Fundamentals of

Intersection Design
Comprehensive Training for DPWH Field Engineers
Bureau of Quality and Safety

February 11, 2019

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
1. Definition of Roadway Intersection 2/3
Physical and Functional Area

Physical Area

Entry
Approach Exit

Functional Area Through

Turning
1. Definition of Roadway Intersection 3/3
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
- Control type
Infeasible region

Minor street two-way volume (veh/h)

Minor flow >

Two-way Stop Control (TWSC)

Major flow
SIG
All-way Stop Control (AWSC) Signalized
AWSC
AWSC
Unsignalized intersection
Signalized intersection
Interchange TWSC
TWSC

Roundabout
- Number of legs Major street two-way volume (veh/h)

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
2.1 Types of Intersection – Control Type 2/5

All-Way Stop Control (AWSC)

STOP STOP

STOP STOP

Right-hand Rule
2.1 Types of Intersection – Control Type 3/5

Signalized intersection
Movements are
separated by TIME

Green
indication
has the Right-
Of-Way to
cross the
intersection
2.1 Types of Intersection – Control Type 3/5

Interchange
Movements are
separated by
SPACE

Flyover or
underpass
2.1 Types of Intersection – Control Type 5/5
Roundabout
2.2a Types of Intersection – Number of Legs 1/4

3-Leg Intersection

Single Lane
Approaches
2.2a Types of Intersection – Number of Legs 2/4

3-Leg Intersection
Right-Turn Lane and
Bypass Approaches

Designated Lanes
for Each Movement
2.2a Types of Intersection – Number of Legs 3/4

3-Leg Intersection
With pair of Right-Turn Lane
(Turning Roadway) and
Right-turn Island

With pair of Divisional Island

and Bypass lane
2.2a Types of Intersection – Number of Legs 4/4

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
2.2b Types of Intersection – Number of Legs 2/3

4-Leg Intersection

Flared and Marked with

Left-Turn Lanes
2.2b Types of Intersection – Number of Legs 3/3

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
2.2d Types of Intersection – Conflict Points 2/4

4-leg roundabout
2.2d Types of Intersection – Conflict Points 3/4
Example: PULILAN JUNCTION

Permitting all traffic movements, a 5-leg

intersection has at least 79 conflict points.
2.2d Types of Intersection – Conflict Points 4/4
Example: ARAYAT JUNCTION

Permitting all traffic movements, a 6-leg

intersection has at least 172 conflict points.
2.2c Types of Intersection – Number of Legs
Multi-Leg Intersection

NOTE!
It is recommended that an
intersection have no more
than four (4) legs.
3. Common intersection geometric
design considerations
• Alignment and profile
• Intersection approach sight triangle
• Turning roadway and channelization
• Auxiliary lanes
• Indirect left turns and U-turns
3a. Common intersection geometric
design considerations

Alignment and Profile

3a.1 Alignment and Profile –
Intersection design basic guidelines 1/2
• Avoid, if possible, intersections in cuts or near the
crest of vertical curves

• Avoid placing the

intersection where the
major road is on a sharp
horizontal curve

• Avoid intersections where

either road is on a steep grade
3a.1 Alignment and Profile –
Intersection design basic guidelines 2/2
• Where an intersection occurs in fill with the
major road considerably higher than the
minor road, make certain that the ramps of
the minor road begin some distance from
the edge of the major road.

h
Minor d

• Make the intersection as nearly right

angled as possible. β = 90 ⁰
3a.2 Alignment and Profile – 1/5
Realignment variations at intersections

Realigning at right angles

3a.2 Alignment and Profile – 2/5
Realignment variations at intersections
Offset intersections

New alignment
Old alignment ( Conflicts – 18 )
( Conflicts – 32 )

Intersections at tangents

Old alignment
New alignment

Relative speed reduced

3a.2 Alignment and Profile – 3/5
Realignment variations at intersections
3a.2 Alignment and Profile – 4/5
Realignment variations at intersections
Relative Velocity
A (60 kph)
A (60 kph) B (10 kph)

160⁰
B (60 kph) A (60 kph)
B (60 kph)
Relative speed = Relative speed =
Relative speed = 118 62 kph
85kph kph

CONCEPTS:
• Kinetic energy, physics
of collision: impulse
and momentum, Law
of Conservation of
Linear Momentum
3a.2 Alignment and Profile – 5/5
Realignment variations at intersections
Alteration of approach alignment and
channelization

Before After
3b. Common intersection geometric
design considerations

Intersection Sight
Triangles
Specified areas along intersection approach legs and across
their included corners should be clear of obstructions that
might block a driver’s view of potentially conflicting vehicles.
3b. Intersection Sight Distance -
Intersection design basic guidelines
• Specified areas along intersection approach legs and
across their included corners should be clear of
obstructions that might block a driver’s view of potentially
conflicting vehicles.
3b.1 Intersection APPROACH Sight
Triangle

STOP STOP

Approaching
3b.2 Intersection DEPARTURE Sight
Triangle

Departing

Time gap (Passenger Car 7.5s)

ISD = 0.278 (Vmaj) (tg)

Design speed of major road (kph)

Intersection Sight Distance, m
3c. Common intersection geometric
design considerations

Turning Roadways and

Channelization
3c. Turning Roadways and
Channelization
Bus right-turning at East Service
Road, Taguig
3c.1a Turning Roadways 1/5
Minimum edge-of-travelled way design
Effect of curb radii on right-turning paths of various design
vehicles

WB-33

WB-19

SU-12 City Transit Bus

SU-9
Design are based on minimum
turning path of the design
vehicle
3c.1a Turning Roadways 2/5
Minimum edge-of-travelled way design
Effect of curb radii on right-turning paths of various design
vehicles

NOTE!
The corner radius
should be based on
minimum turning
path of the selected
design vehicle.
3c.2 Channelization 1/5

• Channelization is the separation or 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.
3c.2 Channelization 2/5
• Channelizing islands, purposes:
 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
3c.2 Channelization 3/5
Painted island markings
• Painted islands may be used at the
traveled way edge.
• Atsome intersections, both curbed and
painted islands may be desirable.
• Allpavement markings should be
reflectorized.
• Theuse of thermoplastic striping, raised
dots, spaced and raised reflective
markers, and other forms of long-life
markings also may be desirable.
 3c.2 Channelization 4/5
Examples

Quezon Avenue-West Avenue-

Timog Avenue intersection
3d. Common intersection geometric
design considerations

Auxiliary Lanes
 3d.1 Left-turn auxiliary lane 3/3
Left-turn storage bay at Quezon Avenue-G. Araneta Avenue
intersection

Makati Avenue-Ayala Avenue

intersection
3d.2 Deceleration lane for right turn 2/3
Components of deceleration lane
Full Physical Length
Full Deceleration Lengths

L4 L3 L2 L1
L to complete Taper Distance
Storage
deceleration to a distance travelled during
Length
stop perception-
reaction time

Desirable Full Deceleration Lengths

Speed (kph) Distance (rounded to 5m)
30 20
50 45
65 85
80 130
95 185
110 245
Free-Flow Turning Roadways
Median Openings
Median openings
Control radii at intersections for 90-degree left turns
Median openings
Minimum design of median openings using P design vehicle
Indirect Left Turns and
U-Turns
Vehicular movements at an
intersection with U-turn
roadways for indirect left turns
Example
U-turn slot along Quezon Avenue
Typical design for U-turns
U-Turn Roadways for Indirect Left Turns on Arterials with Wide Medians
Roundabouts
Example
Mabuhay Rotonda,
Quezon City
Roundabout
• A roundabout is an intersection with a central island around
which traffic must travel counterclockwise and in which
entering traffic must yield to circulating traffic.
• Modern roundabouts are circular intersections with specific
design and traffic control features that include:
 Yield control for all entering traffic
 Channelized approaches
 Appropriate curvature designed into the intersection geometry so
that travel speeds on the circulatory roadway are typically less than
50 km/h
 Splitter islands on each leg of the roundabout
Roundabout design principles
• The goal of any roundabout design, regardless of category
or location, should be to achieve these principles:
 Provide slow entry speeds and consistent speeds through the
roundabout by using deflection;
 Maximum 30-40 km/hr for single-lane roundabout
 Maximum 40-50 km/hr for multilane roundabouts
 Provide the appropriate number of lanes and lane
assignment to achieve adequate capacity, lane volume, and lane
continuity;
 Provide smooth channelization that is intuitive to drivers and
results in vehicles naturally using the intended lanes;
 Provide adequate accommodation for the design vehicles;
 Design to meet the needs of pedestrians and cyclists; and
 Provide appropriate sight distance and visibility.
Basic geometric elements of a
roundabout
Basic design considerations
• Design speed
• Design vehicle
• Geometric elements
 Radial alignment of
approaches and entries
 Inscribed circle diameter
 Entry width
 Circulatory roadway width
 Central island
 Entry curves
 Exit curves
 Splitter island
Radial alignment of entry
approaches
Basic roundabout categories
Design and operational elements for basic roundabout categories
Roundabout at Quezon City, Metro Manila
Exercise
Intersection along Daang Maharlika, Leyte
Intersection along Apayao-
Cagayan Road, Cagayan
Intersection along Sta. Rosa-Tarlac Road, Nueva Ecija
Intersection along Sta. Rosa-Tarlac Road, Nueva Ecija
Intersection along Daang Maharlika, Nueva Vizcaya
Intersection along Manila North Road, Bauang, La Union
Intersection along Daang Maharlika, Naga City
Intersection along Daang Maharlika, Tuguegarao City
Intersection in General Santos City
Roundabout along Daang Maharlika, Naga City
Intersection at Laoag City, Ilocos Norte
Intersection at Laoag City, Ilocos Norte
Roundabout at Laoag City, Ilocos Norte
Intersection at Iloilo City
Intersection at Lipa City, Batangas
Intersection along Manila North Road, Pampanga
Intersection along Manila North Road, Pampanga
Intersection at Gapan City, Nueva Ecija
Thank you!
Any question/s?