Professional Documents
Culture Documents
Instractor:
Eyassu Tesfamariam (PhD)
Assist. Instractor:
Sophonyas Asrat(BSc)
Course contents
y Highway route selection
y factors considered in highway route selection
f d d h h l
y Steps in highway route selection
y Geometric design of highways:
y Design controls and criteria
y Functional classification systems of highways
y Vehicle and driver characteristics
y Highway cross‐section elements:
y Lane and shoulders, sidewalks, medians, and pedestrian crossings
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y Elements of geometric design:
y Horizontal alignment, Transition and super‐elevation, Vertical
alignment, Sight distance, Intersections and Interchanges
y Earthwork quantities and mass‐haul diagram
y Drainage and drainage structures
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Phasing of Horizontal & Vertical alignment
y road appears to a driver to flow smoothly, avoiding the
pp y g
creation of hazards and visual defects.
y anticipation of changes in both horizontal and vertical
alignment well within the safe stopping distance.
Phasing becomes more important with small radius curves
y Alignment defects due to mis‐phasing
y cause drivers to reduce speed unnecessarily
y endanger the safety of the user by concealing hazards on the
road ahead (delayed perception time to alignment changes)
y aesthetically displeasing impression of the road
Phasing of Horizontal & Vertical alignment
y Phasing problem is avoided if
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y the horizontal and vertical curves are adequately separated
y the horizontal and vertical curves are coincident (i.e., begin
and end at the same station),
y depending on the curvature, it may be sufficient if only one
end of each of the curves is at a common station.
Avoid overlapping of one end to the other
y .
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Phasing of Horizontal & Vertical alignment
y Cases of mis
Cases of mis‐phasing
phasing
y Insufficient separation between the curves
Phasing of Horizontal & Vertical alignment
y Cases of mis
Cases of mis‐phasing
phasing
y Both ends of the vertical curve lie on the horizontal curve
y the horizontal curve may appear to the driver to decrease
abruptly in crest vertical curves
y the horizontal curve may appear to the driver to increase in sag
vertical curves
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Phasing of Horizontal & Vertical alignment
y Cases of mis
Cases of mis‐phasing
phasing
y Vertical curve overlaps both ends of a horizontal curve
y Corrective actions:
make both ends of the curves coincident or
separate them
If the horizontal curve is less sharp, make the
curves coincident at one end so as to bring
the crest on to the horizontal curve
h h h i l
No action is necessary if a vertical curve that
has no crest is combined with a gentle
horizontal curve.
If the vertical curve is a sag curve, an illusory
crest or dip will appear in the road alignment.
Phasing of Horizontal & Vertical alignment
y Cases of mis
Cases of mis‐phasing
phasing
y A sag curve occurs between two horizontal curves in the
same direction
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Phasing of Horizontal & Vertical alignment
y Cases of mis
Cases of mis‐phasing
phasing
y A double sag curve occurs at one horizontal curve
Phasing of Horizontal & Vertical alignment
y Cases of mis
Cases of mis‐phasing
phasing
y A double sag curve occurs at one horizontal curve
y vertical alignment allowed to be more curvilinear than the
horizontal alignment
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Phasing of Horizontal & Vertical alignment
y Economic penalty of phasing
y The designer is prevented from obtaining the lowest cost
design
y Brings cost of extra earth works
y Balance between cost and safety
y Balance b/n cost and aesthetic
Intersections / Junctions
y A junction or intersection, is the general area where two or
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more roads join.
y From a traffic safety aspect junctions require attention and
careful design.
y Minimum delay for transition and through traffic movement
y Maximum safety, i.e. good visibility, comprehensible, and
maneuverable
y Differing junction types will be appropriate under different
circumstances depending on traffic flows, speeds, and site
limitations.
y.
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Intersections / Junctions
y Types of junctions include:
yp j For low flows:
‐ Long delays
1) T‐Junctions Priority Junctions
‐ require sufficient SSD
2) Cross‐Junctions For low to medium flows:
3) Roundabouts ‐ Safer than priority junctions
4) Grade Separation ‐ Minimum delays at lower flows
For high traffic flows: Factors:
‐ Minimum delays ‐ Capacity
‐ Expensive ‐ Delay
‐ Safety
‐ Physical layout
Choice of a junction type requires
• knowledge of traffic demand,
• intersection performance, and
•yaccident prediction.
.
Intersections / Junctions
Grade separated intersection
At grade intersection
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Interchanges
y Grade separated intersections / Interchanges
Intersections / Junctions
y Design considerations and objectives
y Basic Elements in intersection design
• Human Factors • Traffic Considerations
‐ Driving habits ‐ Design hour turning movements
‐ Ability of drivers to make ‐ Size and operating characteristics
decisions of vehicle
‐ Dri er e pectanc
Driver expectancy ‐ Variety of movements (diverging
Variety of movements (diverging,
‐ Decision and reaction time merging, weaving, and crossing)
‐ Conformance to natural paths of ‐ Vehicle speeds
movement ‐ Transit involvement
‐ Pedestrian use and habits ‐ Crash experience
‐ Bicycle use and habits ‐ Bicycle movements
‐ Pedestrian movements
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Intersections / Junctions
y Design considerations and objectives
• Physical elements • Economic Factors
‐ Character and use of abutting ‐ Cost of improvement
property ‐ Effects of controlling or
‐ Vertical alignment at the intersection limiting rights‐of‐way on
‐ Sight distance abutting residential or
‐ Angle of the intersection commercial properties where
‐ Conflict area
fl channelization restricts or
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‐ Speed‐change lanes prohibits vehicular movements
‐ Geometric design features ‐ Energy consumptions
‐ Traffic control devices
‐ Lighting equipments ‐ Bicycle traffic
‐ Safety features ‐ Environmental factors
‐ Cross walks
Intersections / Junctions
y Physical and functional intersection area
y
Physical Area
Functional Area
Functional Area
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Intersections / Junctions
y Minimum Edge‐of‐Traveled Way Design:
y The width of turning roadways for intersection are governed by
y Traffic volume
y Design vehicle
y Pedestrian: balance design
y .
Median / pedestrian refuge
At grade Intersections
yT
T‐Junctions (three‐leg intersections)
Junctions (three leg intersections)
y basic junction layout for rural roads
y the major road traffic has priority over the minor road
traffic
y Staggered T‐junction
y realignment of the minor route to improve the angle of the
skew of the crossing
y .
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At grade Intersections
y Staggered T
Staggered T‐junctions
junctions
Alignments
– avoid acute angle
At grade Intersections
y Cross (four‐leg) Junctions
y Cross junctions have four legs
h f l
y Present where two highways cross each other
y converting crossroads into roundabouts can reduce accident costs by
more than 80 %.
y complex junction layouts involving the intersection of four or more
roads should be simplified by redesign to two junctions, or a
roundabout should be used.
y .
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At grade Intersections
y Distance b/n adjoining junctions
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y Level of service and driver perception is affected by the
spacing of junctions
y it may be necessary to limit junctions for reasons of safety and
serviceability
y .
At grade Intersections
y Visibility splay
y Visibility splay for yield conditions
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At grade Intersections
y Visibility splay
y Visibility splay for stop conditions
At grade Intersections
y Turning vehicles
y provided for all trunk and link roads DS1, DS2, and DS3
junctions, and
y On four or more lane roads and divided highways
y When the major road design speed is 100 km/hr or greater,
and the present year AADT on the major road is greater than
1500 AADT
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y When the present year AADT of the right‐turning traffic is
greater than 750 AADT
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At grade Intersections
y Turning vehicles
y Right turn lane
At grade Intersections
y Turning vehicles
y Left turn lane – single carriageway
Components:
1. Entering / taper length, LC
2. Deceleration length, LD
3. Storage length, LS
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At grade Intersections
y Turning vehicles
y Left turn lane – double carriageway
At grade Intersections
y Turning vehicles
y Length of left turn lane
y Lengths of storage lengths for left turn lanes
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At grade Intersections
y Traffic Islands
y area between traffic lanes for the control of vehicle movements and
which may also be used as a pedestrian refuge
y Traffic islands may take the form of an area delineated by barrier
curbs or a pavement area marked by paint or a combination of these
y .
At grade Intersections
y Channelizing islands
y Purpose
y Separation of conflicts
y Control of angle of conflict
y Reduction of excessive pavement
areas
y Regulation of traffic and
indication of proper use of
junction
y Arrangements to favor a
predominant turning movement
y Protection of pedestrians
y Protection and storage of
turning and crossing vehicles
y Location of traffic signs
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At grade Intersections
y Complex four
Complex four‐leg intersections
leg intersections
At grade Intersections
y Private access
y An intersection of an unclassified road with a classified road
y An access shall have entry and exit radii of 6 meters or greater
y The minimum width shall be 3m.
y .
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At grade Intersections
y Roundabouts
y A roundabout is a one‐way circulatory system around a
central island, entry to which is controlled by markings and
signs.
y Priority is given to traffic already in the roundabout.
y Roundabouts provide high capacity and minimal delay.
y Roundabouts have a good safety record.
y Use of roundabouts
y Near built‐up areas and in village centers where the through road
may be crossed by local roads carrying heavy traffic
At grade Intersections
• Factors influencing choice of a roundabout
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y Safety
y Not recommended on rural roads where the design speeds of
adjacent sections are 90 km/h or greater.
y In such cases, use rumble strips and warning signs at the
approaches to warn the driver to anticipate the roundabout.
y Roundabouts are usually more difficult for pedestrians to
cross than normal junctions.
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At grade Intersections
• Factors influencing choice of a roundabout
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y Traffic flow
y Roundabouts should generally be used if the minor road flow
is greater than one third of the major road flow.
y Roundabouts are an advantage where peak flows are 50
percent greater than the average flows.
y The roundabout depicted in the figure is acceptable for traffic
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volumes of up to 15,000.
At grade Intersections
• Factors influencing choice of a roundabout
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Roundabout layout
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At grade Intersections
• Factors influencing choice of a roundabout
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y Sight conditions
y Roundabouts generally take up more land than fully canalized
junctions do.
y The additional land acquisition costs for roundabouts should
be balanced against the increased capacity offered.
y Driver Behavior
y Roundabouts regularize traffic flow and should reduce
accidents as well as increase capacity.
At grade Intersections
• Factors influencing choice of a roundabout
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y The general layout
• Adequate entry widths
• Adequate circulation space compatible
with entry widths
• Central islands of diameter sufficient
only to give drivers guidance on the
maneuvers expected.
• Deflection of the traffic to the right on
entry to promote movement and ensure
low traffic speeds.
• A simple and clear layout
• Suitable visibility at any entry of each
adjacent entry
• Entry and exit deflection angles and
central island radius should prevent
through speeds in excess of 50 km/h.
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Grade separation & Interchanges
y A grade separated junction is warranted for reasons…
1. An at‐grade junction has insufficient capacity
y Reduction of bottlenecks and recurrent spot congestion
2. Site topography
y expensive land appropriation can be avoided
3. Road user benefits (economic justification)
yReduced road accidents
yReduced delays
4. Safety Improvement
5. Traffic Volume warrant
y Operational reasons
ADD ‐ Gotera
1. . Interchange
Grade separation & Interchanges
y Types of Interchanges
yp g
y Grade separated junctions generally fall into four categories
(traffic on major road ≤ 30,000 AADT / minor ≤ 10,000 ADT)
y Three‐way junctions;
y Junctions of major/minor roads;
y Junctions of two major roads; and
y Junctions of more than two major roads.
y These junctions are difficult to design, operationally difficult,
occupy large areas of land and, requiring numerous bridges,
are extremely expensive.
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Grade separation & Interchanges
y Types of Interchanges
yp g
Three‐way junctions
Trumpet
• Merging and diverting traffic to/from major roads
• At‐grade junction at minor roads – depends on the LOS required
Grade separation & Interchanges
y Types of Interchanges
ypes o te c a ges
Junctions of major/minor roads
Partial Diamond
Cloverleaf
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Grade separation & Interchanges
y Types of Interchanges
Junctions of two major roads
Full Cloverleaf Diamond
Grade separation & Interchanges
y Geometric standards
y Design speed
D i d
y Provide appropriate SSD
y Acceleration and deceleration lanes (Length 150 m – 400 m)
y Horizontal curves and superelevation
y max e = 8% (radius should be appropriate for vehicle speed)
y Vertical curves
y Gradients (max 8%)
y Width of loops
y R ≥ 150 m, width 1.5 m; for R ≤ 150 m ….
y Gradient max. 5% (up) & 7% (down)
y Clearances
y Capacity (based on DHV = 10% of AADT)
y Minimum spacing (recomm. 2 km)
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Grade separation & Interchanges
T or Y type Interchanges
yp g
‐ With single
structure
‐ With multiple structures
Grade separation & Interchanges
Diamond structure
‐ Variation
‐ Conventional
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