CIVL 3161
ROAD SAFETY MANAGEMENT
Module4: Intersection Safety and Effective
Road Signs & Street Lighting
vSafe Intersections,
vDesign Issues,
vVisibility and Safe Stopping Distance,
vPurpose of Road Signs and Markings,
vVariable Message Signs,
v Street Lighting.
INTERSECTIONS
§Intersections are planned points of conflict in any roadway system.
People – some in vehicles, others walking or biking – cross paths as
they travel through or turn from one route to another.
§The points where different paths separate, cross or join are known
as conflict points, and these are always present and a potential
hazard at intersections.
§For example, according to the Federal Highway Administration, one-
quarter of traffic fatalities in the United States happen in
intersections, making them one of the most dangerous aspects of
driving.
INTERSECTIONS
§Human error can be a factor at intersections – for example a driver
running a red light or making an unwise left turn across oncoming
traffic.
§However, crashes are more likely to happen at intersections that are
poorly designed or configured, or where the road signs are
obstructed or not visible.
§Speed management is also important. Limiting speeds approaching
intersections to 50km/h or less reduces the likelihood of fatal or
serious collisions.
INTERSECTIONS
§Overtaking through intersections should be prevented as far as
possible
§It creates dangers of conflicts between faster moving vehicles on the
major road, with vehicles turning at right angles out of side roads.
§It is also very dangerous where pedestrians and other road users are
crossing.
§Overtaking should be restricted generally through all urban areas.
RURAL INTERSECTION
Addressing safety at rural intersections involves different issues to urban intersections.
Key safety issues at rural intersections include –
- Vehicle speeds – which need to be controlled at any intersection;
- Overtaking
Overtaking through intersections is always dangerous.
It should be prevented as far as possible, as it reduces visibility and adds to conflict.
One approach is the use of medians and islands, possibly painted, but raised if
necessary to be effective.
Acoustic rumble strips are also helpful. These limit the scope for overtaking and
encourage drivers to stay in lane.
URBAN INTERSECTIONS
Key safety issues at urban intersections include
• Which road users have priority and when, and what priority controls should be
used;
• Pedestrian crossing facilities and provision for cyclists;
• Traffic signal timings and settings;
• Network capacity and congestion;
• Visibilities from different perspectives.
• On longer urban throughways, speed is also a key issue.
Urban intersections are the critical factor in the traffic capacity of the urban road
network and traffic flows. But urban road management is about much more than
traffic capacity.
PRIORITISED
Vehicle movement must not be prioritized over all else.
Consideration must be given to:
• Road hierarchy and the practical functions of each link in the road system;
• The needs of pedestrians and cyclists;
• Public transport stops, stations, and movements
• Parking facilities and access to properties and facilities; as well as
• Freight deliveries and collections.
So, priority and access at intersections are core concerns.
PRIORITY CONTROL
There are several choices for controlling who has priority at an intersection:
• There may be no formal control, but a universal rule - for example, ‘give way to
vehicles from your right.
• It could be a “Priority junction”, where vehicles on one approach must give priority to
vehicles on the other approach;
• Priority might be given to pedestrians at crossings (particularly zebra crossings);
• Traffic signals can be used to separate different road users and traffic flows in time;
• The use of Roundabouts; or
• Grade separation between the intersecting roads.
The choice of type of control depends primarily on the volumes of traffic and road user
demands. However, the most important consideration is safety.
PRIORITY CONTROL
Observance of the laws to give priority is a key issue.
§If drivers do not stop a traffic signals or give priority to pedestrians
at zebra crossings, consistent and effective enforcement is essential.
§This is the role of the Traffic Police – sometimes aided by video
cameras and automated systems.
§But good design can encourage drivers to obey priorities and make
infringements less likely.
PRIORITY CONTROL
The timing of traffic signals is also very important.
§Elderly people, people with disabilities, small children and parents with
pushchairs need time to cross intersections safely.
§Where there is a green phase in a pedestrian crossing, this needs to be
timed with them in mind.
§ It is also important to allow extra time between the end of the green
phase for pedestrians and the start of the green phase for drivers, when
traffic is released again.
§Normal good practice is that this should be at least 3 seconds.
TRAFFIC SIGNALS AND ROUNDABOUTS
§ Traffic signals and roundabouts provide similar levels of capacity at major
intersections.
BUT
§Traffic signals are usually used in denser urban areas, where space is restricted,
and where more vulnerable road users must be provided for. Traffic signals
should not be used in high speed environments, in particular at rural
intersections.
§Roundabouts are used in areas with more space, where vehicle flows
predominate. They are more effective where there are high turning volumes,
and in locations where traffic flows are variable.
TRAFFIC SIGNALS AND ROUNDABOUTS
§Roundabouts are probably the safest type of intersection for motor vehicles,
when designed correctly.
§They have a significantly lower crash rate than intersections controlled by traffic
signals – with generally less than half the rate of collisions.
§ However, pedestrians or cyclists can have difficulty using roundabouts and
there are dangers of drivers being distracted by other traffic in the roundabout.
§Any pedestrian or cycle crossings need to be at a safe distance from the
roundabout exits and entries
TRAFFIC SIGNALS AND ROUNDABOUTS
Both Roundabouts and Signalised Junctions can suffer from poor design, making them
less safe. Design issues often include:
• Wrong roundabout diameters: central and inscribed circle
• Inadequate widths of approach roads and traffic lanes
• Lack of – or badly designed - pedestrian crossings, footways and route continuity for
these
• A lack of speed management measures, such as raised pedestrian crossings or rumble
strips
• Poor positioning of public transport stops
• Inadequate road signs and markings
•Insufficient street lighting - for intersections, pedestrian crossings and public safety
TRAFFIC SIGNALS AND ROUNDABOUTS
Approach speeds, and overtaking near intersections, must be controlled.
Controls apply both to:
• through movements on a main road;
• stopping movements on a minor road.
Typical controls include:
• road signs – such as signs indicating that minor roads should give way to traffic
on major roads;
• road marking – such as solid lines indicating stretches where overtaking is not
permitted;
TRAFFIC SIGNALS AND ROUNDABOUTS
• stop lines on minor roads positioned close to the through traffic lane,
with appropriate visibility in both directions;
• channelization – with raised islands separating lanes. This reduces
the possibilities for conflict;
• rumble strips to encourage lane discipline;
• rumble strips and speed humps to manage approach speeds.
•90 degree side approaches are preferable to skewed angles.
TRAFFIC SIGNALS AND ROUNDABOUTS
§Acute angle approaches are dangerous, as they often result in high speed head-
on crashes.
§Driver visibility can also be reduced, with drivers trying to ‘look over their
shoulders’ at oncoming vehicles.
§Rural crossroads can be particularly dangerous, where see-through sight lines to
the road on the far side of the junction may distract a driver from the need to
stop.
§ A staggered layout is preferable,
§Road markings and good signage are also helpful to emphasise the need to stop.
§Where traffic volumes are high, grade separation might be needed.
TRAFFIC SIGNALS AND ROUNDABOUTS
•Safe stopping visibility (the “x-y distance”) between vehicles on
minor and major roads is essential.
•This is the distance the driver needs to be able to see left and right
along the major road when waiting to turn out of a junction.
•Drivers need to be able to spot other vehicles, but also pedestrians,
children and cyclists. If visibility is obscured, the junction is unsafe.
•Forward visibility – the distance drivers can see when approaching a
junction – is equally important. Drivers need to be able to spot and
react to potential hazards ahead such as turning vehicles.
Signalized Intersection
In traffic signals, phases refer to different movements of traffic that are given
the right-of-way at different times. The number of phases in a signal cycle
depends on the complexity of the intersection and traffic movements.
Phase-1:
Allows traffic from the north and south directions to go straight and turn right.
East-west traffic remains stopped.
Phase-2:
Allows traffic from the east and west directions to go straight and turn right.
North-south traffic remains stopped.
Signalized Intersection
Phase-3:
Protected left turns (if applicable) for northbound and southbound
traffic.
Other movements are stopped.
Phase-4:
Protected left turns (if applicable) for eastbound and westbound
traffic.
Other movements are stopped.