TD 16/07 and TD 50/04

GEOMETRIC DESIGN OF ROUNDABOUTS AND

TRAFFIC SIGNAL CONTROLLED JUNCTIONS

DMRB Vol 6 File 6

ROUNDABOUTS: INTRODUCTION
Principles
Roundabout Types
Entry Deflection
Capacity
Visibility
Points to Note in Design
Small Roundabouts
Mini Roundabouts
Pedestrians and Cyclists

ROUNDABOUT DESIGN: PRINCIPLES

The principle objective of roundabout design is to secure a safe
interchange between crossing traffic streams with minimum delay
There are two broad regimes of roundabout operation:
urban areas: high peak flows, marked tidal variations, physical
restrictions on space available
rural areas: high approach speeds
speeds, low tidal variation
variation, few physical
constraints
The greatest influence on capacity is entry width, which often needs
to be g
greater in urban situations
The greatest influence on safety is entry deflection, which is aimed at
ensuring that vehicles cannot enter the circulatory carriageway faster
than 50kph

ROUNDABOUT TYPES
There are two main types of roundabout:
normal roundabouts, which include a kerbed central island 4m or
more in diameter and has 2 or more entry lanes
mini roundabouts, which include a flush or slightly raised central
island 4m or less in diameter
A third type,
type a Compact
Compact Roundabout
Roundabout , has single lane entries and
exits and used where the speed limit is <60kph

NORMAL ROUNDABOUTS: ENTRY DEFLECTION

Entry deflection is one of the greatest influences on safety at normal
roundabouts
The
Th vehicle
hi l entry
t path
th for
f each
h approach
h iis required
i d tto iinclude
l d a
length of 20 - 25m, within the 50m before the yield line, which is on a
radius of 100m or less
The vehicle path is intended to represent the racing drivers line as it
assumes that:
there is no other traffic around
the vehicle will be positioned on the approach such that the
roundabout can be negotiated at maximum speed
the driver will ignore lane markings
markings, but will not enter the opposing
traffic lane

ENTRY DEFLECTION: EXAMPLES

Note:
Note:
The path should commence 1m from the nearside kerb or 1m from
the centreline marking, whichever gives the fastest
fastest path
The green path is not appropriate, although it may appear to be, as it
follows the nearside channel for a longer distance

ENTRY DEFLECTION: EXAMPLES

Note:
Note:
The 100m radius can occur well in advance of the yield line when the
approach is on a left hand curve

ENTRY DEFLECTION: EXAMPLES

Note:
Note:
The requirement to include paths commencing 1m from the centreline
marking makes it difficult to achieve deflection when the approach is
on a right hand curve

1m min
1m min
1m min

ENTRY DEFLECTION: WAYS TO ACHIEVE

A good method for creating entry deflection is to stagger the arms
This is consistent with provision of the required easy exits
It is not good practice to generate entry deflection by sharply deviating
the approach roads to the right close to the roundabout and then to
the left at entry

NORMAL ROUNDABOUTS: CAPACITY

Roundabout Capacity is assessed using ARCADY
Six geometric parameters are input for each
approach
approach::
Approach half width: v
Entry width: e
Effective
Eff ti flare
fl
length:
l
th l
Entry radius: r
Entry angle:
Inscribed circle diameter: D

NORMAL ROUNDABOUTS: CAPACITY

Although six geometric parameters are input for each approach, entry
width and effective flare length have by far the greatest effect,
because:
additional entry width provides more lanes at the yield line and
thus enables more vehicles to accept a given gap in the circulating
flow
additional flare length provides a greater capacity for the feed in
to the front row at the yield line
The general aim in design should be to achieve a Ratio of Flow to
Capacity (RFC) value of 0
0.85
85 on each approach
This reflects the +/
+/-- 15% tolerance inherent in the entry capacity
formulae, due to site to site variation

10

ROUNDABOUT DESIGN: VISIBILITY

Roundabout specific requirements for visibility include:
include:
visibility to the right at entry
forward visibility at entry
circulatory visibility
Forward visibility on each approach should be in accordance with
NRA TD9

11

ROUNDABOUT DESIGN: POINTS TO NOTE

The maximum entry widths are:
10.5m for a single carriageway approach
15m for a dual carriageway approach
The extra capacity apparently provided by increasing the effective
flare length beyond 40m is derived from extrapolation beyond
experimental data and should be treated with caution
The circulatory carriageway should:
be circular in plan
have a constant width off between 1.0 and 1.2 times the maximum
entry width, subject to a maximum of 15m
Approach gradients should be a maximum of 2%

12

DESIGN OF SMALL NORMAL ROUNDABOUTS

The smallest Inscribed Circle Diameter (ICD) that will accommodate
the Design HCV is 28m
It is very difficult to achieve entry deflection with ICDs below 40m
Compact roundabouts have an ICD range of 28 to 36m

4.0

28.0

18.0

36.0

13

DESIGN OF MINI ROUNDABOUTS TD45

Mini roundabouts should only be used when all approaches are
subject to a speed limit of 50kph or less
They can be extremely useful in improving existing urban junctions
that experience safety or side road delay problems
The central circular marking should be:
1 to 4m in diameter
domed up to a maximum height of 125mm (for a 4m diameter
island)
Where physical deflection is not possible
possible, road markings and small
traffic islands should be used to induce some deflection

14

ROUNDABOUT DESIGN: PEDESTRIANS & CYCLISTS

CHAPTER 5 & 6 OF TD 16
Although roundabouts have a good overall safety record, this does
not apply to twotwo-wheeled vehicles
Careful consideration should therefore be given to meeting the
requirements of pedestrians & cyclists in roundabout design
Care should be taken if proposing traffic signal controlled crossings
are provided in the vicinity of roundabouts, as drivers could mistake
the traffic signals for part of a signal controlled roundabout

15

ROUNDABOUT DESIGN: PEDESTRIAN & CYCLISTS

Chapter 5 Details Requirements for Pedestrians & Cyclists
Chapter 6 Design Hierarchy

16

TRAFFIC SIGNALSIGNAL-CONTROLLED JUNCTIONS

17

SIGNAL--CONTROLLED JUNCTIONS: PRINCIPLES for TD

SIGNAL
50/04
The principal objective of introducing signal control is to improve
operational efficiency, by:
reducing congestion and conflict between different vehicle
movements within the available road space
providing all road users with the maximum degree of safety and
convenience
Signal control may be considered in association with other strategies,
such as:
augmenting
g
g or altering
g a natural route p
priority
y
providing a safe environment for pedestrians and cyclists
providing priority to buses and coaches
area traffic control
light rapid transit systems

18

SIGNAL--CONTROLLED JUNCTIONS: DESIGN SPEED

SIGNAL
TD50/04 assumes that the 85th percentile speeds on all approaches to
a signal
signal--controlled junction are below 104kph (65mph)
Traffic
T ffi signals
i
l are nott recommended
d d where
h
thi
this speed
d iis exceeded
d d
High approach speeds can result in:
difficult decisions for drivers when green changes to amber
right turning drivers misjudging gaps between oncoming vehicles
Where the design speed related parameters cannot be achieved,
t ffi managementt measures should
traffic
h ld be
b introduced
i t d
d tto reduce
d
th
the
approach speeds to the appropriate value for the available SSD

19

SIGNAL--CONTROLLED JUNCTIONS: VISIBILITY

SIGNAL
SignalSignal-controlled junction
intervisibility requirements are not as
onerous as those for major/minor
priority junctions in TD 42/95
SSD on the junction approaches
should be in accordance with NRA
TD9/00, subject to the visibility
envelope being increased to include
the signal head

20

SIGNAL--CONTROLLED JUNCTIONS: CAPACITY

SIGNAL
Signal Controlled Junction Capacity is assessed using:
OSCADY or LINSIG (for isolated junctions)
TRANSYT or SCOOT (for coco-ordinated network)
For OSCADY, the geometric parameters to be input for each
approach are:
number
b off lanes
l
lane widths (entry and exit)
gradient
corner radius
flare details
The proposed signal staging arrangements are also inputed
The general aim in design should be to achieve a Ratio of Flow to
Capacity (RFC) value of 0.90 for each traffic stream

21

SIGNAL-CONTROLLED JUNCTIONS:
SIGNALGOOD DESIGN PRACTICE
The addition of certain design features in signalsignal-controlled junction
layouts can positively influence the overall safety of the junction.
Examples include:
high friction surfacing on the immediate approaches
clear and unambiguous traffic signs and road markings
removal of right turn movements if feasible
road markings to promote nonnon-hooking right turns
specific measures for cyclists
road lighting
types of guardrail that give intervisibility between pedestrians and
drivers

22

SIGNAL-CONTROLLED JUNCTIONS:
SIGNALPEDESTRIANS & CYCLISTS
Specific provision for pedestrians and cyclists should be included
wherever possible. This provision may include:
Cyclists
mandatory cycle lanes, or advisory cycle lanes where space is
restricted
cycle tracks with combined pedestrian/cyclist crossings
advance stop lines for cyclists
Pedestrians
provision off pedestrian signal phases and pedestrian refuges
f
tactile paving surfaces and dropped kerbs
locating
g crossings
g on or near to desire lines
provision of good pedestrian/driver intervisibility

23

SIGNAL--CONTROLLED JUNCTIONS: ROUNDABOUTS

SIGNAL
Traffic signals can resolve specific traffic problems at roundabouts
without the need for geometric changes
In addition to increasing overall capacity, benefits may also include:
separating the conflict between pedestrian and vehicular
movements
improving safety (particularly for cyclists)
reducing circulatory speeds
providing a better balance of queues between the arms

24

WORKSHOP: EXERCISE
Identify the number of G
Geometric Departures and Relaxations
Local Road with a Design Speed of 60kph.
Assume the access at chainage 20 to be
a) Access to houses and then
b) Access to fields

25

WORKSHOP: EXERCISE

Example 2

26

TD 22/06, TD 39/94 & TD 40/94

GRADE SEPARATED JUNCTION DESIGN

DMRB Vol 6 File 7

27

GRADE SEPARATED JUNCTIONS INTRODUCTION

Standards
Types of Grade Separated Junction
Standard Grade Separated Junctions:
Principles
Design of Merges and Diverges
Geometric Standards
Design of Weaving Sections
Compact Grade Separated Junctions
Major Interchanges

28

GRADE SEPARATED JUNCTION

JUNCTIONS:
S: STANDARDS
There are 3 basic forms of grade separation
They are covered in the following DMRB standards,
standards, which are only
applicable in Ireland when used in conjunction with the relevant NRA
Addenda:
Addenda:
TD 22/06 - Layout of Grade Separated Junctions
TD 40/94 - Layout of Compact Grade Separated Junctions
TD 39/94 - The Design of Major Interchanges

29

TYPES OF GRADE SEPARATED JUNCTION

1. Standard Grade Separation
Grade separation designed to DMRB
Standard TD 22/06
Typical layouts include diamonds, half
cloverleaf junctions, dumbell
roundabouts and twotwo-bridge
roundabouts
Layout, traffic signs & road markings
reflect the high standard layout,
particularly the speeds at which drivers
can diverge
Junction with Minor Road determined
by NRA TD 41
41--42 or TD 16

30

TYPES OF GRADE SEPARATED JUNCTION

2. Compact Grade Separation
Grade separation designed to DMRB
Standard TD 40/94
Typical layout consists of compact
connector roads linking the mainline to the
minor road
Justified for much lower traffic flows than
would normally be associated with grade
separation
Reduces environmental impact and
landtake
Layout, traffic signs & road markings
reflect the lower standard layout
layout,
particularly the speeds at which drivers
can diverge

31

TYPES OF GRADE SEPARATED JUNCTION

3. Major Interchanges
Grade separation designed to
DMRB Standards TD 39/94 and
TD 22/06
Generally for intersections
between motorways and major
road
roadss
Provides uninterrupted
movements for vehicles moving
from one mainline to another by
the use of link roads and a
succession of diverging and
merging manoeuvres

Spaghetti Junction

32

DIFFERENCE IN SCALE OF
TD 22/06 AND TD 40/94 LAYOUTS
With low traffic flows, TD 40/94 layouts can provide the advantages of
grade separation with much lower cost, land take and environmental
impact

NB Layouts drawn to same scale

33

STANDARD GRADE SEPARATED JUNCTION

JUNCTIONS:
S: PRINCIPLES
Efficient grade separation should present drivers with the minimum
number of unambiguous decision points as they traverse any at grade
component of the junction and in merging and diverging
Consistent use of signs and road markings should make clear to
drivers the lane configurations ahead. Drivers should not be surprised
by unexpected features
Certain layouts are not recommended due to reduced safety.
Examples are:
Grade separated junctions on single carriageways
Grade separated junctions on dual carriageways within about
500m of the changeover from single carriageway standard
Offside merges and diverges

34

STANDARD GRADE SEPARATED JUNCTION

JUNCTIONS:
S: PRINCIPLES
Mixed provision of grade separation and major/minor at grade
junctions is not recommended. The consistency of the design for
successive junctions is important to avoid driver confusion.
Diamond or half
half--cloverleaf junctions are generally only appropriate for
low turning flows
TwoTwo-bridge roundabouts tend to have large circulatory carriageways
which result in high
g circulating
g speeds
p
and consequent
q
operational
p
problems. Dumbell roundabout junctions are a preferable alternative

35

STANDARD GRADE SEPARATED JUNCTIONS:

APPLICATION OF PRINCIPLES
MERGES
For safety reasons, and to limit interference to mainline traffic,
merging traffic should be channelled into the merging area such that it
arrives in an orderly manner
If joining flows are greater than one lane capacity then an additional
lane should normally be added to the mainline as a lane gain
Auxiliary lanes which provide continuous merging opportunities
should be considered if connector road and mainline flows are close
to capacity
If the merging flow is greater than the mainline flow, the merging
traffic should still give way to mainline traffic, except where lane gains
are provided

36

STANDARD GRADE SEPARATED JUNCTIONS:

APPLICATION OF PRINCIPLES
DIVERGES
Traffic should be able to leave the mainline as easily and quickly as
possible
Queuing to rejoin the local network should be prevented from
extending back onto the mainline
mainline. Auxiliary lanes should be provided
if this is likely
Auxiliary lanes should also be considered where diverging flows are
high, giving diverging drivers a longer time to leave the mainline

37

STANDARD GRADE SEPARATED JUNCTIONS:

DESIGN OF MERGES & DIVERGES
The illustrated Merging Diagram
includes:
No of lanes on the upstream
& downstream mainline and
the connector road
Lane capacities of 1600 vph
ffor All
All--Purpose
P
R
Roads
d and
d
1800vph for Motorways
It is used to determine the
appropriate Merge Layout

38

STANDARD GRADE SEPARATED JUNCTIONS:

DESIGN OF MERGES & DIVERGES
Merge Lane Example
Motorway:
Merging Flow = 1250vph
Mainline Flow = 5600vph
Layout B (Parallel Merge)
required
All Purpose Road:
Merging Flow = 1700vph
Mainline Flow = 2500vph
Layout
y
F (Mainline
(
Lane Gain at
Ghost Island Merge) required
A similar methodology is adopted
for the design of diverges

39

STANDARD GRADE SEPARATED JUNCTIONS:

DESIGN OF MERGES & DIVERGES
TD22/06 Figure 2/4.1 to 5 shows the alternative merge lane layouts
In the UK
UK, TD22/92 permits the use of taper merges where the on
on--slip
traffic flow is low. The NRA have chosen not to include such taper
merges in Ireland, preferring the parallel merge of Layout B as the
lowest standard
In rural areas, 22-lane slip
slip roads always require a ghost island merge
and, unless traffic flows on the mainline are light,
g a lane g
gain on the
mainline

40

TD 22/06 MERGE LAYOUT OPTIONS

Not permitted
by
b the
th NRA

41

TD 22/06 MERGE LAYOUT OPTIONS

42

TD 22/06 MERGE LAYOUT OPTIONS

43

TD 22/06 MERGE LAYOUT OPTIONS

44

TD 22/06 MERGE LAYOUT OPTIONS

45

STANDARD GRADE SEPARATED JUNCTIONS:

GEOMETRIC STANDARDS
Connector Road Types and Design Speeds
Interchange Link: a connector road carrying free flowing traffic within
an interchange
Link Road: a one way connector road adjacent to but separated from
the mainline, used where junctions would be too closely spaced
Slip Road: a one way connector road between the mainline and the
local highway network, which meets the local highway network at
grade

46

STANDARD GRADE SEPARATED JUNCTIONS:

GEOMETRIC STANDARDS
Horizontal & Vertical Alignment
The horizontal and vertical alignment of the mainline and connector
roads at a grade separated junction should be designed to NRA
TD9/07.
However, studies have shown that the radii of loops (defined as
connector roads which pass though an angle of approximately 180 to
270) can safely be much less than those for curves turning through
lesser angles.
Adequate warning signs of loops are to be given and clear sightsight-lines
are to be maintained.
maintained
Thus, minimum loop radii have been reduced to:
75m for loops both on and off a motorway
30m for loops on to an allall-purpose road
50m for loops off an allall-purpose road

47

STANDARD GRADE SEPARATED JUNCTIONS:

GEOMETRIC STANDARDS
Sight Distance
Merges: the SSD shall be related to the design speed of the
connector road and shall be maintained up to Des Min SSD upstream
of the back of the merge nose. From then on, the SSD shall be that
for the design speed of the mainline.
Diverges: the SSD related to the mainline design speed shall be
maintained until the driver reaches the tip of the diverge nose. SSD
can be reduced by one step along the length of the nosing . SSD can
tthen
e be reduced
educed to tthat
at for
o tthe
e des
design
g speed o
of tthe
e co
connector
ecto road.
oad

48

TD 22/06 FIGURE 4/3A

Illustration of Stopping Sight
Distance on Merge Slip Road

49

TD 22/06 FIGURE 4/3B

Illustration of Stopping Sight
Distance on Diverge Slip Road

50

TD 22/06 FIGURE 4/3C

Illustration of Stopping Sight
Distance on Slip Road

51

GRADE SEPARATED JUNCTIONS:

DESIGN OF WEAVING SECTIONS
Weaving takes place in the section of carriageway between a merge
and a diverge and comprises the intersection of vehicle paths at a
small angle
Weaving length is measured in a number of different ways,
depending on the details of the road layout
It is typically the distance between the tip of a merge taper and the tip
of the subsequent
q
diverge
g taper
p

52

GRADE SEPARATED JUNCTIONS:

DESIGN OF WEAVING SECTIONS
Definition of Terms used in Weaving & Measurement of Weaving Length
for Taper & Auxiliary Lane Layouts

53

GRADE SEPARATED JUNCTIONS:

DESIGN OF WEAVING SECTIONS
Rural Motorways and Type 1 Dual c/w National Roads
Desirable Minimum Weaving Length = 2km. In extreme cases, where
traffic forecasts are at the lower end of the range for the specific
carriageway, an Absolute Minimum of 1km can be considered
Urban All
All--Purpose Roads
There is no Desirable Minimum Weaving Length
Length. The Absolute
Minimum is dependent on the Design Speed and varies between
450m and 100m

54

TD 40: COM
COMPACT
PACT GRADE SEPARATED JUNCTIONS:
PRINCIPAL OBJECTIVES
To provide a form of grade separation which can be economically
justified at low main line traffic flows
Whereas full
full grade separation to TD 22 can generally be justified at
design flows above 30,000 AADT on the main line, compact grade
separation to TD 40/94 can generally be justified at design flows
above 12,500 AADT on the main line
This enables safety to be improved by eliminating right turn
manoeuvres between the main line and side roads
It also
reduces environmental impact of junctions
minimises land take
improves
p
access across the mainline for p
pedestrians,, cyclists
y
and
equestrians

55

COMPACT
COM
PACT GRADE SEPARATED JUNCTIONS:
COMPREHENSIBILITY
Drivers on the mainline must be able to comprehend the standard of
grade separation that has been provided, so that they do not leave the
mainline at such a speed that the left in/left out junction bellmouth
cannott be
b safely
f l negotiated.
ti t d
The following features help to inform the driver that compact grade
separation has been provided:
signing to indicate the junction as a priority TT-junction rather than a
slip road
shorter deceleration tapers
no count down markers on the junction approach
no chevron - hatched noses
a large
g traffic island at the end of any
y deceleration taper
p

56

COMPACT GRADE SEPARATED JUNCTIONS: GEOMETRIC

PARAMETERS
Compact grade separated junctions permit the lowest geometric
parameters for the design of road layouts anywhere in the NRA
DMRB

NB Layouts drawn to same scale

57

COMPACT
COM
PACT GRADE SEPARATED JUNCTIONS: GEOMETRIC
PARAMETERS
The geometric standards in NRA TD9 provide for design speeds
down to a minimum of 50kph. Although TD40/94 utilises the
principles contained in TD9, the standards for compact connector
roads
d are b
based
d on a d
design
i speed
d off 30k
30kph
h-3D
Design
i S
Speed
d steps
t
below the current minimum
Table 6/1 of
TD40/94 contains
the main
geometric
parameters for
th design
the
d i off
compact
connector roads.

58

COMPACT
COM
PACT GRADE SEPARATED JUNCTIONS: GEOMETRIC
PARAMETERS
SSD on Compact Connectors can be reduced to values based on
a Design Speed of 30kph:
Desirable Minimum: 33m
1 step Relaxation: 26m
Gradient Standards for Compact Connector
Roads are:
Desirable Maximum: 8%
1 step Relaxation : 10%

These minimal geometric parameters can provide a useful

These
benchmark when designing layouts in highly constrained
urban areas

59

NRA TD 4141-42: COM

COMPACT
PACT GRADE SEPARATED JUNCTIONS
GEOMETRIC PARAMETERS
Junctions with the mainline should be based on the standards in NRA
TD 41
41--42 but should include a traffic deflection island similar to the
one below, with or without merge/diverge tapers

60

COMPACT
COM
PACT GRADE SEPARATED JUNCTIONS:
TYPICAL LAYOUT OPTIONS

61

TD 39: MAJOR INTERCHANGES:

INTERCHANGES: PRINCIPLES
TD39/94 provides guidance on the design of Major Interchanges,
generally as upgrades to existing grade separated junctions
Major interchanges provide freefree-flow movements for vehicles moving
from one mainline to another by the use of link roads and a
succession of diverging and merging manoeuvres
The choice of junction location is usually limited compared with
completely new construction
Traffic Management on existing roads will often influence the
assessment of options
TD39/94 provides advice on the layouts to be used for junctions,
major merges and diverges, and upgrade paths for existing junctions,
as well as advice on their operational assessment
62

MAJOR INTERCHANGES
INTERCHANGES:: LAYOUTS
Typical Interchange Layouts:

63

MAJOR INTERCHANGES
INTERCHANGES:: MAJOR DIVERGES
A Major Diverge is defined as a situation where 3 lanes leave the
mainline carriageway :

64

MAJOR INTERCHANGES
INTERCHANGES:: MAJOR MERGES
A Major Merge is defined as a situation where 3 lanes join the
mainline carriageway :

65

MAJOR INTERCHANGES
INTERCHANGES:: UPGRADE PATHS
TD39/94 provides advice on the improvement of 3
types of existing interchange:
3 level roundabouts
3 leg T interchanges
4 leg interchanges

Example:
Alternative
layouts for the
improvement of
a 3 level
roundabout

66

TIME FOR TEA

67