uraffic signs, lighting columns, drainage, public utilities etc.

The preparation of alternative

designs and comparison of their cost and benefits is desirable for all major intersections.

4.2. Design Speed

Three types of design speeds are relevant for intersection element design

) Open highway or "approach" speeds

) Design speed for various intersection elements. This is generally 40 per cent of approach speed in
built up areas and 60 per cent in open arcas.

(1) Transition speeds for design of speed change elements i.e. changing from entry/exit speed at the
intersection to merging/diverging speed.

The "Approach" speeds relevant to various types of terrain and roads are given in
Table 4.1 and 4.2 respectively.
In rural areas ruling design speed should be used, but minimum can be adopted in
sections where site conditions and costs dictate lower speeds. In urban areas a lower or
higher value of design speed can be adopted depending on the pressure of physical controls,
roadside developments and other related factors. A lower vallue is appropriate for central
business areas and higher in sub-urban areas.

4.3. Design Traffic Volumes

Intersections are normally designed for peak hour flows. Estimation of future traffic
and its distribution at peak hours is done on the basis of past trends and by accounting for
factors like new development of land, socio-economic changes etc. Where it is not
possible
to predict traffic for longer period, intersection should be
designed for stage development
for design periods in steps of 10 yrs. Where peak hour flows are not available they may be
assumed to be 8 to 10per cent of the daily flow allocated in the ratio of60:40 directionally.

4.4. Radius of Curves at Intersection

4.4.1. The radii of intersections curves depend on the turning characteristics of

designvehicles their numbers and the speed at which vehicles enter or exit the intersection
area. The design curve is deveioped by plotting the path of the design vehicles on the
sharpest turn and fitting curves or combination of curves to the path of inner rear wheels.
Generally four types of curves are possible to fit in with the whecl paths of a turning
vehicle.

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 Table 4.1. Design Speedsin Rural Sections(IRC:73-1980)
Road classification Design Speeds km/h

Plain Terrain Rolling Terain Mountainous Terrain Steep Terrain

Ruling Minimum | Ruling Minimum| Ruling Minimum Ruling Minimum

design design design design design design design design
speed speed speed Speed speed speed speed speed
National and State 100 80 80 65 50 40 30
Highways
Major Distria Roads 80 65 65 50 40 30 30 20

Other District Roads 65 50 50 40 30 25 25 20

Village Roads 50 40 40 35 25 20 25 20

Table 4.2. Design Speeds in Urban Areas

S.No. Road Classifications Design Speed

km/h)
Arterial 80
Sub-arterial 60
Collection street 50
Local sturecet 30

Type of Curve Advantages/Dis advanages

(a) Simple circular curve Simple in layout but does not follow actual wheel path

(b) 3- centered compound
curve with offsets
Simple curve with
offset and aper
Closest to actual wheel path and all uransition curve but paved area is
about 20 per cent more. Where the numbers of semi-urailer combina
tion vehicles are substantial a symmetrical curve is closer to the wheel
path.
This is closest to 3- centered compound curve and keeps paved area
intersection to a minimum

Difficult to compute and layout but close to actual path.

(d) Transitional curves

vehicles that will

The selection of any one curve depends on the types and sizes of
vehicle is to be used. The
be tuming and decision on the extent to which a particular type of
the number and frequency
first step in design consists of study of the projected traffic data,
of the larger units involved in turning movement and the effectofthose
large units on other
can tum with some
encroachment
tralic. If very large units are only occasional and they
uraffic too much, it would be wasteful design
to
on other traffic lanes and without disturbing
modification to
vehicle. However, the minimum design may need some
for the largest
pemit tuming of the largest occasional vehicle.
influences the vehicle speed at various
4.4.2. Selection of appropriate curve radii, before the
should be such that the vchicle should either be able to stop
points. The speed
20