Traffic Intersection Design Principles
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ScribdTranslationsTraffic Intersection Design Principles
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ScribdTranslations1.
Fundamental Principles
2. Ordinary carrefours (non-circular)
[Link] elements
2.2. Visibility at ordinary intersections
2.3. Precautions related to the layout plan and the longitudinal profile
[Link] of traffic lanes
2.5. Development in favor of left turn movements (from the main road)
to the secondary road)
2.6. Separator islands (or central reservation)
3. Roundabouts
3.1. Main elements
3.2. Planning Principles
3.3. Visibility
3.4. Arrangement of branches
[Link] dimensions
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1. FUNDAMENTAL PRINCIPLES
the respect for compatibility with the type of road, and the behaviors that this type
induce;
the integration into the itinerary logic (homogeneity of the facilities, contribution
au rythme et au sectionnement de l'axe) ;
the readability of the layout, promoting easy, quick, and non
ambiguity of the functioning of the intersection addressed;
the optimization of safety conditions for all traffic flows, including for
the very secondary currents;
the respect for a high level of fluidity of priority flows;
the consideration of specific users (pedestrians, cyclists, public transport,
exceptional transports, etc.).
2. ORDINARY INTERSECTIONS (NON-ROTARY)
2.1 MAIN ELEMENTS
Beyond the fundamental principles applicable to all types of intersections,
The establishment and layout of an ordinary intersection require precautions.
particulars that follow.
Regarding the itinerary:
the limitation of the number of conflict points (that is to say the number of intersections
on the main road);
a sufficient distance between two successive intersections, below which they
must be grouped into a single arrangement
particular attention regarding the handling of changes in type of
intersection or priority regimes on the same route.
Upstream of the installation site:
geometric and environmental arrangements encouraging the user to adopt a
approach speed compatible with the type of development addressed and the regime of
priority
a favorable environment for good readability.
Approaching the intersection:
satisfactory visibility approaches to conflict points;
a visible and readable pre-signaling announcing as explicitly as possible the
type of planning discussed and the priority regimes that govern it
operation (directional and priority signaling).
At the crossroads:
satisfactory crossing visibility;
a detail of the layout conducive to good readability (this is
generally achieved by merely adhering to the rule of simplicity);
the simplest possible signage, consistent with the geometry, placed from
in order to be well perceived, particularly the direction signage.
Recommended types
Discouraged types
2.2. VISIBILITY AT ORDINARY INTERSECTIONS
Crossing time: it is the time required to cross the priority road,
Visibility distance
The following table shows the visibility distance (D) based on the speed practiced on the
main road and crossing time
Clearing of visibility
This condition regarding the crossing time is reflected at the design level by
the clearing of a visibility triangle for each conflict between two flows: inside
From this triangle, there should be no obstacles to the view.
[Link] RELATED TO THE PLAN TRACE AND TO THE PROFILE IN
LONG
On new roads, intersections or access points with curves are to be excluded. However, one can still...
tolerate the establishment of a T-intersection or an access in the convexity (external side)
of a curve with a radius greater than or equal to the non-bank radius, provided that the
crossing visibility should be satisfactory.
The installation of an intersection in a protruding angle area is not recommended. On the road
new, it is to be excluded if the long profile does not allow for compliance with the conditions of
visibility.
[Link] OF TRAFFIC LANES
Generally, an intersection is all the more dangerous when the main road is
larger. This phenomenon involves limiting the number of direct (or through) routes by
direction of the main road at the intersection.
two-lane roads in the current section
3-lane routes (or exceptionally 4 lanes in the regular section)
2 x 2 lane routes in the current section
2.5. ARRANGEMENTS IN FAVOR OF TURNING MOVEMENTS
LEFT (FROM THE MAIN ROAD TO THE SECONDARY ROAD)
on a two-lane road
Development in favor of left-turn movements for a T-intersection
supporting low traffic.
2.6. SEPARATING ISLANDS (OR CENTRAL RESERVATION)
2.7. SEPARATING ISLANDS ON THE NON-PRIORITY ROAD
The main functions to be fulfilled by a separator island are as follows:
break the impression of continuity of the non-priority road to alert
the user circulating there (in other words, making them better perceive the presence of the
intersection and the associated loss of priority;
contribute to the significant slowdown (or halt) of the traffic flow
priority, in accordance with the requirements of the priority signage;
guide the vehicles of the non-priority lane to obtain positioning
optimal at the right of the stop line or the yield sign;
improve the perception of the intersection for users of the main road;
guide the vehicles leaving the priority lane to enter the lane
secondary.
2.8. CHARACTERISTICS OF THE CONSTRUCTION TRIANGLE OF THE ISLAND
3. ROUNDABOUTS
[Link] ELEMENTS
3.2. PLANNING PRINCIPLES
Beyond the principles applicable to all types of crossroads, the design of a
roundabout calls for the following specific recommendations:
Prefer a simple layout, small in size, circular in shape, without a ramp.
superfluous - the direct right-turns, avoiding the intersection, are generally at
discourage - a complex layout, too large, of oval or atypical shape; the
pseudo-rotating, such the roundabouts breakthroughs, are à reject ;
Exclude any aggressive obstacles from the trajectories that may be followed by vehicles.
accidentally leaving the roadway; in particular, the central island must not support
of obstacles or provisions likely to aggravate the consequences of loss of control
à the entrance you crossroads ;
Give the user a good perception of approaching the intersection: arrangements
appropriate geometric signs, visible and legible pre-signaling announcing the most explicitly
possible the type development approached ;
Introduce a certain trajectory constraint at the entry and crossing level.
from the roundabout, in order to avoid speeds that are too high at the entrance and while crossing the
intersections, incompatible with safety and the rules of priority ;
Verify that the capacity of the layout is sufficient to handle the traffic.
presence. The saturation of a roundabout (that is, one of its entries) is very
rarely reached in open countryside. A quick examination is possible when traffic is
low; a more precise verification is necessary when traffic volumes are
important
Avoid oversizing the layout components: for the most part
parameters, any increase aimed at an increase in capacity (increase in the number of
entry or exit lanes, widening of the ring, etc.) is detrimental to safety;
Do not hesitate to size down the central island in case of space constraints.
or of topography: even when the internal radius of the central island is reduced to
a few meters, security is not compromised.
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Drivers approaching a roundabout must see the vehicles.
sufficiently early priorities to give way to them and possibly stop.
the large visibility triangle is however not necessary; the complete view of the quarter
the left of the ring about 15 m from the entrance turns out to be sufficient.
Moreover, it is important that the central island does not have any obstacles to the view (planting
high) at less than 2 m from its peripheral edge
[Link] OF BRANCHES
The position of the central island is optimal when all the axes of the branches pass through the
roundabout center. Since it is not always possible to achieve this configuration, we
focus primarily on the island on the main axis, then as much as possible on the axis of the lanes
Secondary. It is always desirable that the axes of secondary roads pass through the
center of the islet, one can allow a slight left shift. But, one must always avoid
that the direction of the secondary road induces too tangential an entry.
For a new infrastructure, a radial alignment must be sought over a length of
Approximately 250 m (350 m in the case of a 2 x 2 lane entrance). For the development of a
existing intersection in roundabout, this length can be brought down to 150 m (250 m in the
case of an entry with 2 x 2 lanes.
[Link] DIMENSIONS
On a single carriageway:
an outer ring radius (Rg) between 15 and 25 m is generally recommended;
a radius (Rg) of 15 m or more provides sufficient turning conditions for
heavy goods
However, on secondary roads where heavy traffic is negligible, a radius
(Rg) ranging from 1.2 to 15 m is possible;
An outer ring radius (Rg) of less than 1.2 m is always discouraged due to
the crossing difficulties faced by heavy goods vehicles
on roads of significant importance (even more so on three-lane roads), when
If the project constraints allow it, a value of about 20 m is to be sought.
for the added comfort it provides to heavy goods vehicles;
a high number of branches (> 4) may eventually lead to anticipating spokes
from 20 to 25 m, rarely more, while considering that some minor branches
requires little space
On a road with two lanes: a radius (Rg) of 25 m is generally recommended.
In any case, the width of the ring road must not be less than 6 m.
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The deflection of a trajectory is the radius of the arc of the circle that passes 1.50 m from the edge.
from the central island and 2.00 m from the edges of the entry and exit lanes. This radius must be
less than 100 m.