3.1 Design Elements of At-Grade Intersection

D E PA RT M E N T O F P U B L I C W O R K S A N D H I G H WAY S B U R E A U O F Q U A L I TY A N D S A F E TY
OUTLINE
1. What is an Intersection
2. Types of Intersection
3. Design Elements of At-Grade Intersection
4. Entry and Exit Approach
5. Auxiliary Lanes
6. Turning Roadways
7. Median Islands and Openings
8. Pedestrian Facilities
9. Loading/Unloading Facility
10. Inside Intersection Area
11. Indirect Left-turn and U-Turn
12. Elements of signalized intersection (traffic

signal components)
DESIGN ELEMENTS OF AT-GRADE INTERSECTION

1. Definition of Roadway Intersection 1/3
What is an intersection?
• An intersection is defined as the general area where two
or more highways join or cross, including the roadway and
roadside facilities for traffic movements within the area
Common/Shared Area
An intersection must be designed to accommodate all

traffic movements efficiently and safely
Physical and Functional Area
Physical Area
Entry
Approach Exit
Functional Area Through

Turning
intersection is the
most critical element
of a road network Road crash
between
road-users
Long queue
leads to traffic
congestion
Air pollution Unnecessary excessive Delay of services

fuel consumption
WE need to manage these movements by

designing the intersection
2. Types of Intersection
Infeasible region
Minor street two-way volume (veh/h)

Minor flow >
- Control type Major flow
Two-way Stop Control (TWSC) SIG

Signalized
AWSC
All-way Stop Control (AWSC) AWSC
Unsignalized intersection
Signalized intersection TWSC
TWSC
Interchange
Roundabout Major street two-way volume (veh/h)
- Number of legs Highway Capacity Manual
Three-leg intersection
Ideal number of legs
Four-leg intersection
(N)-leg intersection
2.1 Types of Intersection – Control Type 1/5
Two-Way Stop Control (TWSC)
Minor Road
STOP
Major Road
STOP
All-Way Stop Control (AWSC)
STOP STOP
STOP STOP
Right-hand Rule
Signalized intersection
Movements are
separated by TIME
Green
indication
has the Right-
Of-Way to
cross the
intersection
Interchange
Movements are
separated by
SPACE
Flyover or
underpass
Roundabout
2.2a Types of Intersection – Number of Legs 1/4
3-Leg Intersection
Single Lane
Approaches
3-Leg Intersection
Right-Turn Lane and
Bypass Approaches
Designated Lanes
for Each Movement
3-Leg Intersection
With pair of Right-Turn Lane
(Turning Roadway) and
Right-turn Island
With pair of Divisional Island

and Bypass lane
3-Leg Intersection
With Divisional Island

and Right-Turn Lane
(Turning Roadway)
2.2b Types of Intersection – Number of Legs 1/3
4-Leg Intersection
Plain
Flared and Marked with

Right-Turn Lanes
4-Leg Intersection
Flared and Marked with

Left-Turn Lanes
4-Leg Intersection
With Right-Turn Channelization,

Divisional Islands, and Left-Turn Lanes
2.2c Types of Intersection – Number of Legs
Multi-Leg Intersection
2.2d Types of Intersection – Conflict Points 1/4
3-Leg Intersection
4-Leg Intersection
4-leg roundabout
Example: PULILAN JUNCTION
Permitting all traffic movements, a 5-leg

intersection has at least 79 conflict points.
1. Design Elements of At-Grade Intersection
L/UL Facility
Channelization
Auxiliary Lanes
Pedestrian
Turning Facility
Inside
Roadways
Intersection Area
Entry Approach
Exit Approach

2. Entry and Exit Approach
Entry Approach
Exit Approach

2.1 Entry Approach
Entry Lanes (Lane Configuration)
Shared Exclusive Shared Exclusive Exclusive Exclusive

Shared Left/Thru Thru Right/Thru Left Thru Right

2.1a Entry Approach
Entry Lanes (Lane Width)
Width may affect the motorists’ Lane widthminimum
behavior entering the intersection
Thru Lane ≥ 2.80 m
May encourage
TOO WIDE
drivers to speed up
TOO Left-turn Lane ≥ 3.0 m

May cause safety
NARROW issues Right-turn Lane ≥ 3.0 m
LANES at intersection may be equal or based on approach
narrower than the midblock lane width speed, design vehicle
wintersection < wmidblock and turning radius

2.1a Entry Approach
Turning Lane Width
Design Approach Speed Turning (Right or Left)

(kph) Lane Width (m)
≤60 3.00
61-80 3.00 – 3.35
81-99 3.35-3.60
100 3.60
*AASHTO 2011

2.1b Entry Approach – Pavement Markings
Stop Bar
Directional
Solid White Lane Line Arrow Markings
2nd set
15.0 m 40.0 m
1st set
Double Yellow Barrier No Passing Line
30.0 m
Typical Layout of PAVEMENT MARKINGS

at Entry Approach
2.1c Entry Approach – Road Signs
center of
loading
bay
0.30 m
50.00m
75.00 - 100m
Typical Layout of ROAD SIGNS

at Entry Approach (Unsignalized)
2.1c Entry Approach – Road Signs
Placed at Used where Placed Used Needed Used at

loading and complete directly at particularly at when signalized
unloading stop is the stop lines signalized pavement intersections
zones, 50 m required by or at the locations, markings are where left
before and law for safety approaches near or at obscured by turn
after an to a zebra designated vehicles movement is
intersection pedestrian stop line ahead due to permissive
crossing heavy traffic

2.2 Exit Approach
Exit/Departure Lanes
Number of Exit Number of

Lanes /
Receiving ≥ Entry Thru
Lanes on the
Lanes opposite
approach
(if not, may cause bottleneck – mobility and safety issue)

2.2b Exit Approach – Pavement Markings
NOTE: Spacing is based
on DESIGN SPEED
6.0 m Broken White Lane Line
3.0 m

at Exit Approach
3. Auxiliary Lanes
Auxiliary Lanes

3. Auxiliary Lanes
Auxiliary Lanes are additional lanes
on entry/exit approach of intersection
LEFT Through Right
Increase CAPACITY and

reduce CRASHES/CONFLICT
R at an intersection
After right-turn maneuver, AUXILIARY LANE

is necessary to provide safe and efficient
ACCELERATION, WEAVING and MANEUVER
from Auxiliary Lane to Regular Lane
L T R
4. Turning Roadways
Turning
Roadways
For AUXILIARY LANE and REGULAR ENTRY LANE

with Right-turn movement

4.1 Types of Turning Roadways
1. Minimum edge-of-travelled way design

▪ Particular for unchannelized intersections and shall be
based on minimum turning path of the design vehicle
2.Design with a corner triangular island
▪ For intersections with excessively large pavement area
3.Free-flowing design using a simple radius or
compound radii
▪ Usually designed with simple or compound curves
preceded by a right-turn deceleration lane

4.1a Minimum edge-of-travelled way design
The boundaries of the turning paths of each design vehicle for its sharpest turns are established by the
outer trace of the front overhang and the path of the inner rear wheel.
based on minimum turning path of

the design vehicle (example:
Passenger Car)
4.1b Minimum edge-of-travelled way design 1/2
Table 9-15. Edge-of-Traveled-Way Designs for
Turns at Intersections—Simple Curve Radius with
Taper
Simple Curve
38

4.1b Minimum edge-of-travelled way design 2/2
Table 9-15. Edge-of-Traveled-Way Designs for
Turns at Intersections—Simple Curve Radius with
Taper
Offset
39
Simple Curve
4.1c Minimum edge-of-travelled way design
Edge-of-Traveled-Way Designs for Turns at
Intersec-tions—Three-Centered Curves
Offset
40
Three-Centered-Compound Curve
40
(Symmetric)
4.1d Minimum edge-of-travelled way design
Effect of curb radii on

right-turning paths of
various design
vehicles

4.1d Minimum edge-of-travelled way design
Effect of curb radii on

right-turning paths of
various design
vehicles
4.2 Design with a corner triangular island
Minimum turning roadway width =

4.2 m
Minimum area of corner island:
5 sq. m. (urban intersection)
7 sq. m. (rural intersection)
Speed of turn = 25 kph
Effects of large pavement areas at intersections:

• uncontrolled vehicle movements,
• long pedestrian crossings
• unused pavement areas

4.2a Design with a corner triangular island
4.2 m turning roadway width
( 45m – 15m – 45m )

4.2b Design with a corner triangular island
6.4 m turning roadway

width

4.2c Design with a corner triangular island
7.6 m turning roadway 46

width

4.2d Design with a corner triangular island
Design Classification:
A. Primarily passenger vehicles; permits

occasional design single-unit trucks to turn
with restricted clearances
B. Provides adequately for the SU-9 [SU-30]

and SU-12 [SU-40] design vehicles; permits
occasional WB-19 [WB-62] design vehicles
to turn with slight encroachment on
adjacent traffic lanes
C. Provides fully for the WB19

47
[WB-62] design vehicle
47

4.3 Free-flowing design using a simple curve radius or compound radii
Design considerations:
▪ Allows drivers to avoid abrupt deceleration,
▪ Permits development of some super-elevation in advance of
the maximum curvature,
▪ Enables vehicles to follow natural turning paths
High speed RIGHT-TURNING

MANEUVERS

4.3a Free-flowing design using a simple curve radius or compound radii
Simple Curve,
Radius = 35 m
Compound Curve,
Radii = 70 m and 35 m
Three-Centered Compound Curve,

Radii = 140 m – 70 m – 35 m
Design speed:
20-30 kph < through speed

4.4 Turning Roadways – Pavement Markings
Intersection
Area
2nd set Directional Arrow Markings 1st set
40.0 m
Transition Line w/ Chevron
Markings
Broken White Transition Lines

at Turning Roadways
4.4 Turning Roadways – Road Signs

at Turning Roadways
4.4 Turning Roadways – Road Signs
Used alongside May be erected at Usually located in

exclusively right channelized signalized conjunction with
turning lanes intersections islands at channelized
Where right turning intersections
lane is segregated by Plate type is for urban
traffic island areas only

5. Channelization
Channelization

5. Channelization
Separation/regulation of conflicting traffic movements into
definite paths of travel by traffic islands or pavement marking
to facilitate the orderly movements of both vehicles and pedestrians.

5.1 Channelization
Purposes of Channelization
▪Separation of conflicts
▪Control of angle of conflict
▪Reduction in excessive pavement areas
▪Regulation of traffic and indication of proper use of
intersection
▪Arrangements to favour a predominant turning movement
▪Protection of pedestrians (at least 1.20 m wide)
▪Protection and storage of turning and crossing vehicles
▪Location of traffic control devices

5.2 Channelization
Notes on Use of Channelization
▪Curbed islands generally should be reserved for multilane highways or
streets and for the more important intersections on two-lane highways.
▪Curbed islands generally should not be used in rural areas and at isolated
locations unless the intersection is lighted and curbs are delineated.
▪A few large islands are preferable to a greater number of smaller islands to
avoid confusion.
▪Where islands separate turning traffic from through traffic, the radii of curved
portions should equal or exceed the minimum for the turning speeds
expected.
▪Marked channelization (painting or striping) can increase efficiency and has the
advantage of easy modification when warranted by driver behavior.

5.3a Channelization – Triangular Island
Design of Channelized Islands
▪ Minimum area of corner island:

5 sq. m. (urban intersection)
7 sq. m. (rural intersection)
Preferable area = 9 sq. m.
▪ Curb height = 150 mm

5.3b Channelization – Triangular Island
Design of Islands (Urban)



5.3c Channelization – Triangular Island
Design of Islands (Rural)



5.3d Channelization – Triangular Island (Pavement Markings)
Broken White Lines

at Approaches with Triangular Island
Pedestrian Zebra
Crossing
(Signalized)
Stop Transition Line w/ Chevron

Broken White Lines Directional Arrow Markings
Bar Markings
15.0 m 1st set 15.0 m 40.0 m
2nd set
Pedestrian
Yellow Box
Crosswalk

5.3e Channelization – Triangular Island (Road Signs)

at Approaches with Triangular Island (Signalized)
5.3e Channelization – Triangular Island (Road Signs)
Placed where Placed directly Usually Requires give- Used May be erected
there are at the stop located in way-to-the- alongside at channelized
dedicated lines or at the conjunction right rule and exclusively signalized
wheel chair approaches to with islands at controls traffic right turning intersections
ramps at stop a zebra channelized at locations lanes where right
lines near or pedestrian intersections such as turning lane is
at crossing Plate type is channelized segregated by
intersections for urban intersections traffic island
areas only

at Approaches with Triangular Island
5.4 Channelization - Median Islands
For AUXILIARY LANE (Left-turn movement)

Design of Median Islands

▪ Minimum median island width:
If used as refuge (bicyclists) = 1.8 m
If used as refuge (pedestrians) = 1.2 m
If space is limited = 0.5 m
▪ Minimum median island length = 6 m
▪ Curb height = 150 mm

Purpose of Median Islands
to provide protection for the opposing/conflicting traffic
Usually, median islands are

provided for
LEFT-TURN AUXILIARY LANE/
Median Left-turn Lane

A median left-turn lane is an auxiliary lane for
storage or speed change of left-turning vehicles
within a median or divisional island.
Exclusive left-turn lanes are required
at signalized intersections where:
◦ Left-turn signal phasing is provided.
◦ Left-turn volumes exceed 100 vehicles
per hour. (1 exclusive LT lane)
◦ Double left-turn lanes should be
considered where left-turn volumes
exceed 300 vehicles per hour

W (min) = 1.20m
M
w = 3.0 – 3.6m
M = 4.2-4.8m (median width left turn design)

Storage length based on the For unsignalized intersection:
◦ Based on an average two-minute
number of turning vehicles likely to period within the peak hour
arrive within the peak hour. ◦ At least two (2) passenger cars should fit
in the storage bay
◦ With over 10% turning truck traffic,
provision should be made for at least
one car and one truck.
For signalized intersection:

◦ Determined by an analysis which
considers the signal cycle length,
signal phasing arrangement, and
the rate of arrivals and departures
of left-turning vehicles.

Design of MEDIAN OPENING are based on traffic volumes,
urban/rural area characteristics, and design vehicle
to ensure no
encroachment on
adjacent lanes

Design of MEDIAN OPENING are based on traffic volumes,
urban/rural area characteristics, and design vehicle
Large DESIGN
VEHICLE
Large TURNING RADIUS requirement
WIDER INTERSECTION AREA

SU-9 Control radii at

intersections for 90-degree
Median left turns
Island
MEDIAN OPENING
WB-19 Control radii at

intersections for 90-degree
left turns
MEDIAN OPENING Median

Island

Minimum design of
median openings
using P design
vehicle
SU-9
WB-20
MEDIAN OPENING
Minimum design of
median openings
using P design
vehicle
MEDIAN OPENING
5.4 Median Islands – Road Signs
Used alongside Used in Erected at Placed at the Used where Used at

exclusively left conjunction intersections stop lines or on vehicles are signalized
turning lanes with special controlled by approaches to disallowed to intersections
when instruction traffic signals a marked turn to the where left turn
pavement such as “use where there is School reverse movement is
markings are overpass” and no control on Children direction permissive, left
obscured by “use left turning crossing turner must
vehicles ahead pedestrian movement give way to
due to heavy crossing” through
traffic movements

7. Pedestrian Facilities
Pedestrian
Facility

7.1 Typical Pedestrian Facilities at Intersection
At-Grade
SIDEWALK
PEDESTIRAN REFUGE
Pedestrian Crossing on Sidewalk
on Channelized ISLAND Channel
Pedestrian Crossing
Refuge Island
Crosswalk
Grade - Separated
Pedestrian Footbridge/
Overpass
Pedestrian Underpass
Continuity of PEDESTRIAN
PATH must be ensured.

7.1a Typical Pedestrian Facilities at Intersection
S = 1.45
UNSIGNALIZED meters
W = S = 300-600 mm
L = ≥ 4.0 m

7.1b Typical Pedestrian Facilities at Intersection
SIDEWALK
SIGNALIZED Pedestrian Crossing on
PEDESTIRAN REFUGE
on Channelized ISLAND Channel

8. Loading and Unloading Facility
L/UL Facility

DO no. 58,
series 2010

DO no. 58,
series 2010
30.0 m 50.0 m
500.0 m

Inside
Intersection Area


Vehicular movements at an intersection with U-turn roadways for
indirect left turns

Normally, U-turns should not be permitted from through lanes. However,
where medians have adequate width to shield a vehicle stored in the
median opening, through volumes are low and left-turns/U-turns are
infrequent, this type of design may be permissible.
Medians of 5.0 m and 15.0 m or wider are needed to permit U-turn
maneuvers by passenger and single-unit truck traffic, respectively.
The optimum location for the median U-turn roadway is 200 m from the
main intersection with preferred spacing of 0.40 to 0.80 km.
Use of a median U-turn crossover intersection may also be considered
but additional right-of-way and geometric improvements are needed.

Where U-turn openings are proposed for access to the opposite
side of a multilane divided street, they should be located 15 to
30 m in advance of the next downstream left-turn lane.
For U-turn openings designed specifically for the purpose of
eliminating left-turn movement at a major intersection, they
should be located downstream of the intersection, preferably
midblock between adjacent crossroad intersections.
This type of U-turn opening should be designed with a median
left-turn lane for storage.

U-Turn Roadways for Indirect Left Turns on Arterials with Wide
Medians


Thank you for your attention
B U R E A U O F Q U A L I TY A N D S A F E TY

3.1 Design Elements of At-Grade Intersection

Uploaded by

Document Information

Original Description:

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

3.1 Design Elements of At-Grade Intersection

Uploaded by

Copyright:

Available Formats

D E PA RT M E N T O F P U B L I C W O R K S A N D H I G H WAY S B U R E A U O F Q U A L I TY A N D S A F E TY

3. Design Elements of At-Grade Intersection

4. Entry and Exit Approach

7. Median Islands and Openings

10. Inside Intersection Area

11. Indirect Left-turn and U-Turn

12. Elements of signalized intersection (traffic

DESIGN ELEMENTS OF AT-GRADE INTERSECTION

An intersection must be designed to accommodate all

Functional Area Through

Air pollution Unnecessary excessive Delay of services

WE need to manage these movements by

Minor street two-way volume (veh/h)

Two-way Stop Control (TWSC) SIG

Two-Way Stop Control (TWSC)

All-Way Stop Control (AWSC)

With pair of Divisional Island

With Divisional Island

Flared and Marked with

Flared and Marked with

With Right-Turn Channelization,

Permitting all traffic movements, a 5-leg

DESIGN ELEMENTS OF AT-GRADE INTERSECTION

DESIGN ELEMENTS OF AT-GRADE INTERSECTION

Shared Exclusive Shared Exclusive Exclusive Exclusive

DESIGN ELEMENTS OF AT-GRADE INTERSECTION

TOO Left-turn Lane ≥ 3.0 m

DESIGN ELEMENTS OF AT-GRADE INTERSECTION

Design Approach Speed Turning (Right or Left)

DESIGN ELEMENTS OF AT-GRADE INTERSECTION

Typical Layout of PAVEMENT MARKINGS

Typical Layout of ROAD SIGNS

Placed at Used where Placed Used Needed Used at

DESIGN ELEMENTS OF AT-GRADE INTERSECTION

Number of Exit Number of

(if not, may cause bottleneck – mobility and safety issue)

DESIGN ELEMENTS OF AT-GRADE INTERSECTION

6.0 m Broken White Lane Line

Typical Layout of PAVEMENT MARKINGS

DESIGN ELEMENTS OF AT-GRADE INTERSECTION

Increase CAPACITY and

After right-turn maneuver, AUXILIARY LANE

For AUXILIARY LANE and REGULAR ENTRY LANE

DESIGN ELEMENTS OF AT-GRADE INTERSECTION

1. Minimum edge-of-travelled way design

DESIGN ELEMENTS OF AT-GRADE INTERSECTION

based on minimum turning path of

DESIGN ELEMENTS OF AT-GRADE INTERSECTION

Effect of curb radii on

DESIGN ELEMENTS OF AT-GRADE INTERSECTION

Effect of curb radii on

Minimum turning roadway width =

Effects of large pavement areas at intersections:

DESIGN ELEMENTS OF AT-GRADE INTERSECTION

4.2 m turning roadway width

( 45m – 15m – 45m )

DESIGN ELEMENTS OF AT-GRADE INTERSECTION

6.4 m turning roadway

DESIGN ELEMENTS OF AT-GRADE INTERSECTION

7.6 m turning roadway 46

DESIGN ELEMENTS OF AT-GRADE INTERSECTION

A. Primarily passenger vehicles; permits