ARAHAN TEKNIK (JALAN) 11/87 JKR 201101 - 001 87 JABATAN KERJA RAYA A GUIDE TO THE DESIGN OF AT-GRADE INTERSECTIONS CAWANGAN JALAN, IBU PEJABAT J.K.R., JALAN SULTAN SALAHUDDIN, 50582 KUALA LUMPUR.ARAHAN TEKNIK JALAN INI DI CETAK PADA SEPTEMBER 2006PREPACE This Avahan Teknik (Jalan) on "A Guide To The Design of 4t-crale Intersections" replaces "Interim Guide To Jumctton Design ~ IkR/J(RD)0019/@8" which wae publishad in August 1982, It is to be ueed for the geonetrio design of all at-grade intersections (whether nev or improvenente) and ia to be used in conjunction with Arahan Teknik (Jalan) 3/86 - "4 Guide To Geometric Deoign Of Roadie”, Arahan Teknik (salan) 13/87 - "A Guide To Traffic Signal Design" and other relevant Arahan Teknike. While the geometric standards indicated in thie Arahan Teknik is to be follaved at all times, it is recognised that in some instances, due to site constrainte or obhemise, the required etandards may not be attainable except ata prohibitive cost. In euch instances, the engineer/consultant should refer to his suporior/client for afinal decision, although the concepts of safety and design expreased in this Arahan Teknik (Jalan) should always be maintained. The engineer is encouraged to etudy the various references as inticatal in the Appendix to fully understand some of the concepte and approaches adopted in this Aranan Tekntk (satan). Thies Arahan Teknik (Jalan) will be updated fran time to time and in this reepect amy feedback fron usere will be most welcane. Any canments should be sent to Cavangan dalan, Ibu Pejabat JKR.A GUIDE TO THE DESIGN oF AT GRADE INTERSECTIONS CONTENTS CHAPTER 1: PRINCIPLES OF DESIGN 1a 1.2 1.3 1s 1.7 1.8 1.9 General Types of Conflicting Manoeuvers Types of At~Grade Intersect ion Layouts Factors Influencing Design Safety Points of Conflict Area of Conflict Major Movements Control of Speed Traffic Control and Geonetric Design Capacity Location of Intersect ion Spacing of Intersections Channeli sation Excessive Channeli sation CHAPTER 2: DESIGN CONTROLS 2 2.2 2.3 24 2.5 2.6 Priority Control Traffic Design Speed Design Vehicles Select ton of Intersect ion Type Combination and Coordination in Successive Intersect ions ti) PAGE 1-8 10 10 10 15,CHAPTER 3: GECMETRIC STANDARDS 17-62 3.1 General 7 3.2 Horizontal Alignment 7 3.3. Vertical Alignment v7 3.4 Sight Distance 19 3.5 Right Turn Lanes 27 3.6 Left Turn Lanes 33 3.7 Pavement Tapers 39 7 3.8 Auxiliary Lanes _ Az 3.9 Islands and Openings 44 3.10 Widening of Major Road 54 3.11 Minor Road Treatment 37 3.12 Shoulders 61 3.13 Crossfall and Surface Drainage 61 CHAPTER 4: CAPACLTY OF INTERSECT LONS 63-83 4.1 General 63 4,2 Level of Service 63 4.3 Capacity of Unsignalised Intersect ton 64 4.4 Capacity of Signalised Intersect ton 74 4.5 Capacity of Roundabouts 7 CHAPTER 5: OTHER RELATED ELEMENTS: 81-86 Sel Pedestrian Facilities at 5.2 Lighting 83 5.3 Public Utilities 83 5.4 Parking 83 5.5 Traffic Signs and Lane Markings iAPPEND IK APPENDIX APPENDIX APPENDIX APPENDIX APPENDIX 5.6 Drainage 5.7 Landscaping 5.8 Stop Line GENERAL WARRANTS FOR TRAFFIC CONTROLLED SIGNALS WORKSHEETS FOR CAPACITY CALCULATIONS OF UNSIGNALISED INTERSECTIONS USEFUL REFERENCE FIGURES EXAMPLE CALCULATIONS FOR CAPACITY OF UNSIGNALISED INTERSECT IONS LIST OF REFERENCES (iit) 84 84 84 Al-A6 BI-B5 ci-c12 DI-pL1 ELFigure 31 32 33 3h 35 36 7 +8 310 311 eZ 313 314 315 316 317 +18 319 3-20 LIST OF FIGURES Desirable separation of staggered T-junct ions Intersection sight triangle Sight distance at intersections (minimum sight triangle) Sight distance at intersection data or acceleration from stop Sight distance at intersect ions Effect of skew Effect of grade on stopping sight distance, wet conditions Correction factor for the effect of grade on acceleration time ta Right-turn lanes Seagull islend Right-turn clearance Island areas Turning radii Design of separate left-turn lanes ‘Types of taper Length of deceleration lanes Correct ion for grate Treatment in approach to left turns Length of acceleration lanes Correction for grade ‘Treatment for acceleration lane taper tiv) 18 20 22 28 28 29 29 31 34 34 38 38 al 43 45 45 45 46 46 46321 3-22 323 324 225 3-26 3-27 328 3-298, 3-298 ol 4-2. 4-3 a4 45 (Cont“d.) Direct ional island Offset to median island 7 End treatment for narroy medians Medi an temminal treatments Painted island Medi an opening One-way entrance to a service road, etc. Widening by S-curves Standard design of guide island Standard design of guide island Definition and computation of conflict ing traffic volumes Potential capacity based on conflicting traffic volume and critical gap size Impedance factors as a result of congested movenents ILlustration of impedance calculations Notation for capacity calalation (roundabout ) Typical lane and pavement markings (y) 49 51 51 52 53 53 55 56 39 60 67 70 n 72 80 85Table a1 2-24 2-28 1 32 33 +4 fel 4-2 4-3 5, LIST OF TABLES Desirable minimum spacings of intersect tons Desirable vehicles for Intersect ion design Selection of Intersection type Selection of Intersection type Sight distance for Intersect ion approach Minimum design speeds for left-turn channel Lane widths for left-turn lane Minor road treatment Level of service Conve rsion to P.C.U. for unsignalised intersect ion Critical gap size selection Level of service criteria for unsignali sed intersect ion Level of service criteria for signalised intersect ton (vi) 11 13 14 25 35 40 58 63 66 mn m4 75Tankty Pengarah, Cawangan Kejurutergan Jalan & Geotwknik Tou Pejabat JKR Malaysia, Tingkat 22, Menara Tun Razak, Jalan Raja Laut, $0350 Kuala Lumpur (up: Penolong Pengarah Kanan Standard & Spesifikasi Unit Keselamatan Jalan) Perkara : Akuan Pene han Teknik Jalan Saya Nama Jawatan Organisasi (urs pejobst) telah menerima Arahan Teknik Jalan seperti berikut han Teknik Jalan Bil Naskah 1 Avahan Tekk 5) 1. 88 ( Pindaan 1°89) REAM Mamuil On Design Of Guidelines Of Longitunal Traffic Bavvier 2 Arahan Tekwk (J) 2A °85 Manual On Traffic Conzvol Devices » Standaril Traffic Sig Arahan Teknik (J) 23 88 Manual On Traffic Control Devices : Standard Sign Application 4 Arahan Teknik (1) 20 85 Manual On Traffic Control Devices : Temporary Signs And Work Zone Control 5 Arahan Teknik (J) 2D/ 8S Manual On Traffic Control Devices . Road Marking And Delineation REAM 6 Arahan Teknik (9) 2E » $7 Manual On Traffic Control Devices - Guide Signs And Design Application 7 Arahan Teknik (J) 3/85 ( Pindaan 1‘ 88) Garispandvan untuk memproses permohonan pembengunan tepi jalan persekutvan 8. Arahan ‘Veknik (J) 4 85 ( Pindaan 1997 ) Applicavon For The Installation Of Public (tility Services Within The Road Reserve: First Schedule» Guidelines For JKR Engineers REAM Second Schedule : Instruction To Applicant REAM 9. Arahan Teknik (1) $85 Manual On Pavement Design10, n 12. 13. 14, 15 16, 17, 18, 20, 21 23, 24. 25. 26. 27. 28. 29. 30. Arahan Tekh (1) 6/85 ( Pindaan 1 S8) Guidelines For Presentation Engincering Drawings Arahan Teknik (57 85 Garispanduan Untuk Penyediaan Pelan Pengambilan Balik Tanah Bagi Projek Jalan Arahan Teknik (J) 8/86 A Guide On Geometric Design Of Roads Arahan Teknik (1) 9/86 Guidelines For The Installation Of Kilometre Post Arahan Teknik (3) 1086 A Guide To The Design Of Cycle Track Arahan Teknik (J) 11/87 A Guide To The Design Of At - Grade Intersection Arahan Teknik (J) 12/87 A Guide To The Design Of hnerchanyes ‘Arahan Teknik (1) 13/87 A Guide To The Design Of Traffic Signals Arahan Teknik (J ) 14/87 Model Terms Of Reference Far Detaled Ground Survey And Engineering Design Of Kouds Arahan Teknik (J) 15/97 Intermediate Guide To Dramage Design Of Roads Nota Teknik (1) 18/97 Basic Guidelines On Pedestrian Facilities Nota Teknik (J) 19/97 Intermediate Guulelines To Road Reserve Landscaping Nota Teknik (3) 20/98 Design Review Checklist Far Road Projects Construction Supervision Manual Far Contract Road Works Guidelines For Inspection and Testing Of Road Works A Guitle To The Visual Assessment Of Flexible Pavement Sufuce Condition Interim Guiite To Evaluation And Rehabilitation Of Flesible Road Pavement Interim Guide On tdentifving, Prioriising, and Testing Hacardous Locations On Roads In Malaysia Guidelines For The Environmental Inpact Assessment Of Highway / Road Projects Standard Specification For Road Works Road Safety Audit Guidelines For The Safety Audit Of Roads 4nd Road Projects In Malaysia REAM REAM33 34. 35 A Guide To Good Quality Control Practices (CD / Book ) sphalt Production And Construction Arahan Teknik (1) 1603, A Practical Guide Ta Prepare Bill Of Quantuies For Environmental Protection And Enhancement Nota Teknik (J) 23/03 Guidelines On The Estimation Procedures For Traffic Management During Construction erie ‘Standard Specification For sphalue Concrete For Road Pavement For Building Works ‘Stondard Specification For Rinuminous MacAdam For Ruud Pavement For Building Works ‘Sekian, terima kasib, ‘Saya yang menjalankan tugas, (Nama dan Cop Ras)1.0 Le 1.2 1.3 CHAPTER 1 PRINCIPLES OF DESIGN General, Intersections are an important part of the road system. Their capacity controls the volume of traffic within the network system. The tem intersection in this guide refers to both intersections and junctions, that is, where two or more roals cross or meets Each of these canbe further classified as either elemental or multiple. An elemental manoeuvre ocairs when ary two one-way, single lane movements interact. A miltiple manoeuvre occurs when more than two one-way single lane movements tae place. Multiple manoeuvres should be avoided as they confuse drivers; reduce safety and often reduce capacity. Where possible intersection design should attenpt to replace multiple manoeuvres with a series of elemental ones Types of Conflicting Manoeuvres There are four basic types of intersection manoeuvres; diverging, merging , crossing and weaving. The number of potential conflict points at an intersect ton depends on the (a) Number of approaches to the intersect ion (b) Number of lanes on each approach (c) Type of signal control (2) Extent of channelization and (e) Movements permitted Types of At-Grade Intersect ton Layouts An intersection at grade occurs where roads meet or intersect at the sane level, The folloving are the three basic types of intersection layouts at grate:-1.341 1.3.2 1.3.3 1.4 (a) Unchannelised and unflared (b) Flared (ec) Channelised Unchannelised and Unflared Intersect ions They are nomally adequate where minor roads meet. In urban areas, many local street intersections remain unchannelised for econanic reasons. In such cases, traffic can be controlied by signals or regulatory signs, such as STOP or GIVE WAY signs, on the minor roals. Regulatory signs are however not a substitute for channeli sation. Flared Intersect ions A flared intersection is a simple unchannelised intersect ion with additional through lanes or auxiliary lanes, such as speed-charge or right turn lanes. Speed change lanes alloy left or right-turning vehicles to reduce or increase speed when leaving or entering the through road without adversely affect ing the speed of the through traffic. Right turn lanes permit thraigh vehicles to pass on the left side of another vehicle waiting to complete a right turn at an intersect ion Channelised_Intersect ions A channelised intersect ion 1s one where paths of travel for various movements are separated and delineated. Raised traffic islands, raised markers and painted markings can be used for channelisation, A roundabout is a channelised intersection where traffic moves clodwwise around a central island. The layout of the intersection should be adequately illuminated by street lighting or defined by pavement reflectors, signing, etc. Factors Influencing Design At graie intersections present a driver with several points of conflict with other vehicles. The aims of intersection design are to improve traffic flow and reduce the likelihood of accidents.1.4.1 1.4.2 1.4.3 1.4.4 The principal factors influencing the design of an intersection are:~ (a) traffic volume and characteristics; (b) topography and environment; (c) economies; and (4) human factors Traffic - An intersection should accomodate with comfort and safety a design peak traffic volume. The needs of commercial vehicles should be considered. Consideration should also be given to operating speeds and turning path requirements at the intersection, the type of traffic control, the needs of pedestrians and buses and safety aspects. Topography and Environment - The location and design of an intersection will be affected by many factors including the alignment and grade of the approach roads, the need to provide for drainage, the extent of interference with public utilities, proper access and the presence of local features, both man-made and natural. Economies - Variation to existing intersections should be justified by commensurate benefits to traffic. Human Factors ~ In an intersection design, driver characteristics should be considered, i.e.: that Drivers :~ (a) tend to act according to habit; (b) tend to follow "natural" paths of movement; and (c) may become confused when surprised. These factors make it essential that a driver :~ (a) is made aware of the presence of an intersection; (b) is aware of the vehicles within and approaching the intersection; (c) has confidence in the course required to negotiate the intersection correctly and safely;1S 1.6 17 (a) encounters uniformity in the application of traffic engineering devices and procedures; and (e) ie allowed adequate reaction and decision time (three seconds between decisions is a desirable minimum). Safety Safety is a prime consideration in any intersection desi gn. Safe intersection design is based on the following principles :~ (a) Reduction of the number of points of conflict. (b) Minimising the area of conflict. (c) Separation of points of conflict. (a) Giving preference to major movements. (e) Control of speed. (£) Provision of refuge areas, traffic control devices and adequate capacity. (g) Definition of paths to be followed. Points of Conflict The number of conflict points can be reduced by prohibiting certain traffic movements and by eliminating some roads from the intersection. Conflict points can be separated by channelisation or by staggering four-way intersections, especially in rural areas. Area of Conflict Where roads cross at an acute angle or the opposing legs of an intersection are offset, excessive intersection area results. In general, large areas of uncontrolled pavement invite dangerous vehicle manoeuvres and should be eliminated. Channelisation and realignment can both reduce conflict area.1.8 1.9 Major Movements Preference should be given to the major traffic movements to allay thea direct free flowing alignment. Drivers who have travelled for long, unintermupted distances at high speed will be slow to react to a sudden change in alignment or to the entry of a high speed vehicle fron a minor road. Minor movements should be subordinated to major or high speed movements. Adequate warning on minor approaches should be provided. Control of Speed ‘The operating speed of traffic through an intersection depends on the:~ (a) alignment, (b) enviroment, (ce) traffic volume and composition, (4) extent and type of traffic control devices; and to a lesser extent (e) the number of points of conflict, (£) the number of possible manoeuvres, (g) the relative speed of the manoeuvres, Traffic Control and Geonetric Design In intersection design, the possible use of control devices and other road furniture should be considered. Most of the criteria for geometric design are common to both signalised and unsignalised intersections. The design of an intersection to be controlled by signals can differ significantly from one requiring only channelisation and signs. For example double right turn lanes which aim at shortening storage Length are effective only at signalised intersections as at unsignalised intersections, the number of vehicles which can depart fron the queue is dependent on the Erequency of acceptable gaps in the major stream disregarding the number of storage lanes. Left turn lanes at a signalised intersection requires additional consideration, as queueing vehicles on the most left lane vaiting for the green signal would block the entrance to the left turning channel. This is much less significant in unsignalised intersect ions,Led 1.12 edd Capacity. The design must provide adequate traffic capacity throsghout the expected life of the intersection. This may involve the design of separate construction stages before the ultimate development of the intersect ion is reached, Location of Intersection The efficiency of major roads, in tems of capacity, speed and safety depends greatly upon the nunber, type and spacing of intersect fons and median openings. Intersect ions should not be located at sharp horizontal curves, steep grades or at the top of crest vertical cutves or at the bottom of sag vertical curves. Future co-ordination of traffic signals should also be carefully considered in determining intersection spacing. Spacing of Intersect tons The spacing of intersections depends on factors such as weaving distance and, storage length required for queueing traffic at signalised intersections and the lengths of right turning Lanes, Table 1-1 gives the desirable minimum spacings of Intersections for the various categories of the major roads. Channeli sation It is not practicable or desirable to standardise the design of channelised layouts. The layout for a particular site depends on the traffic pattern; traffic volume; the area which is economically available for improvement; topography; pedestrian movement; parking arrangement; the planned ultimate development of the neighbourhood and the layout of the existing roads. As well as separating conflicting movements, channeli sation ts used to i- (a) reduce the general area of conflict by causing opposing traffic streams to intersect at (or near) right angles, (b) merge traffic stream at small angles to ensure lov relative speed between the conflicting streams,AREA CATEGORY OF MANOR ROAD SPACING (m) EXPRESSWAY 3.000 HIGHWAY vx 70 RURAL PRIMARY: Yu 10 SECONDARY Vu MINOR Yu 3 EXPRESSWAY. 1500 ARTERIAL, Vx3xn URBAN COLLECTOR Vx2xea LOCAL STREET VxlSxn V = DESIGN SPEED IN Km/h. n= no. OF THROUGH LANE IN ONE DIRECTION TABLE: 1-1DESIRABLE MINIMUM SPACINGS OF INTERSECTIONS 1.1.15 (eo) (a) Ce) () (a) (h) a) control the speed of traffic crossing or entering an intersect ton, provide a refuge for turning or crossing vehicles, prohibit certain turning movements, improve the efficiency and layout of signalised intersect ions, provide protection for pedestrian, improve and define alignment of major movements and, provide locations for the instal lation of traffic signals and regulatory signs. Excessive Channeli sation Care should be taken to install only the minimum number of (a) (b) (c) (a) island as excessive channelisation can := result in unwarranted obstructions on the road pavement, unnecessarily restricting parking and private access adjacent to the intersect ion, cause problems of pavement maintenance and drainage and, create confusion,2.0 2.2 CHAPTER 2 DESIGN CONTROLS Priority Control A11 intersections shall be designed under the assumption that one of the intersecting roads has priority except where the intersect ion is signalised. The priority road will nomelly be that which is of the higher design standard. Tf the two roads are of the sane standard, then the priority road shall nomally be that for which the highest traffic volume is predicted. In T-junctions and staggered junctions (which may be considered as two T-junctions) the priority road shall be the through road. If the main traffic flow in a T-junction is on the stem of the T, thena change of layout should be considered. The two roads of the intersection are nomally referred to as the major road (priority road) and the minor road. Traffic The capacities of minor intersections are in general suffictent to meet the expected traffic volumes and detailed traffic forecasts and capacity calalations ate therefore normally not required. Intersect fons where the major road carries a large volume of through traffic or where the tuo roais carry nearly the same volime of traffic my on the other hand have insufficient capacity for crossing or turning traffic flavs, for which particular types of capacity increasing measure may have to be té&en, Detailed traffic forecasts for such intersections must be carried out in order to provide the necessaty data for capacity calculations. A detailed traffic forecast shall provide hourly traffic flows in all directions in the design year. The design year shall be 10 years after construction for an isolated intersection or similar to the design year of the thraigh roadway if the intersection 1s part of an overall road improvement project. A staged constmetion for a 5 year traffic requirenent 1s acceptable for isolated intersections in urban areas. However, the land requirenents must be sufficient for the full design year intersection layout. For urban areas, the peak hour factor (PHF) should also be determined. In the absence of any data, a value of 0.85 for the PHF can be used.2.3 264 2e4eL 2ehe2 264.3 2.5 Design Speed The design speed on the major road through the intersection should be similar to that on the open section, However, all at-grade intersection are not considered safe at design speeds exceeding 90ku/hr. Hence, for design speeds exceeding 90km/hr, preference should be made to upgrale the at-grade intersection to an interchange or alternatively, speed limits at the intersect ton should be introduced. Vehicles on the minor road can be assumed to approach the intersection at the design speed of the road and drivers should be able to perceive the intersect ton from a distance not less than the stopping sight distance as given in Table 3 ~ 1. Design Vehicles The design of the various intersection layouts should be mde for the design vehicles P, SU or WB-50 as @iscussed in Section 3 of Arahan Teknik(Jalan) 8/86 ~ "A Guide To Design Of Roads". Table 2-1 shows a general scheme to select the design vehicle according to the category of road. P design This design is used at intersections where absolute minimum turns are stipulated such as at local street intersections, intersection of two minor roals carrying om volumes or on major roads where turns are made only occasionally. SU_design This design is the recaumended minimum for all roads. For major highways ‘with important turning movements which involves a large percentage of trucks, larger radii and speed change lanes should be considered. WB-50 design This design should be used where truck combinations will make turning movements repeatedly. Where designs for such vehicle are warranted, the simpler symmetrical arrangements of three-centred compound curves are preferred 1f smaller vehicles make upa sizable percentage of the turning volume. It is also desirable to provide for channelisation to reduce the paved area, Select ion of Intersection Type The controlled priority of an at-grade intersection will nomally provide adequate capacity for the traffic flows expected in most intersection, Where the 0.1 For Intersections Farmed By Roads Of Different Design Veiles The Uighr Design Shad Primarly be Chosen. Uowever, H The Frequency Of Tums Male Is Small The Lawor Design Vhide May Be Used, 2) Uesign Yohile P is: Homnlly Applicable Only To Intsecins Of Two Loca’ Streets or minor Roads Carrying Low volumes. DESIGN VEHICLES FOR_INTERSECTION DESIGN SSS ee ee2.501 predicted traffic flas exceed the capacity, other types of intersection have to be introduced. These are:~ (a) Roundabouts (>) Signal Controlled Intersect fons (c) Grade separated Intersections or Intercharges The fundamental factor which decides the type of intersection is traffic volume. Table 2-2A shows the general scheme to select the intersection type according to the traffic volume. Other factors such as class of road, lane configuration should also be taken into account, especially when the traffic volume falls near the boundary of the applicable range of an intersect ion type. Factors other than traffic volume, such as heavy pedestrian volume, frequent accident ocairence may demand signalisation, Coordinated traffic control along an arterial may also govern the selection of the intersection type in accordance with the type of neighbouring intersect ions. Table 2-28 shows the general scheme to select the Intersection type according to the category of roads crossing. Roundab aut s Roundabouts may be applicable for total traffic volume (sum of all direct ions) of up to 6000 vehicles/hour and may if the layout can be freely chosen, be designed to cater for any distribution of turning traffic. The major disadvantage of roundabouts is that the speed through the roundabast are reduced because of the obstruction caused by the central island. Moreover, they require larger land space and capacity according to the demand of each approach cannot be realiably assigned. When the capacity is exceeded they also tend to "Lod up traffic". As such, roundabaits cater well only for situation where the approaches have similar level of traffic flav. Roundabouts are not encaraged and should only be provided where there is problem in power supply to traffic signals, or where the number and layout of approach legs are not suitable for signal control. Signal Controlled Intersect ions Signal controlled intersect ions are applicable to very high traffic volume of 8,000 veh/nour or more provided “ne3dAL NOUISSUIINT 40 NOLIITIS “V2-2T1avL “WZ NVHL 380W ‘WOS NHL 3Y0H ~TVHOUN3ANDD (2 wSt OL 1‘ wosaL Oz -TIVHS (9 “310M INI) 40 BLAWG NE “wy NVHL S21 “379M CRAWISM 40 WGAVIO NE WOT NYKL $S31— INA (2 “SMOTION SV 325 NI O39NVE ATIVMSN 3U¥ singavONnOY (1 1 4 ==} —_noavonnoy SONVHDNIINI ) At all intersections on divided urban roads with a sufficiently wide median. (c) At all intersections on undivided urban roads where right turning traffic is likely to cause unacceptable congestion and/or hazard. -2-ta = ACCELERATING TIME ~ SECONDS 8 mw 30 36 42 48 + DISTANCE TRAVELED DURING ACCELERATION - (‘m) FIGURE 3-4 : SIGHT DISTANCE AT INTERSECTION DATA _ON ACCELERATION FROM _ STOP. FIGURE 3-5: SIGHT DISTANCE _AT_INTERSECTIONS EFFECT OF SKEW =28-CORRECTION IN STOPPING DISTANCE ~ METRE ‘DECREASE FOR UPGRADES INCREASE FOR DOWNGRADES % 9% 3% 6% So 7 } 3 2 7 3 3 3 = 3 6 i 6 3 6 9 6 9 3 9 5 9 7 6 6 - 8 7 g a 7 FIGURE 3-6: EFFECT OF GRADE ON STOPPING SIGHT DISTANCE WET CONDITIONS MINOR ROAD GRADE (*/+) DESIGN VEHICLE PASSENGER CARS (P) ‘SINGLE UNIT TRUCKS (SU) 08 09 1-0 VW 13 SEMI TRAILERS (WB -50) 08 og 1-0 12 17 FIGURE 3-7: CORRECTION FACTOR FOR THE EFFECT OF GRADE ON =29-3.5.2 3.543 (a) At all rural intersections in the interest of safety. Design Considerations ‘The turning path of a semi-trailer should be used for the design of right turns, The vehicle executing the right-turn manoeuvre must not encroach on the shoulder with its front wheels or opposite side of the road centre lines with its rear wheels. It is essential that STOP lines, median noses and "seagull" islands be located to suit vehicle turning paths. Figure 3-8 illustrates the essential design features of right=turn lanes. Length Of Right Turn Lanes ‘The minimum length of a right turn lane shall be equal to the deceleration length for the particular approach speed. Where storage is required, the length should be increased according to the expected queue length. Storage length can be estimated as follows:~ (a) Stgnalised intersection Storage length is calculated as L=15xNxS where N : Average number of right turning vehicles in a cycle of signal phase (veh.). Average headway in distance (m) S = 6m for a passenger car S = 12m for other large coumercial vehicles If the commercial vehicle ratio 1s not known, S = Tm may be used. (>) Unsignalised intersection Effect of traffic fluctuation to the storage length is more significant in unsignalised intersections. The following formula can be applied: L =2xMxS where, M: Average nunber of right turning vehicles in a minute. At both signalised and unsignalised intersections, a storage length of at least 20m should be provided if the right turning volume for the above calculation is -30-tayopdians iq punoy 29 Aw sia Wg 40 aydninuw ysasoau ay) 0} sprondn papunos a yoys and 301.281 ay 0 4362] 34] | aw ul ts |e 1 guaeg 09 | sr | or z we ow wz | oe | wun oo | sy] oe] ey oer ose we 05-2 [se | axpusen veemn ay 9 a ee 7 | sr] of z | Sa | SL oF | ae (w) up uy XS ORK =P boas] in| ez + a pubis. oH mysepad poubig | wo1nsopag a yuyu poads vis9g = 4, a ear) ov | 09 | 05 a (wm i Lo nos ‘ 7m) o paeds eisay VST Wane 30 AOI (9 MAG = [WY CT“HLONST NOLLWYTIOIE (0 WAV 10 HDNET (8 06-0) we WoT ay (o-07 uw) 7 =n-3.5.4 3.5.5 not available. A right-turn lane shorter than required would cause the turning vehicles to follay up on the Parallel lane and to obstruct thragh traffic. in urban areas, however, various constraints sometimes impose the reduction in the length of right-turn lanes. As traffic will not maintain its highest volume at all times, even the shorter lane is effective to some degree, As long a right turn lane as the constraints allozed should be provided. In this case, shortage in the length should be adjusted in the taper length with the storage length maintained as long as possible. However, less than half the recommended lengths should not be used. The taper is normally formed by a S-curve composed of two circle arcs. Poot Where the right turn lane 1s obscured by a crest, it will be necessary to extend the length of the lane in order to give the driver adequate time to perceive the lane in time to start his deceleration. For nav intersections, right turning traffic mst be estimated by utilizing the information on land development projects and location of traffic generating facilities along the roads crossing. Accuracy of the estimation cannot be satisfactory in most cases. New intersections, therefore, should be examined after opening and the design sfould be refined for actual operating conditions, as the storage length is most difficult to predict, at the time of original construction, it should be prepared for future refingent. If two or more lanes are provided to cope with heavy right turning traffic, storage length will be shortened to an ordinary distance divided by the number of the lanes. Width of Right Turn Lanes Right turn lanes shall desirably be 3.50m wide and shall not be less than 3.0m wide. Seagull Island A seagull island is a triangular island used to separate right turning traffic fron throwgh traffic n the sme carriageway as shown in Figure 3-9. Adequate storage length is required in approach to the island and a merging taper appropriate to the speed of the thrargh carriageway must be provided on the departure side.3.5.6 3.5.7 3.6 3.6.1 Opposed Right~Turns When two opposing single-lane right turns are expected to run simultaneously the turning radii and the tangent points should be such that there is a clear width in accordance with the table in Figure 3-10. Central Island and Median Design The minimum central island widths shall folloy that as listed in Figure 3-8 (C). Central islands may be made in one of the following ways: (a) painted as cross hatched areas on the pavement (ghost islands). (b) raised island surramded by kerbs. Ghost island should be used where the island is of the width of or less than the turn lane, It should also be used in rural intersections where there is no street lighting. Kerbed islands shall be used where the islands are Wide. Medians should also be kerbed on both sides from the start of the taper of the right turning lane, or if no turning is present, then fron the start of the larger of the two raiding curves at the central area of the intersect ion, The design considerations for kerbs should follow that laid down in the Arahan Teknik (Jalan) 8/86 - A Guide To Geometric Design Of Roads. Left Turn Lanes General The type of left turn lane and its treatment depends seve (a) type and volume of traffic making the turn, (b) restrictions caused = by_~—sthe_— surrounding development. (c) speed at which the left-turn is to operate. These factors determine the radius of the kerb and the width of the left-turn lane, There are two types of treatment for left-turns, Simple Left~Turns and Separate Left~Turn Lanes. 3+7 AN / i Y ye 8 | kim | wim jo 4 = 4 S m | 9 % < a ~~ i = oo [as w N ! aw | 25 | wo \V7 i oor [es [8 w [ws [8 Minimum for oppased tens by SU tracts FIGURE 3-10 : RIGHT TURN CLEARANCE -3b-3.6.2 3.6.3 TABLE 3-2 MINIMUM DESIGN SPEEDS FOR LEFT-TURN CHANNEL | DESIGN SPEED MINIMUM DESIGN OF APPROACH ROAD| SPEED OF LEFT- TURN LANES t (km/h) (em/h) 100 50 80 40 60 30 50 30 40 20 30 20 | 20 20 L Simple Left-Turns These are usually provided where traffic volumes are low and where land acquisition costs prevent more extensive treatment or the engle of turn prohibits the installation of an island. At urban intersections the radius of the kerb for the left-turn should be a minimum of 6m, This allows most commercial vehicles to negotiate the turn at low speeds without encroaching either on the footway with the rear wheels or on the opposite side of the road”s centre line with the front wheels. While radii lerger than 10m increase the speed of turning movements they reduce the safety of pedestrian crossings and create problems in locating signal pedestals and STOP lines. For simple left turns in urban areas, such radii should only be used after careful consideration of the above. At rural intersections where provision for pedestrian is not a consideration, larger radius curves may be used. Radii larger than 15m should not be used without left-turn island as they create large areas of uncontrolled pavement « Separate Left~Turn Lanes Where the volume of left-turning traffic is high or the skew favours such a layout, a corner island can be introduced to create a separate left-turn lane.