PRESENTATION

GROUP 2

TOPIC:
ROAD JUNCTIONS TYPES AND
ROUNABOUT DESIGN
 CONTENT
I. Road junctions
1.Introduction
2.Types of Road junctions
3.Design of Road Junctions
4.Roles of Road Junctions
II.Roundabouts
1.Introduction
2.Types of Roundabouts
3.Design of Roundabouts
4.Roles of Roundabouts
 I. Road junctions
1.Introduction
In engineering road design we usually
need roadjunctions.
A Roadjunctionis a place where two or
more roads or railroad lines meet.
It is also a location where vehicular traffic
going in different directions can proceed
in a controlled manner.
In some cases, vehicles can change
between different routes or directions of
travel
 2.Types of Road junctions

Two types of road junction are:

1) Road interchange
2) Road intersection
 Interchange vs Intersection
Interchange Intersection
 1) Road interchange
In the field of road transport, an interchange is a
road junction that typically uses grade separation,
and one or more ramps, to permit traffic on at least
one highway to pass through the junction without
directly crossing any other traffic stream.
Interchanges are junctions where roads pass above
or below one another, preventing a single point of
conflict by utilising grade separation And slip roads.

 2) Road intersection
These intersections do not use grade
separation (they areat-grade) and
roads cross directly.
Forms of these junction types
include:
priority junctions,
junctions controlled bytraffic
lightsor signals.
Traffic circles or Roundabouts
Classification of road junctions
based on shapes
A) 3-way juntion (3-way intersection)
A1) T-junction
 T-junction has three arms of which
one arm is a major road whereas the
other one is usually a minor road
connecting the main road.
The roads of a T-junction meet at
right angles but does not cross it.
A2) Y-junctions
 A 3-way junction (or 3-way
intersection) is a type of road
intersection with three arms.
A Y junction (or Y intersection)
generally has 3 arms of equal size.
It is generally seen at places of
heavy traffic. It is pretty useful in the
distribution of traffic.
B) Acute Angle junction
 Acute Angle Junctions are not
preferably used. They create lot of
chaos in heavy traffic. The turning for
heavy and bigger vehicles becomes a
problem. This creates chaos and
traffic.
Acute Angle Junctions can be used at
places with very low density and very
less space for a Junction.
C) Staggered Junction
Astaggered junctionis a place where
several roads meet a main roadat a
slight distance apart thus they do not
all come together at the same point.
Major single-point traffic-light
controlled junctions of more than two
roads are often reconfigured into
staggered junctions in order to
increase traffic flowthrough them.
 d) Multiple Junction

When multiple roads meet at a same point,

the junction is termed as Multiple
Junction
 Classification of roads junctions
based on priority junctions
A priority intersection occurs between
two roads, one termed the major road
and the other the minor road.
The major road is the one assigned a
permanent priority of traffic movement
over that of the minor road. The minor
road mustgive priority to the major road
with traffic from it only entering the
major road when appropriate gaps
appear.
Three forms of priority junctions
A simple T-junctions,
staggered junc-tions
crossroads.
Though the last form should be
avoided where possible as drivers
exiting the minor road can
misunderstand the traffic priorities.
This may lead to increased accidents
junctions controlled by traffic lights or signals.
 3.Design of Road Junctions
Road Junctions is a crucial subject.
Understanding the nature of traffic, the
kind of
area, density of population etc is very
important
so as to propose a suitable road
Junction design.
4.Roles of Road Junctions
Road Junctions are designed at places
where vehicular traffic can move in
different directions in a systematic way.
Road Junctions decrease the probability
of accidents.
The traffic at Road junctions is
controlled to proceed further in their
respective directions with the help of
traffic signals.
II. ROUNDABOUTS
 1.Introduction
A roundabout is a type of circular intersection
or junction in which road traffic is slowed and
flows almost continuously in one direction
around a central island to several exits onto the
various intersecting roads.
MOVEMENT OF VEHICLES IN
ROUNDABOUT
 2.Types of Roundabouts
There are two basic types of roundabouts:

Conventional roundabout
A one-way circular roadway around a curbed
central island for circulating traffic, usually
with flared approaches to allow multiple
vehicle entry.
Mini-roundabout
A one-way circular roadway around a flush or
slightly raised central island of up to 13 feet
in diameter, usually without flared entries.
 ROUNDABOUT
A place where three or more roads join and
traffic must go around a circular area in the
middle, rather than a straight across.
 ROUNDABOUT DESIGN
Roundabouts are intersections which have a
single way circulatory carriageway around the
circular area in the technical term called (central
island).
Vehicles on the circulatory carriageway are very
important over those when reaching the
roundabout. In addition, there are some types of
roundabouts such as; Mini,Compact, Normal,
Grade Separated, Signalized and Double
Roundabouts.
 Cont,
Therefore, roundabouts and its
improvements are needed in country
and all over the world to minimize the
vehicles delay, reduce the probability
of accidents afterwards keeping in
exisistance the safe passage of all road
users through the
intersection(junction).
 TYPES OF ROUNDABOUT
1. Mini roundabout: Are roundabout that exist at the
smaller junctions to avoid the use of signals, stop signs, or
the necessity to give way in favor of one road of traffic and
which characterized by a small diameter and traversable
Mini-roundabouts can be a painted circle or a low dome
but must be fully traversable. Painted roundabouts and low
domes can easily be driven over by most vehicles, which
many motorists will do when there is no other traffic, but
the practice is dangerous if other cars are present and once
the practice is established it may be difficult to discourage.
 Mini-roundabouts work in the same way as
larger roundabouts in terms of right of way,
but can give different performance with regard
to driver behaviour. Mini-roundabouts are
sometimes grouped in pairs (a double mini-
roundabout) or in "chains", making navigation
of otherwise awkward junctions easier. In
some countries there are different road signs
used to distinguish mini-roundabouts from
larger ones.
PICTURES OF JUNCTIONS
 2.Compact roundabout
Like mini-roundabouts, urban compact
roundabouts are intended to be pedestrianans
bicyclist-friendly because their perpendicular
approach legs require very low vehicle speeds
to make a distinct right turn into and out of the
circulatory roadway.
 2.Compact roundabout
All legs have single-lane entries. However, the
urban compact treatment meets all the design
requirements of effective roundabouts. The
principal objective of this design is to enable
pedestrians to have safe and effective use of
the intersection.
 2.Compact roundabout
Capacity should not be a critical issue for this
type of roundabout to be considered.
The geometric design includes raised splitter
islands that incorporate at-grade pedestrian
storage areas, and a nonmountable central
island. There is usually an apron surrounding
the nonmountable part of the compact central
island to accommodate large vehicles
 2.Compact roundabout
The recommended design of these
roundabouts is similar to those in Germany
and other northern European countries. Exhibit
1-9 provides an example of a typical urban
compact roundabout
Examples of roundabouts
Examples of roundabouts
 3.Urban single lane roundabout
This type of roundabout is characterized as
having a single lane entry at all legs and one
circulatory lane. Exhibit 1-10 provides an
example of a typical urban single-lane
roundabout.
They are distinguished from urban compact
roundabouts by their larger inscribed circle
diameters and more tangential entries and
exits, resulting in higher capacities.
Their design allows slightly higher speeds at the
entry, on the circulatory roadway, and at the exit.
Notwithstanding the larger inscribed circle
diameters than compact roundabouts, the speed
ranges recommended in this guide are somewhat
lower than those used in other countries, in order
to enhance safety for bicycles and pedestrians.
The roundabout design is focused on achieving
consistent entering and circulating vehicle
speeds.
 The geometric design includes raised splitter
islands, a no mountable central island, and
preferably, no apron.
 4.Urban double lane roundabout
Urban double-lane roundabouts include all
roundabouts in urban areas that have at least one
entry with two lanes. They include roundabouts
with entries on one or more approaches that flare
from one to two lanes. These require wider
circulatory roadways to accommodate more than
one vehicle traveling side by Exhibit 1-11 side.
provides an example of a typical urban multilane
roundabout. The speeds at the entry, on the
circulatory roadway, and at the exit are similar to
those for the urban single-lane roundabouts.
Again, it is important that the vehicular speeds be
consistent throughout the roundabout.
 4.Urban double lane roundabout
The geometric design will include
raised splitter islands, no truck
apron, a nonmountable central
island, and appropriate horizontal
deflection.
Alternate routes may be provided for
bicyclists who choose to bypass the
roundabout.
 Bicycle and pedestrian pathways must be
clearly delineated with sidewalk construction
and landscaping to direct users to the
appropriate crossing locations and alignment.
Urban double-lane roundabouts located in
areas with high pedestrian or bicycle volumes
may have special design recommendations
such as those provided in Chapters 6 and 7.
Pictures
 5.Rural single lane roundabout
Rural single-lane roundabouts generally have
high average approach speeds in the range of
80 to 100 km/h (50 to 60 mph). They require
supplementary geometric and traffic control
device treatments on approaches to encourage
drivers to slow to an appropriate speed before
entering the roundabout.
 Rural roundabouts may have larger diameters
than urban roundabouts to allow slightly
higher speeds at the entries, on the circulatory
roadway, and at the exits. This is possible if
few pedestrians are expected at these
intersections, currently and in future. There is
preferably no apron because their larger
diameters should accommodate larger
vehicles.
 Supplemental geometric design elements
include extended and raised splitter islands, a
no mountable central island, and adequate
horizontal deflection. The design of these
roundabouts is based primarily on the methods
used by Australia,France, and the United
Kingdom. Exhibit 1-12 provides an example
of a typical rural single-lane roundabout.
 Rural roundabouts that may one day become
part of an urbanized area should be designed
as urban roundabouts, with slower speeds and
pedestrian treatments. However, in the interim,
they should be designed with supplementary
approach and entry features to achieve safe
speed reduction.
Pictures
3.Design of Roundabouts
4.Roles of Roundabouts