JUNCTION IMPROVEMENT

AND STANDARD
GEOMETRIC DESIGN AT
HUNTER ROAD,WARANGAL

SR ENGINEERING COLLEGE
A.ANIL KUMAR
E.RAVICHANDER
D.SOUMYA
A.KARTHIK
K.MOUNIKA
K.KARUN KUMAR
CH.MOUNIKA

11K41A0109
11K41A0120
12K45A0103
11K41A0108
12K45A0106
11K41A0148
11K41A0116

 Name of the work:

widening of hunter road 2 lane to 4 lane in warangal
limits in warangal district.
Sub-Work:
providing road safety interventions by construction of
rotary and kidney islands at km.3/6-8 of junction of
hunter road in warangal district.
The junction is a Y-junction ,ROB link road towards
khammam starts from this Y-junction thus the junction
needs to be improved to avoid fatal accidents.
It is proposed with owl shaped rotary with kidney islands
one each on hanamkonda, warangal and khammam sides.

Design of Rotary
Definitions:
At grade intersection: an intersection is where all roadways join

or cross at
the same level.
Diverging: dividing of a single stream of traffic into separate
streams.
Intersection angle: the angle between two intersection legs.
Merging: the converging of separate streams of traffic into a
single stream.
Rotary Intersection: A road junction laid out for movement of
traffic in one
direction around a central island.
Rotary Island: A traffic island located in the centre of an
intersection to
compel movement in a clock-wise direction and thus substitute
weaving of
traffic around the island instead of direct crossing of vehicle

objectives:
Signalization of rotaries to provide access to pedestrians

and
vehicles.
To evaluate perceived concern of high speed at rotaries .
To balance traffic volume.
To move the vehicles in circulatory motion without

confusion.
Kidney islands are provided to reduce the speed of the

vehicles as the
vehicles come nearer to the junction point.

study:
Traffic volume study is done by counting by following methods:
1.

Mechanical Counters
In mechanical counters method traffic count is recorded by
electrically operated counters.
other methods of working the mechanical detectors are by

photo-electric cells

magnetic detectors

radar detectors

Manual counts:
Manual counts are recorded in a prescribed record sheet:
Manual count from Hanamkonda to warangal
Straight
Approach

Right turning

Left turning

ahead
Comm 2car ercial
Wheele cars
s
vehicle rs
s

North

Comm 2Cars Comm 2-W

ercial Wheeler
ercial
s
vehicle
vehicle
s
s

147

362

132

86

127

472

--

--

257

--

--

--

143

452

176
South

--

182

The traffic in terms of PCUs from leg is depicted in fig.

630
N

475

SW

685
N

777
766

766
SE

Design elements:
Design Speed:

The design speed is the main factor on which design

elements
depends.
All Geometric elements such as
i) Radius of the curve
ii) Length of the transition curve
iii) Rate of super elevation
iv) Extra-widening of the pavement
For Rotary intersections design speed V as follows:
Area

Design Speed ,V kmph

Urban Areas

30

Rural Areas

40

Length
of the Transition
curve
Length of Transition
curve:
length of transition curve depends upon
i) Radius of the curve
ii) Centrifugal acceleration
Radius of the curve = 16 m
Centrifugal acceleration, C =

80
75+V

3
m/sec

, [0.5<C<0.8]

Design speed for urban areas, V= 30kmph

C=

80
= 0.76 m/sec3
75+30

Length of the Transition curve

0.0215V

Ls =

CR

Here, Ls = Length of the Transition curve, m

C = centrifugal acceleration
R = Radius of the circular curve, m
Ls =

0.0215 30
0.76 16

= 47.73 m

 Radius of rotary roadway: The IRC has suggested

that the
radius of the rotary to be 20-35 m and 15-25m for the
speed 40 kmph
and 30 kmph respectively.

weaving length: the weaving operation including merging

and
diverging taking place between two channelizing islands of
the adjacent
intersecting legs, then the length of the rotary roadway is
weaving
known asDesign speed
length
weaving
length.
(k.p.h)
The
weaving
length should be at least 4 times the width of
( metres
)
the weaving
section. 40
45-90
30

30-60

WidthofweavingSection:

The widthof the weaving section ofthe rotary shouldbe one

traffic lane
(3.5m) wider than the mean entry width there to.

e=

e1 +

e2
+ 3.5 m

where e1 is entry width of the weaving

section
e2 is exit width of the weaving section

9.4 + 21
2

= 18.7 m

+ 3.5 m

Capacity of the Rotary:

Capacity of the individual weaving sections
depends on factors such as

i. width of the weaving section

ii. average width of entryinto the rotary
iii. the weavinglength and
iv. proportion of weaving traffic.

The Capacity of the Rotary will be calculated :

Qp = Practical capacity ofthe weaving section of the rotary in

passenger car units (Pcu) per hour.
w= width of weaving section in metres (within the rangeof6-18 m)
e=averageentry widthinmetres.(i.e., average of e1 and e2),
e/w to be within a rangeof0.4 to 1.00
l= length in metres ofthe weaving section between the
endsofchannelizing islands (w/l to be within the range0.12 and 0.4)
p=proportion of weaving traffic,i.e., ratio of sum of crossing streams
to the total traffic on the weaving section (p=(b+c)/(a+b+c+d)),
range of being 0.4 to 1.0.

280 16.5 (1+0.81)(1-0.33)

Qp =

( 1+
0.2 )

=
4669 veh/hr.
Where,
w = 16.5 m
e = 15.2 m

Superelevation:
In order to counteract the effect

of
centrifugal force and to reduce
the
tendency of the vehicle to
overturn
or skid, the outer edge of the
pavement
is raised with respect to the
inner edge,
thus providing a transverse
slope
throughout the length of the

Equation for design of superelevation is given by;

e + f =V

127R
Here
e = rate of superelevation
f = lateral friction coefficient
V = speed of the vehicle, kmph
R = Radius of the curve, m
2

e = 30

127 16
= 0.30 m

- 0.15

Radii beyond which superelevation is not required

Design
speed
(kmph)

Radius (in metres) of transition curve for camber of:

4%

3%

2.5 %

2%

1.7 %

20

50

60

70

90

100

25

70

90

110

140

150

30

100

130

160

200

240

35

140

180

220

270

320

40

180

240

280

350

420

50

280

370

450

550

650

60

470

620

750

950

1100

80

700

950

1100

1400

1700

100

1100

1500

1800

2200

1600

pavement on horizontal
curve
On horizontal curves it is common practice to widen the
pavement slightly more than the normal width. The object of
providing extra widening are due to the following reasons:
1. off tracking
i) The length of the wheel base of the vehicle.
ii) the turning angle or radius of the curve.
2. Transverse skidding
3. In case of trailers, they turn the vehicles on the outer side at
the
beginning of the curve.
4. when two vehicles cross the horizontal curve there is a
psychological
tendency to maintain greater clearance between the

Extra width of pavement at horizontal curves

Radius of
curve, m

Up to 20

20 to 40

41 to 60

61 to 100

101 to 300

Above
300

Extra
width on
lane
pavement,
m

1.5

1.5

1.2

0.9

0.6

Nil

Extra
width on
single lane
pavement,
m

0.9

0.6

0.6

Nil

Nil

Nil

Channelization
Rotary Islands are channelised intersections which separates

the traffic
stream in different directions.
It provides the spreading of traffic flow as far as possible the

points of
conflict between crossing traffic streams.
The number of decisions made by the driver can be reduced

by allowing

Principles of proper
channelized intersection
The layout of the intersection should be clearly visible, simple and

understandable by the driver.

Layout of intersection makes it necessary for driver not to travel in many

directions. This is achieved by visual guidance, islands and markings.

The island provided should separate high-speed and turning traffic

flows.
The width of the traffic lane of straight section without kerb is 3.5 m.
The width of the traffic lane near the island is 4.5-5 m at entry and 6 m at

exit.
Pedestrian crossing should be provided.z

Rotary Islands
Rotary Islands in circular shape for safe traffic flow in clock-

wise
direction.
The curve for the traffic rotaries are

designed by transition curve method.

The width of rotary increases depending

upon the volume of the traffic flow.

Kidney islands
kidney islands are provided around

central island to slow down the vehicles

as it comes nearer to the junction point.
It allows the stream of vehicles to flow in

single direction without confusion.

To avoid fatal accidents.

Functions of
transition curve
To introduce gradually the centrifugal

force between the tangent point and the

beginning of the circular curve, avoiding
a sudden jerk on the vehicle.
To enable the driver turn the steering
gradually for his own comfort and safety.
To enable gradual introduction of the
designed super elevation and extra
widening of pavement at the start of the
circular curve.
To improve the aesthetic appearance of
the road.

Conditions where rotary is

justified:
According to AASHTO have suggested that
minimum traffic volume is 500 vehicles/hour.
maximum traffic volume is 5000 vehicles/hour.
Rotary may not function efficiently more than 5000

vehicles/hour.
But according to IRC suggestion, the passing of vehicles

be 3000
vehicles/hour.

Advantages ofRotaryIntersections:
An

orderlyand regimented traffic flow is provided. Individual traffic

movements
are subordinated in favor oftraffic as a whole.
All traffic proceeds at a fairly uniform speed. Frequent stopping and
startingare
avoided.
Weaving replaces the usual crossingmovements at typical at-grade
intersection.
Direct conflict is eliminated, all traffic streams merging or diverting at small
angles. Accident occurring from such movement areusually ofa minor
nature
Rotaries areepically suited for intersections with five or more intersection
legs
though these can also be adopted at intersectionswith 3 or 4 legs.
For moderate traffic, rotaries are self-governing and needno control by police
or
traffic signals

Disadvantagesof rotary
Intersections:
Once the rotary has locked up the movement of vehicles

completelystops
and the traffic willhave to be ultimately sorted out by the police.
Arotary requires a comparatively larger area and may not be
feasible in
many built up locations.
Wherepedestrian trafficis large, a rotary by itselfis not sufficient
tocontrol traffic and has to be supplemented by traffic police.
Where theangle of intersection between two road is too acute, it
becomes
difficultto provide adequate weaving length.
The provision of rotaries at close interval makes travel
troublesome.
Traffic turning right has to travel a little extra distance.

Design principles

Wider entries by narrowing median strips or islands a

advanced give
way lines

Smaller central island

Deflection of traffic passing through the roundabout s

speed for
vehicles

Simple, clear and conspicuous layout

Solutions to rotary
Replace with signalized intersection.
Install full time signal control on the

rotary.
Physically change rotary geometry,

the
latter
combined.

two

options

may

be

 Recommended geometric modifications include

changes to
entry/exit layouts, circulatory lanes and visibility
parameters.

A "radial" format is used, with entry/exit lanes made

perpendicular, rather than tangential, to the central
island by
removing flares and modifying splitter islands.

A narrowed circulatory lane is used and/or separate

lanes are
marked.

If enforceable, there may also be scope for the

application of

Construction of Rotary
islands involes 8 stages:
1. Earthwork excavation for foundation.
2. VCC (1:3:6) for leveling course.
3.

CRS Masonry for Sub-structure.

4. VCC M 20 for Coping.

5.

Earthwork ex-filling.

6.

Groove pointing for CRS.

7.

Caution and direction boards.

8.

Chequered tiles.

conclusion
Traffic rotaries are introduced for safety traffic flow at the

junction point.
Rotaries are designed in circular shape for flow of vehicles in
clock-wise
direction without confusion.
Around the rotary island kidney islands are provided to slow
down the
vehicles near the junction point for avoiding congestion
between the
vehicles.
The width of the road beside the rotary island is more. i.e.,
more than 3.5
m.
The width of the rotary depends upon the capacity of the flow.

Thank you