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Ch9-1 Types of Intersections

The document discusses design considerations for at-grade intersections. It covers general objectives such as facilitating traffic flow while minimizing conflicts. Various intersection types are described, including T-intersections, four-way intersections, and multi-legged intersections. Channelization techniques for organizing traffic flows are explained. The document also discusses roundabouts as an alternative to signalized intersections, noting their advantages and challenges. Additional topics include alignment considerations for intersection angles and the importance of maintaining consistent road grades and slopes at intersections.

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Yasser Alghrafy
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© © All Rights Reserved
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181 views

Ch9-1 Types of Intersections

The document discusses design considerations for at-grade intersections. It covers general objectives such as facilitating traffic flow while minimizing conflicts. Various intersection types are described, including T-intersections, four-way intersections, and multi-legged intersections. Channelization techniques for organizing traffic flows are explained. The document also discusses roundabouts as an alternative to signalized intersections, noting their advantages and challenges. Additional topics include alignment considerations for intersection angles and the importance of maintaining consistent road grades and slopes at intersections.

Uploaded by

Yasser Alghrafy
Copyright
© © All Rights Reserved
Available Formats
Download as PPT, PDF, TXT or read online on Scribd
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Chapter 9: Intersections, p.9-1 ~p.

9-28)
Objectives:

Become familiar with general design principles for atgrade intersections


Become familiar with the typical intersection types and
their characteristics
Know what the channelization is, objectives for using
channelization, and factors affecting its application
Become familiar with general characteristics of
roundabouts and their applications
Become aware of issues related to alignment and profile

Intersection types

At-grade
Grade separated

With ramps
(Interchanges)
Without ramps
(meaning no
connection
between the
intersecting
roads!)

9.2 General Design Considerations and


Objectives (p.9-2)
Main objective: Facilitate the convenience, ease, and
comfort of people traversing the intersection while
enhancing the efficient movement of motor vehicles,
buses, trucks, bicycles, and pedestrians.
Need to meet two conflicting objectives:
Minimize the severity of potential conflicts among different
streams of traffic and between pedestrians and turning
vehicles.
Provide for the smooth flow of traffic across the intersection

9.2.3 Design objectives of intersection


design (p.9-4):

Human factors (approach speed, user expectancy, decision and


reaction times, etc.)

Traffic considerations (appropriate capacity, distribution of vehicle


types and turning movements, approach speeds, special treatments for
transit vehicles, pedestrians, and bicycles)

Physical elements (abutting properties, traffic movements generated by


them, intersection angle, existence and location of traffic control
devices, sight distances, specific geometric characteristics)

Economic factors (cost of improvements, effects of improvements on


the values of abutting properties, the effect of improvements on energy
consumption

Functional intersection area (operational intersection area including


deceleration and acceleration zones as well as queuing areas) (9.2.2 in
GB2011)

9.2.2 Intersection Functional Area, p.9-2

McDonald at Bulldog & Freedom

9.3.1 At-grade intersections (pay attention


to channelization techniques): T or 3-leg
(p.9-11)
Unchannelized

Channelized
Flared

9.3.2 At-grade intersections (pay attention to


channelization techniques): 4-leg (p.9-14)

ane
s
LT L

RT Lanes

LT Lanes

Continuous flow
intersection
http://www.udot.utah.gov/cfi/

The Advantages of CFI

Simulations using VISSIM traffic modeling software show that CFI


outperforms conventional alternatives dramatically. In case after case,
CFI produced extraordinary improvements in levels of service under
existing traffic loads and reductions in average intersection delay of
90% or more.
Achieves significantly more capacity than conventional at-grade
intersection designs.
Offers substantial savings over grade-separated alternatives while
providing equal or better performance.
Can be deployed in one-, two-, three-, and four-legged versions.
Requires little more right-of-way than a conventional at-grade
intersection.
Provides clear lines of sight, avoiding the visual barriers created by
overpasses.
Helps reduce pollution by reducing congestion.
Requires shorter construction time and less utility relocation.

Diverging Diamond Interchange

https://www.youtube.com/watch?v=B5JtZMPTNAY

SPUI (Single Point Urban Intersection)

https://www.youtube.com/watch?v=mwpoPQ1SPJU

9.3.3 At-grade intersections (pay attention to


channelization techniques): Multi-leg (p.9-19)

Mulry Square in
Greenwich
Village,
Manhattan, New
York City

9.3.4 From a circle to a roundabout (p.9-21)

A typical circle Place dEtoile


(Place Charles de Gaulle)

Roundabouts different from circles


Circles may have a
signal, STOP signs, nocontrol at entry
Roundabouts are
always controlled by
Yield signs.

Splitter islands

Peds are not allowed


to use the central island

No parking in the
circle

Circulating vehicles
always have the ROW.

Typical markings for roundabouts with one lane

Roundabouts from MUTCD

Roundabouts different from circles


Advantages:
Provides non-stop
movements

Reduce crash
occurrences

In Australia

Reduce crash severity

Esthetically appealing

Function as a traffic
calming measure

In Maryland

Good for low to


medium traffic.
Definitely NOT for
high volume
intersections Too
many weavings in a
short distance

In Norway

Sometimes problems exist


Lehi Roundabout

Wrong sign type


Correct one is shown here.
When a train
comes

Problems How do we provide safe


crossing to pedestrians

Park City RA
Where does the pedestrian
crossing end?

UVU RA
The signs say no pedestrian
crossing, but where can they go?

Mythbusters 4 way stop vs.


roundabout

https://www.youtube.com/watch?v=RzqJRBtnER8

9.4.2 Alignment (p.9-25)


Longer walking
distance

Suggested improvements to
intersections with acute angle
problems

Angle of turn
Obtuse angle
The angle of
turns should
be 60 to 120
degrees.
Acute angle
(see p.581)

Wider pavement needed for turning


vehicles because of off-tracking

Superelevation
problem

9.4.3 Profile at intersections (p.9-27)


Make it as flat as possible
Avoid approach grades in excess of 3%
Avoid grade changes at intersections (Crest sight
distance problems, Sag drainage problems)
The grade line of the major highway should be carried
through the intersection. Adjust the grade for the normal
crown of the crossroad to an inclined cross section at its
junction with the major road. Example in the next slide
Example: N. Univ. Avenue & Bulldog
Blvd. Which street has the normal
crown kept through the intersection?
Can you see this little pond of
water?

Columbia Lane and Grandview Road (the


signalized intersection on Columbia Lane just
Columbia Lane is the major
north of DI).
road at this intersection and
its grade is kept. Because
there is a normal crown, the
stop bar on the far side
cannot be seen.

The cross slope of the minor street is


adjusted to the slope of Columbia Lane.
When you have time, drive there to see
how pavement surface is adjusted for
main line grade.

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