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Major: Favourable Way
Major: Favourable Way
(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
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
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
CENTRAL
ISLAND
OA
R (MIN) NARROWER
WIDER
T
B
WEAVING
ANGLE B
ENTRANCE
CURVE ODF
C SMALLER
RADIUS
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.
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:
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.
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.
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.
(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.
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
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*** aaeeaaAAAAA
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(d) FULL
CLOVER LEAF
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