and the capacity is increased.
Details of traffic signal design have been given in Art. 5.5.5 of this chapter.

5.6.7 Grade Separated Intersections

Functioning ofgrade separated intersection and interchange ramps

Grade separated intersection design is the highest form of intersection treatment
This type of intersection causes least delay and hazard to the crossing traffic and
general is much superior to intersections at-grade from the point of view of tratn
safety, operation and capacity.
aration of
A highway grade separation is achieved by means of vertical level separation
at n
roads by means
o a Drnage thus eliminating all crossing conflicts
intersecting
intersection. The grade separation may be either by an over bridge/flyover or under
pass. Transfer of route at the grade separation or the turning facilities are provided by
interchange facilities' consisting of interchange ramps. Interchange ramps may be
classified as: (1) direct, (ii) semi-direct and (iii) indirect ramps as shown in Fig. 5.37.

The direct interchange ramp involves diverging to right side and merging from the
right; both these manoeuvres involve conflict with through traffic and therefore this
ype of interchange ramp is not free from the conflicts. Semi-direct interchange ramp
allows diverging to left but merging is from right side; thus only the merging
manoeuvre from the right causes conflict with through traffic. In the indirect
interchange ramp, a simple diverging to the left and a merging from the left side are
involved, thus both these manoeuvres are simpler, least hazardous and are free from
major conflicts; but the distance to be traversed in indirect interchange is more.

DIRECT SEMI - DIRECT INDIRECT

Fig. 5.37 Types of Interchange Ramps

Advantuges of grade separated intersections

(a) Uninterrupted flow is possible for the crossing traffic. As the roads are
separated at two levels, there is no crossing conflict thus avoiding accidents
while crossing with no need to stop while crossing
(b) There is increased safety for turning traffic and by indirect interchange ramp
even right turn movement is made quite easy and safe by converting into
diverging to left and merging from left

() There is overall increase in comfort and convenience to the motorists and

saving in travel time and vehicle operation cost

(d) The capacity of the grade separated intersection can practically approach the
total capacity of the two cross roads
(e) Grade separation is an essential part of controlled access highway like
expressway and freeway

() It is possible to adopt grade separation for all likely angles and layout of
intersecting roads

(g) Stage construction of additional ramps are possible after the grade separation
structure between main roads are constrn cted
Disadvantages of grade separation
4) t is very costly to provide complete grade separation and interchange faciliies,
( ) Where there is limited right of way like built up or urban area or where the
pography is not favourable, construction of grade separation is costly.

difficult and undesirable,

C)n flat or plain terrain, grade separation may introduce undesirable crests and
sags in the vertical alignment

Types of grade separation structures

The grade separation intcrsection structures are classified as: () *over-pass' or
iyover and (i1) 'under-pass"'. When the major highway is taken above by raising its
profile above the general ground level hy embankment or viaduct and an over-bridge
across another highway, it is called an over-pass or flyover. On the contrary if the
hway 1s taken by depressing it below the ground level to cross another road by
nmeans of an under
bridge, it is known as under-pass.
The choice of the over-pass or under-pass depends on
topography, vertical alignmen
drainage, economy, aesthetic features and preferential aspects for one of the highways
The advantages and disadvantages of over-pass and under-pass are briefly listed below.

Advantages of an over-pass or flyover

Troublesome drainage problems may be reduced
by taking the major highway
above the cross road. For the same of when the wider road is taken
type structure
above the span of the bridge being small, the cost of the
In an over-pass of nmajor
bridge structure will be less.
highway, there is an uesthetic
traffic and less feeling of restriction or confinement preference
to the main through
when compared with the under-
pass. Future expansion or lateral
expansion or construction of separate bridge
structure for divided highway is
possible.
Disadvantages of an over-pass
In
rolling terrain, if the major road is to be taken above, the vertical
have undulatung grade line. If the profile will also
niajor highway is to be taken over by constructing
high embankments or viaduct and by providing
resistance may cause speed reducli0n on steep gradients, the increased grade
heavy vehicles. Also, there will be
restrictions to sight distance unless long vertical curves
are provided.
Advantages of an under-pass
The presence of an-under pass which can Be
seen from distance and
warning to traffic in advance. so, there is a
When the major
highway
advantageous to the turning trailic because the traffic from
is taken below, it is
the cross road can accelerate
while descending the ramp to the major
can decelerate while
highway and the traffic from the major highway
ascending the ramp to the cross roads. The
advantage when the main highway is taken along the under-pass may be ot
its vertical existing grade without alteration ot
alignment and cross road is depressed and taken undemeath.
Disadvantages of an under-pass
There may be troublesome
drainage
ground water level rises high during problems
at the under
the pass, especially when
to be depressed as much as 5 rainy season and the road at the
under-pass is
to 7 m below the
to
pump water continuously ground level. It may be necessary even
during the period when water-logging problems exist. At
under-pass the over head structure may restrict the at
the valley curve near the visibility
or sight distance
the sides while
under-pass.
There is a feeling of restriction to the
r
fic at
passing along the under-pass and unless the clearance is sufficienu
large, this may affect the capacity at the intersection. There is no
construction for the
possibility ot st
bridge structure at the under-pass.
Interchanges
rade separated intersection with complete interchange facility is essential to developa
highway with full control of access. When there is intolerable congestion andaccidents a
the intersection at-grade of two highways carrying very heavy traffic there is no beter
solution than to provide grade separated intersection with interchanges.
of the different types of interchange ramps, indirect interchange ramp (viders
5.37) provides the most convenient and conflict-free traffic manoeuvres consisting
diverging to the left and merging from the left side. Some patterns of grade separated
intersections with different types of interchanges are shown in Fig. 5.38 (a), (b), c)
-

with four
and (d). Of all these types, complete or full 'clover leaf, vide Fig. 4.38 (d)
indirect interchange ramps fulfils all the requirements of turning traffic
involving the
simplest traffic manoeuvres with least conflicts.

(a) DIAMOND

(b) ROTARY

INTERCHANGE

. ......

*****
*** aaeeaaAAAAA

.... . '**' '.

......

......

Fig. 5.38 Different types of interchanges (cont..)

 (c) PARTIAL
CLOVER LEAF

(d) FULL
CLOVER LEAF

Fig.5.38 Different types of interchanges

5.6.8 Capacity of Different Types of Intersections

Importance of capacity of intersections along a road

The capacity of the roads are influenced
by several factors, most significant among
them being the type, spacing and capacity of intersections along the road. Therefore
is important to assess the
capacity of intersections and try to augment the capacity
intersections all along the major road. The lowest o
grade are the
un-controlled or the priority type, capacity among the intersections a
including the channelized intersections
Capacity of different types of intersections
The capacity of an uncontrolled intersection on
main road with two-lane
and good visibility and a side road is in the two-way ra
range of 1200 to 1400 vehicles
capacity in the case Iour-lane two-way traftic is in the
or per hour, u
of
range 1400 to 1500 vehicles
hour. The capacit of a rotary intersection is about
3000 vehicles per hour. A
prop
designed rofary intersection with six-lane approach roads and four arms could have
capacity up to S000 PCU per hour. A similar intersection controlled by automatic raltic
signals could have a capacity up to 7.500 PCU per hour. When the traffic flow approaches
10,000 PCU per hour, a grade separated intersection is warranted
Type of intersection based on volumes on major and minor roads
In the UK, a chart has been developed to graphically represent the selection of the
type of intersection on urban roads for different traffic volumes on the major and minor
roads. According to this chart, (i) uncontrolled priority type of intersection (ii) rotary
intersechon (1n) signal controlled intersection and (iv) grade separated intersection may
be adopted based on traffic flow values on the major minor roads. According to this
chart, uncontrolled'priority type intersection may be adopted when the traffic volumes
(in vehicles per day) on the main road and minor roads are respectively: (a) 10,000 and
up to 2,000 (6) 20,000 and up to 1,000 (c) 30,000 and up to 1.000.
For rotary or round-about and signal controlled intersections, the traffic volumes (in
vehicles per day) on the main road and minor roads are respectively: (a) 10,000 and
5000 to 8000 (b) 20,000 and 3,000 to 6,000 (c) 30.000 and 1000 to 3000. For grade
separated intersections, the traffic volumes (in vehicles per day) on main road and
minor road are respectively (a) 15,000 and above 10,000 (b) 20.000 and above 8,000
(c) 30,000 and above 6,000 and (d) 40,000 and above 2,000.
Road over bridge above railway track
Grade separation should be provided across existing railway level crossings, if the
product of AADT of fast road vehicles and the number of trains per day exceeds
50,000 within the next five years. In the case of new road construction like bypass,
even if this figure exceeds 25,000, the grade separation nnay be justified.

5.7 DESIGN OF PARKING FACILITY

5.7.1 Need for Design of Parking Facility

All the vehicles do not keep moving along the roadway during the entire 24 hours of the
day; they have to stop or park at the desred locations for different durations. In cities the
problem of parking vehicles is becoming more and more acute day by day. When vehicles
are parked on the road side even for a short while, there is restriction to other vehicles
passing by, resulting in congestion and accidents. In shopping centres. publie places and
localities with offices there is a shortage of parking facilities. Proper planning and design
of parking facilities is essential in cities and large towns. Details of parking studies
including estimation of parking demand have already been given in At. 5.3.7 of this
chapter. In this Aticle some particulars pertaining to design of parking facility are given.
Parking facilities may be broadly divided into two types:
(i) On-street or kerb parking
(ii) Off-street parking
5.7.2 On-Street or Kerb Parking
Types of kerb parking8
In this type of parking, vehicles are parked along the kerb which may be designed