Académique Documents
Professionnel Documents
Culture Documents
On
URBAN ROADS, INTERSECTIONS AND
ROAD SECTIONS
PREPARED BY :
KANDARP RAJYAGURU
P16UP004
GUIDED BY:
DR. KRUPESH A. CHAUHAN
CONTENTS
2. ROAD INTERSECTIONS
2.1 INTRODUCTION
2.2 INTERSECTION TERMINOLOGY
2.3 INTERSECTION TYPES AND CONFIGURATIONS
3. ROAD SECTIONS
3.1 CROSS SECTION OF RURAL ROADS
3.2 CROSS SECTION OF URBAN ROADS
1)
This system is suitable for a fairly plain country, without any predominant natural
features. Here the streets have equal widths and they cross each other at right angles.
Prominent examples being Chandigarh and Jaipur in India.
Advantages
CHANDIGARH
CITY PLANNING
Disadvantages
This system produces monotonous effect, since the roads are straight, as a result
vistas are open, devoid of variation or surprises.
This system does not provide shorter routes for direct access to CBD areas.
JAIPUR
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CITY PLANNING
Disadvantages
LONDON
CITY PLANNING
In this system the circular or ring road are connected to radial roads. It is also called
Spider Web System.
This system represents the most natural growth as many cities roughly posses a part of
this feature.
Ring roads round the hub of a town, so that each growth or part is near to the centre.
Classic examples being Washington D.C. and New Delhi.
Advantages
WASHINGTON DC
CITY PLANNING
The radial roads provide direct access to the heart or central part of the town and are
earmarked for fast moving traffic. Hence, these ring roads can be designed as arterial
roads.
The circular roads function as the intermediary between diagonal roads and local roads.
The circular roads help to distribute the local traffic to the different thoroughfares.
Hence it is most suitable from traffic point of view.
This system is found to be more useful for the economic expansion of the town
particularly if the town has central features such as important public buildings, market
etc.
Disadvantages
The plots are formed trapezoidal in shape. So a lot of space is wasted due to irregular
portions left out..
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NEW DELHI
CITY PLANNING
1.2.1 DEFINITIONS
1) Arterial Road
A general term denoting a street primarily for through traffic, usually on a continuous route.
2) Sub-Arterial Road
A general term denoting a street primarily for through traffic usually on a continuous route
but offering somewhat lower level of traffic mobility than the arterial.
3) Collector Street
A street for collecting and distributing traffic from and to local streets and also for providing
access to arterial streets.
4) Local Street
A street primarily for access to residence, business or other abutting property.
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This system of streets, alongwith expressway where they exist, serves as the principal
network for through traffic flows.
Significant intra-urban travel such as between central business district and outlying
residential areas or between major suburban centres takes place on this system.
Arterials should be coordinated with existing and proposed expressway systems to provide
for distribution and collection of through traffic to and from sub-arterial and collector
street systems.
A properly developed and designated arterial street system would help to identify
residential neighbourhoods, industrial sites and commercial areas.
These streets may generally be spaced at less than 1.5 km in highly developed central
business areas and at 8 km or more in sparsely developed urban fringes.
Parking, loading and unloading activities are usually restricted and regulated. Pedestrians
are allowed to cross only at intersections.
2)
Sub-Arterial Road
These are functionally similar to arterials but with somewhat lower level of travel mobility.
Their spacing may vary from about 0.5 km in the central business district to 35 km in the
sub-urban fringes.
The function of collector streets is to collect traffic from local streets and feed it to
the arterial and sub-arterial streets or vice-versa.
4)
Local streets
These are intended primarily to provide access to abutting property and normally do
not carry large volumes of traffic.
Majority of trips in urban areas either originate from or terminate on these streets.
2. ROAD INTERSECTIONS
2.1 INTRODUCTION
An intersection is the area where two or more streets join or cross atgrade.
The intersection includes the areas needed for all modes of travel: pedestrian, bicycle, motor vehicle,
and transit. Thus, the intersection includes not only the pavement area, but typically the adjacent
sidewalks and pedestrian curb cut ramps.
The intersection is defined as encompassing all alterations (for example, turning lanes) to the
otherwise typical crosssections of the intersecting streets.
Focus of activity The land near intersections often contains a concentration of travel destinations.
Conflicting movements Pedestrian crossings and motor vehicle and bicycle turning and crossing
movements are typically concentrated at intersections.
Traffic control At intersections, movement of users is assigned by traffic control devices such as yield
signs, stop signs, and traffic signals. Traffic control often results in delay to users traveling along the
intersecting roadways, but helps to organize traffic and decrease the potential for conflict.
Capacity In many cases, traffic control at intersections limits the capacity of the intersecting
roadways, defined as the number of users that can be accommodated within a given time period.
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2. ROAD INTERSECTIONS
2.2 INTERSECTION TERMINOLOGY
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2. ROAD INTERSECTIONS
2.3 INTERSECTION TYPES AND CONFIGURATIONS (AT GRADE)
Intersections can be categorized into four major types.
1)
SIMPLE INTERSECTIONS
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2. ROAD INTERSECTIONS
2.3 INTERSECTION TYPES AND CONFIGURATIONS (AT GRADE)
2)
FLARED INTERSECTIONS
Flared intersections expand the crosssection of the street (main, cross or both).
The flaring is often done to accommodate a rightturn lane, so that rightturning
bicycles and motor vehicles are removed from the throughtraffic stream to
increase capacity at highvolume locations, and safety on higher speed streets.
* Please consider the lanes according to the left hand drive system.
Intersection approaches can be flared slightly, not enough for additional approach
lanes but simply to ease the vehicle turning movement approaching or departing
the intersection. However, adding flare to an intersection increases the pedestrian
crossing distance and time.
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2. ROAD INTERSECTIONS
2.3 INTERSECTION TYPES AND CONFIGURATIONS (AT GRADE)
3) CHANNELIZED INTERSECTIONS
Channelized intersections are usually large and, therefore, require long pedestrian
crosswalks. However, the channelization islands can effectively reduce the
crosswalk distance in which pedestrians are exposed to moving motor vehicles.
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2. ROAD INTERSECTIONS
2.3 INTERSECTION TYPES AND CONFIGURATIONS (AT GRADE)
4) ROUNDABOUTS
The roundabout is a channelized intersection with oneway traffic flow circulating around a central
island.
All trafficthrough as well as turningenters this oneway flow. Although usually circular in shape,
the central island of a roundabout can be oval or irregularly shaped.
Roundabouts are also considered as traffic calming devices in some locations since all traffic is slowed
to the design speed of the oneway circulating roadway.
PARAMETERS
ROUNDABOUTS
ROTARY
Size
Outer diameter 24 to 40 m.
Speed
Capacity
Safety
2. ROAD INTERSECTIONS
2.3 INTERSECTION TYPES AND CONFIGURATIONS (AT GRADE)
4) ROUNDABOUTS
SR.NO.
ADVANTAGES
DISADVANTAGES
1.
2.
Does not operate satisfactorily when the traffic volumes on two or more
intersection legs approach their capacities.
3.
A rotary requires more right of way and generally cost more than other at
grade sections.
4.
All turns can be made with ease, although extra travel distance is
required for all the movements except left turns.
5.
6.
7.
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2. ROAD INTERSECTIONS
2.3 INTERSECTION TYPES AND CONFIGURATIONS (AT GRADE)
5)
Most intersections have three or four legs, but multileg intersections (five and
even sixleg intersections) are not unusual.
When skew angles are less than 60 degrees, the designer should evaluate
intersection modifications to reduce the skew.
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2. ROAD INTERSECTIONS
2.3 INTERSECTION TYPES AND CONFIGURATIONS (GRADE SEPERATED)
Interchanges are described by the patterns of the various turning roadways or ramps.
The interchange configurations are designed in such a way to accommodate
economically the traffic requirements of flow, operation on the crossing facilities,
physical requirements of the topography, adjoining land use, type of controls, right-ofway and direction of movements.
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2. ROAD INTERSECTIONS
2.3 INTERSECTION TYPES AND CONFIGURATIONS (GRADE SEPERATED)
1) TRUMPET INTERCHANGE
Trumpet interchange is a popular form of three leg interchange. If one of the legs of
the interchange meets a highway at some angle but does not cross it, then the
interchange is called trumpet interchange.
The principal advantages are low construction cost and are useful for highways as well
as toll roads. But the limitations in employing trumpet interchanges are it leaves a
redundant patch of the land within the loop.
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2. ROAD INTERSECTIONS
2.3 INTERSECTION TYPES AND CONFIGURATIONS (GRADE SEPERATED)
2) DIAMOND INTERCHANGE
This particular intersection has four one way ramps which are essentially parallel to
the major artery.
The left turn crossing movement conflicts are considerably reduced by eliminating the
conflict with the traffic in opposite direction. All the remaining left turn conflicts,
merging and diverging manoeuvre conflicts take place at the terminal point of each
ramp.
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2. ROAD INTERSECTIONS
2.3 INTERSECTION TYPES AND CONFIGURATIONS (GRADE SEPERATED)
3) CLOVERLEAF INTERCHANGE
It is also a four leg interchange and is used when two highways of high volume and
speed intersect each other with considerable turning movements. The main
advantage of cloverleaf intersection is that it provides complete separation of traffic.
There are two points of entry and exit on each through roadway. The first exit is
provided before the cross road structure allows left turn movements. The second exit,
immediately after the cross road structure, allows for right turn movements.
There are also disadvantages of greater travel distances, higher operating costs,
difficult merging sections, circuity of travel, large areas for loops, sight distances to
exits at the other side of the bridge, confusion caused by turning left to go right and
large rights-of-way occasioned by the radius requirements necessary for satisfactory
speeds on the ramps.
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3. ROAD SECTIONS
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3. ROAD SECTIONS
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3. ROAD SECTIONS
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3. ROAD SECTIONS
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THANK YOU
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