CHOREOGRAPHING TRAFFIC JUNCTION

MAHAVEER KUMAR JAIN

MADHUSUDAN RAMAN
MOUNICA REDDY
MEGHNA V RAVOOR
MADHUPRIYA
HARSHITHA N R

If you design communities for automobiles,

you get
more automobiles. If you design them for
people, you
get walk able, livable communities.

ROUNDABOUT:

Central island

ROUNDABOUT DESIGN INVOLVES TRADE-OFFS AMONG SAFETY, OPERATIONS,

AND ACCOMMODATING LARGE VEHICLES.

Circulatory
road width

Entry radius

Exit width
Departure width

FACTORS INFLUENCING THE DESIGN ROUNDABOUT:

d .
be i a
ri D
sc l e
In irc
C

-Urban or Rural context.

-Single lane or Double lane road.
-Width of the Inscribed circle, Central island and Splitter island.
-Width of the Entry, Exit and the Circulatory path.
-No. of years it is planned for (future planning).
-The largest vehicle that will pass through the junction.

Approach width
Entry width
Exit radius

Apron

Yield line

Splitter island

Pedestrian

Cyclists

Vehicular

left turn
path radius
Right turn
path radius

Apron

Circulatory
path radius
Exit radius

Non-motorised and vehicular

roundabout

The radius of the conflicting left-turn movement, R4 , must be

evaluated in order to ensure that the maximum speed
differential between entering and circulating traffic is no more
than 20 km/h (12 mph).

R3 < R2 < R1
Ideal

Entry radius
The entry path radius should
not be significantly larger than
the circulatory radius.

IGNMENT OF APPROACHES AND ENTRIES :

UN-ACCEPTIBLEPREFFERED ACCEPTIBLE

ENTRY WIDTH:
Entry width is the largest determinant of a roundabouts
capacity. Entry widths should be kept to a minimum to
maximize safety while achieving capacity and performance
objectives.

Additional lane
length

Taper length

Approach widening by adding full lane:

When the capacity requirements can only be met by

increasing the entry width,
this can be done in two ways:
1. By adding a full lane upstream of the roundabout and
maintaining parallel
lanes through the entry geometry; or
2. By widening the approach gradually (flaring) through the
entry geometry. Flare lengths should be at least 25 m in urban
CIRCULATORY
areas and 40 mWIDTH:
in rural areas.

Point
perpendicular to
junction of inner
entry curve and
circulatory
roadway

Flare length

Flaring

The capacity of a round about can

be increased in two ways :

1 to 4 m apron
And different material

Truck aprons generally provide a

lower level of operations, but may
be needed to provide adequate
deflection while still
accommodating the design
vehicle.
Use of apron

Two-phase designs allow for small

initial entry widths that can be
easily expanded in the future
when needed to accommodate
greater traffic volumes.

Start of flare

NTRY AND THE EXIT CURVES RADIUS :

Inner entry curve

exit

outer entry curve

Entry width
exit
Exit

Entry radii at urban singlelane

roundabouts typically range
from 10 to 30 m

EXIT CURVES AT SINGLE-LANE

Exit curves usually have

larger radii than entry
curves to minimize the
likelihood of
congestion at the exits.
Generally, exit radii
should be no less than
ROUNDABOUTS
15 m

SPLITTER ISLAND:
Larger splitter islands enhance safety, but require that the
inscribed circle diameter be Increased.
-The pedestrian refuge should be a minimum width of 1.8 m.
-At single-lane roundabouts, the pedestrian crossing should be
located one vehicle-length (7.5 m [25 ft]) away from the yield
line.
-Ramps should be provided on each end of the crosswalk to
connect the crosswalk to other crosswalks around the
roundabout and to the sidewalk network.

EXIT CURVES AT SINGLE-LANE ROUNDABOUTS

PPING SIGHT DISTANCE:

ing sight distance is the distance along a roadway required for a driver to
ive and react to an object in the roadway and to brake to a complete stop
e reaching that object. Stopping sight distance should be provided at every
within a roundabout and on each entering and exiting approach.

Approach
sight
distance.

Stop

ping

sight

dista
nce
Stopping sight
distance

Distance relating to
stopping sight distance
and circulatory speed.

2.0m
(6ft)

Sight
distance
on circulatory
roadway.

d1

At least three critical types of

locations should be checked for
stopping sight distance.

d2

15m

d1 entering stream distance

d2 circulating stream distance

GHT-TURN BYPASS LANES:

t-turn bypass lanes can be used in locations with minimal

estrian and bicycle activity to improve capacity when heavy
t-turning traffic exists.

By-pass
lane

Configuration
of right-turn bypass lane
with
acceleration lane.

Configuration of
right-turn bypass with
yield at
exit leg.

ABU DHABI
URBAN STREET
DESIGN

Key design principles

The best transport plan is a good land use
plan.
Good street design starts with pedestrians.
A well designed street network provides safety for
all modes of transport.
Street connectivity enhances capacity and
allows
smooth traffic flow.
Abu Dhabi 2030 transport framework

Land use framework

In order to provide a high quality urban

street
environment two basic influencing
factors need to be considered and
balanced. These factors are:
Land use context
Transport capacity

Khaleej Al Arabi Land Use Context

As the street progresses, it changes in

nature and performs different functions for
all the existing modes of transport pedestrians, bicyclists, and motor vehicles in the different urban settings.
potential combinations of standard street types

Modern European concepts of shared

roadway
space, are not included, except on very low
volume, low speed streets.
Emphasis on the use of signalized
junctions and pedestrian crossings in
order to maximize safety.
Shift in focus from a vehicle-dependent
society to adopt an integrated multimodal transport system.
Street typology examples

Streets in the Emirate will be

responsive to their unique
culture and environment.

PEDESTRIANS
TRANSIT RIDERS

Climate
Diverse
populatio
n

Family

Considerations for
Street Design
Safety and accessibility for
all users
Interconnected networks
for all modes of transport
Legibility and efficiency
Speed management
Environmental conditions
Consideration of
landmarks, views, vistas,
and gateways

Hospitality
URBAN
STREET
DESIGN

geography

BICYCLISTS
MOTOR
VEHICLE
User group
governing
RIDERS priorities
the design of all
urban streets

Cultural
inspiratio
n

Streets safe for children

Reduced speeds for increased safety.

Inclusion of street
elements including
tram stops, bus stops,
taxi lay-bys, in the
street design without
over-sizing the street
right-of-way.
The user interaction
and conflict areas :
Main junctions (all
users)
Transit stop and
bicycle parking
areas (pedestrian
and bicycle)
Street crossings
(pedestrian, transit,
bicycle, and vehicle)

Clear sight lines

between
pedestrians,
bicyclists, and
motorists should
be maintained in
these areas.

PEDESTRI
AN REALM
ZONES
Frontage zone: Space

for door openings, steps,

utilities, people standing
in the shadow of
buildings
Through zone:
Obstacle-free space for
pedestrian movement
with a firm, smooth ,
slip-resistant surface.
Furnishing zone:
Primary buffer space
between the active
pedestrian walking area
and adjacent
thoroughfares; street
furniture, landscaping,
transit stops, kiosks
Cycle track: Designated
track may not be
required in some places.
Edge zone: Interface

Avenue with transit meridianBoulevard with frontage lane

Prioritization of street design elements

One-way street

ransit Avenue with Center-Running Tram

Transit Avenue with Side-Running Tram

Shared street

Shared access lane

at all traffic-controlled junction legs

Pedestrian
crossing
locations

along desire lines (align with

entrances to buildings, parks,
walkways, etc.)
Should minimize conflicts with
turning traffic, if U-turns are included

Mid-block crossings: Locate them based on pedestrian

movement, building entrances, attractions, etc. Include
overhead signage and lights, provide curb extensions where
there is on-street parking, raised crossings where traffic
calming is necessary.

Maximum uninterrupted crossing distance shall

not exceed 13.1 m.

Signalized crossings: Use of fixed-time (no

push buttons) Prioritize pedestrians over
Raised crosswalk aligned with pathway
vehicles or provide exclusive phase, dynamic
Pedestrian Refuges: Minimum width of 2m, extend
timing (countdown) signals, audible pedestrian
median tips/noses past crossings at junctions , crossing
signals.
area to be flush Crossing may be off-set or angled to

ESIGNING FOR PEDESTRIANS

orient pedestrians to oncoming traffic.

THE MAGIC
ROUNDABOUT,SWINDON,ENGLAND
Consists of fivemini
roundaboutsarranged around a
sixth central roundabout. The
complex junction offers multiple
paths between feeder roads.

The roundabout was

constructed according to the
design ofFrank Blackmore.
Traffic flow around the larger,
inner roundabout is
anticlockwise (more proficient
users), and traffic flows in the
usual clockwise manner around
the five mini-roundabouts and
the outer loop(Less proficient
users )

Curb ramps: provide accessibility at street junctions,

crossing for wheelchair users, strollers, bicyclists, etc.;
should not be provided at channelization islands or
median refuge islands. Provide good drainage at
intersection corners.
Located in the
center of the
crosswalk

Aligning
Ramps
and
Crossings

Curb height: discourage motor vehicles from

encroaching onto the pedestrian realm while still
making it easy for pedestrians to step up and down
from the pedestrian realm to the traveled way.
Typical preferred height is 150mm.

The low end of

the curb ramp
should meet the
street grade
with a smooth
transition.
A maximum 1:50 cross slope on all paved surfaces in
the pedestrian realm and street crossings

ESIGNING FOR PEDESTRIANS

Driveway designed as a curb cut, not a minor jun

Refuge island for

pedestrian
crossing
Curb ramp

BUSTOP DESIGN:
Bus-only lanes
Priority at signals
Should offer clear paved pedestrian
access, shade seating and route
information
amenities include trash receptacle,
bicycle parking, lighting, real-time
information display for bus arrivals.
Curbside bus stop length:
Near-side: 28 m
Far-side: 25 m

Bicycle lanes:
Highlight bicycle facilities with colored pavement
bicyclists are to yield to pedestrians at all intersection points
Bicycle lane of 1.5 2.5 m

SIGNING FOR TRANSIT USERS

Shared Waiting Space for Bicyclists and
Bicycle parking:
Locate parking in
furnishing zone
Shaded, well-lit
and secured
Provide directional
signage

Pedestrians at Junction

Typical Cycle Track

DESIGNING FOR BICYCLIST

Lane transitions shall be minimized on urban streets

Do not use lane transitions within junctions.

U-turns enhance motor vehicle traffic flow, facilitate

access management, and reduce left turn pressure
at junctions.

Signalized U-turns with Crosswalk on Transit Boulevard

Frontage Lanes:
They are required when there is a parking demand on
Boulevards or avenues.
as narrow as possible in order to ensure slow travel
speeds.
offer a high quality bicycle facility
Medians, the dividing part of the traveled wa
typically used to separate traffic flows and con
turning movements. They are typically located
the middle of the street, but may be located o
sides (side medians) where there are frontage

Access management:
Limit the size, quantity,
and frequency of
driveways to reduce
conflict points in the
pedestrian realm

Typical Entry to Frontage Lane

ESIGNING FOR MOTOR VEHICLES

Left Turn at Median

 Junctions are intersections of streets where through moving and

turning pedestrians, bicyclists, transit vehicles, and motor
vehicles all share the space.
Minimize pedestrian exposure to moving vehicles by reducing
crossing distance and the duration of the crossing.
Design junctions with the understanding that turning vehicles
may turn into any lane of the receiving street and larger vehicles
may cross the centerline.
If junctions are too close to each otherinsufficient
queuing space.
If junctions are too far away from each
other -insufficient connectivity within the
overall street network.

Sight Distance Requirements

Junction types
Curb Extension Increases Visibility

TRAFFIC JUNCTIONS

Signalized
junctions will
have lower sight
distance
requirements.

maximum
corner radius of
5 m shall be
used for urban
junctions

Corners Designed for Trucks Allow High Car Speed

RIGHT-TURN LANES AT
INTERSECTIONS
Roundabouts shall
be designed so that
drivers yield to
pedestrians and
bicyclists.

ROUNDABOUTS

COMPLETE STREETS
A Complete Street is designed for
all ages, abilities, and modes of
travel. On Complete Streets, safe
and comfortable access for
pedestrians, bicycles, transit users
and people with disabilities is
provided.

A complete street includes:

sidewalks,
bike lanes (or wide paved
shoulders),
special bus lanes,
comfortable and accessible
public transportation stops,
frequent and safe crossing
opportunities,
median islands,
accessible pedestrian
signals,
curb extensions,
narrower travel lanes,
roundabouts,
street furniture,
wide pedestrian rights-ofway
trees

Median,access way, bike lanes, plant

strip,sidewalks.

Bike lane differentiated by colour

between accessway and parking.

Pedestrian crossing given

importance Signals rpovided at
junction.

Typical Raised junction

Typical Lateral Shift

Audio Tactile Paving ATP (also

known as Rumble Strips) is a type of
long life road marking that has raised
ribs orientated perpendicular to the
direction of travel and closely spaced
at regular intervals before
the stop line. As a vehicles tire runs
on or over an ATP road marking it
Typical Raised Crossing provides an audible and tactile
warning to the driver, improving
safety by making the drivers aware of
an approaching conflict. As such, ATP
road markings can be a very powerful
and cost effective road safety
intervention.

TRAFFIC
CALMING
APPROACHES

Typical Choker

Speed table used as raised crosswalk

Typical Chicane

Typical Center Island Narrowing

Curb ramps
with
detectable
warning
strips.

Frequency, orientation, and detailing of building

entrances are important to create a functional
and engaging pedestrian environment. Entrances
should be clearly articulated, and the streetscape
design should complement and highlight the
entrance.

Broom finishes, gritty surfaces, or rough textures

increase slip resistance.

Surfaces where pedestrians travel shall be firm,

smooth, stable, and slip resistant. Surfaces must
be firm enough to support higher point loads of
wheelchair wheels, crutch tips, and other mobility
aids.
Concrete unit pavers (concrete or brick), cut
stone,
and tile provide acceptable surfaces. Asphalt is not
desirable in the pedestrian realm due to its high
heat absorption characteristics.
Crushed fines, such as decomposed granite,
can
be compacted to a sufficient level of firmness,
and thewith
use sight
of a binding
agent need
can further
People
impairments
cues asimprove
they
surface
stability
longevity.
travel through
a and
pedestrian
system to detect changes
in slopes and curb drops, and to identify traffic
areas. Detectable warning strips (tactile paving)
and
COHESIVE
surfaces can provide this cue

SURFACE MATERIALS

DESIGN WITH ADJACENT

BUILDING FRONTAGE

Pedestrian Direction Sign in the Furnishings Zon

Signing and wayfinding should

function well and establish a
sustainable identity and memorable
sense of place in the street
network.

Light pole wraps can be retrofitted to existing street ights.

DESTRIAN AND VEHICULAR LIGHTING

AT GRADE PEDESTRIAN CROSSWALKS

Pedestrian crossing should be at the same level as the footpath.

Ramps should be provided at the transition between footpath and
pedestrian crossing, when not at the same level as the footpath.
Handrails should have opening leading to the crosswalk, and should
have a width at least
the width of the crosswalk.
Footpath on opposite sides of a street
should be connected by pedestrian cros
Pedestrian crossing should connect all
arms of a junction.

Clear pedestrian crossing with bold

markings for visibility.
No physical obstructions on the
other
side of the crossing.
WELL CONNECTED JUNCTION

The Zebra crossing should be no less

than 3
m (~10 ft.) wide..
A stop line shall be marked in
advance of the
Zebra crossing (1 to 1.5 m in advance)
to
prevent stopped vehicles from
encroaching
the Zebra crossing.

Tabletop crossings can be used to

improve the
visibility of pedestrians.
Traffic calming measures should be
taken
upstream of a pedestrian crossing to

The surface level of the raised

crosswalk
should coincide with level of the
Sidewalk,should be skid
resistant,should have a slope of 1:8

PELICAN CROSSING

PEDESTRIAN REFUGE

At signalized intersections
with high
pedestrian volume, signal
phasing should include all
red
phase for vehicles so that
pedestrians could cross
safely.
Pedestrian crossing with
pedestrian push buttons,

Bollards could be used at the

median access such that vehicles
are discouraged from using the
refuge area

GRADE SEPARATED PEDESTRIAN

CROSSWALKS
ABOVE GRADE CROSSWALK- SKYWALKS / FOOT
OVERBRIDGE
LUJIAZUI
CIRCULAR PEDESTRIAN BRIDGE IN SHANGHAI, CHINA

Floating 5.5 meters (20 feet) above the Lujiazui Road

in the Pudong district of Shanghai is a new circular
pedestrian bridge that not only is outstanding in
aesthetic standards, but achieves an environment-friendl
purpose as well.
Built only in 2011, the pedestrian bridge allows commuter
to avoid the busy traffic in the Lujiazui round-about by
providing a clean and convenient platform for foot
transport. The bridge also connects leisure areas such
as malls and cafs to transit stations and even office
buildings such as the Oriental Pearl Tower.

BP PEDESTRIAN BRIDGE IN MILLENNIUM PARK, CHICAGO

This 280 meters-long (925 feet) winding bridge provides

incomparable views of the Chicago skyline, Grant Park The bridge ramp has a slope of 5% to facilitate
and Lake Michigan connectingMillennium ParktoDaley access for people with disabilities
Bicentennial Plaza

Its sloping sidewalls favor that there is no fear

The gateway has an approximate width of
of vertigo by users while offering greater security. 6 meters in almost all the way
.

GUIDELINES

esigned for pedestrians and cyclists.

seful for crossing water/railways where there are no road bridges.
low safe crossing of busy roads.
an also be used for walkways between buildings or in car parks.
ust be at least 1.2m wide (unless designed for maintenance work only), but can be as wide as neede
an be the simplest beam type with hand rails, or a through-truss with hand rails fixed to the two truss
sually require stairways and ramps

BELOW GRADE CROSSWALK- SUBWAYS / UNDERPASS

THE UNGC PEDESTRIAN UNDERPASS,
GREENSBORO,NORTH CAROLINA

$6 million railroad underpass project

atUNC-Greensborothat now allows
pedestrians to move safely between
campus and Lee Street.
The well-lit pedestrian underpass will
facilitate safer pedestrian and bicycle
connection.

Construction

Railway lines continued to

function during construction.

Multiple utilities, including sanitary

sewer, domestic water, natural gas,
electrical duct bank and overhead
electrical lines had to be relocated.

Entry from Lee Street.

Tall glass structure acts like a landmark for the

subway.

Ramped access with handrail separating

bicycle and pedestrian movement.

THE PLAZA

THE TUNNEL

A beautiful 16,000 sf Spanish

influenced plaza was designed on the
campus side to enhance the
architecture of the underpass and
serve for multiple activities.

The underpass itself was designed by architects

with beautiful tri-color, individually painted
pyramids with spiraling color schemes to enhance
the lighting and design.

THE LOWLINE ,DELANCY STREET

,NEWYORK
The Lowline
park will use
solar technology
to light and
power the
historic
Williamsburg
Bridge trolley
terminal, closed
in 1948, which
lies beneath
Delancey
Street .
Vision is a
stunning
underground
park, providing
a beautiful
respite and a
cultural
attraction in one
of the worlds
most dense,
exciting urban
environments.

ELEMENTS OF INTEREST

RETAIL
Provision of retail facilities in subways reduces fear of usage and
increases natural surveillance.

ART
Use of art to adorn subways not only uplifts the aesthtics but also
encourages usage.

GUIDELINES
The Subway must be located close to main line of travel in order
to maximise use of facility.
Wide approach,subway allignments with good
visibility,lighting,ventilation encourage usage.
Boulards used to obstruct motorcycles from using subway.

The width for pedestrians should be segregated from the width for
cyclists, preferably by level difference.
Alternatively,segregation can be achieved by means of guardrailing
which would serve as physical barrier to separate the footpath users
from cycle track users.

 Sight distance of 4.0m or more

should be
provided at corners and changes of
direction.
Where number of users are
small,unsegregated short subway
with good visibility of width 3m
may be used.

 Access ramps and stairsmust be as wide as subway except when

multiple accesses are provided.
Landings must be provided at changes of direction and
gradient.Gradient between landings must not exceed 3.5m.
Landing between 20 steps;after 3 flights,change of direction of
atleast 30 degrees.
Pedestrian ramps-5-10% gradient.
Cyclist ramps-3-5% gradient.
Escalators and elevators (1.4X1.4 min) may also be provided.

Porous materials like faced brick and concrete avoided for

walls.
Concrete soffits in ceiling to reflect light .
Floors must be cambered and transverse slope of 3%
towards channels.