Channelization

Lecture Notes in Transportation Systems Engineering

Prof. Tom V. Mathew∗

Contents
1 Introduction 2

2 Definitions and Important Terms 2

3 Objectives 3

4 Design Principles 5

5 Channelizing devices 8

6 Traffic Islands 11
6.1 Classification of Islands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
6.2 Design Considerations for Traffic Islands . . . . . . . . . . . . . . . . . . . . . 12
6.3 Guidelines for selection of island type . . . . . . . . . . . . . . . . . . . . . . 13
6.4 Guidelines for design of Traffic Islands . . . . . . . . . . . . . . . . . . . . . . 14
6.5 Guidelines for providing offset to the traffic islands from the road edge . . . . 15

7 Guidelines for design of Median islands 20

7.1 Auxiliary Lanes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
7.2 Shape of Median Ends . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
7.3 Design of Median Openings . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

8 Developing a Channelization Plan 24

9 Typical Channelization Examples 25

10 Turning Vehicle Templates 25

11 Summary 34

12 Acknowledgments 37
∗
IIT Bombay ([email protected]) March 8, 2017

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 or
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Angle of Intersection

Major Leg

Figure 1: Angle of Intersection

1 Introduction
One of the most effective and efficient methods of controlling the traffic on a highway is
the adoption of high intersection geometric design standards. Channelization is an inte-
gral part of at grade intersections and is used to separate turning movements from through
movements where this is considered advisable and hence helps reduce the intensity and
frequency of loss of life and property due to accidents to a large extent. Proper Channeliza-
tion increases capacity, improves safety, provides maximum convenience, and instils driver
confidence. Improper Channelization has the opposite effect and may be worse than none
at all. Over Channelization should be avoided because it could create confusion and worsen
operations.

2 Definitions and Important Terms

1. Channelization - It is the separation or regulation of conflicting traffic movements into
definite paths of travel by traffic islands or pavement marking to facilitate the safe and
orderly movements of both vehicles and pedestrians.

2. Conflict - It is defined as the demand for the same highway space by two or more
users of the highway. Conflicts are classified into mainly three types:

(a) Crossing conflicts

(b) Diverging conflicts

(c) Merging conflicts

3. Angle of Intersection - The angle of intersection is that formed by the centerlines of

the intersecting streets. Where the angle of intersection departs significantly (more
than approximately 20o ) from right angles, the intersection is referred to as a skewed
intersection. Fig. 1 shows the angle made between the center lines of the major and
minor legs.

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 4. Refuge Areas - The area which is used to give refuge to the pedestrians crossing a
street (the open area between two medians) is known as a refuge area.

3 Objectives
The use of Channelization is often creative and innovative, providing for vehicle path separa-
tion and distinct and thus in general making traffic flow safer, smoother, simpler and efficient.
The main objectives of Channelization can be summarized as follows:

1. Separation of maneuver areas: The drivers should be presented with only one deci-
sion at a time to reduce confusion and the influence of operations caused due to the
overlapping of maneuver areas.

2. Reduce excessively large paved areas: The spread of the paved area can be con-
siderably reduced by the construction of raised islands and medians where these are
considered safe and necessary.

3. Control of maneuver angle:The intensity of accidents can be reduced to a large

extent by providing small angles for merging, diverging and weaving (at low relative
speeds) and approximately right angles for crossing (at high relative speeds). The
maneuver angle can be easily controlled by constructing islands of appropriate shapes
and sizes.

4. Favor predominant turning movements: Channelization is also directed for giving

preference to turning movements at an intersection where the proportion of such traffic
is high.

5. Control of speed: Channelization is also used for supporting stop or speed regula-
tions by removing differentials in speed for merging, diverging, weaving and crossing
by using the bending and funneling techniques.

6. Protection and storage of turning and crossing vehicles: To shadow slow or

stopped vehicles from other traffic flows.

7. Blockage of prohibited movements: Proper Channelization also helps maintain traf-

fic regulations by making prohibited movements impossible or inconvenient.

8. Provide space for traffic control devices: To provide space for traffic control devices
when the ideal location for the same is within the intersection area.

9. Segregation of non-homogeneous flows: Channelization provides separate chan-

nels for turning and through, fast and slow, and opposite direction traffic.

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Figure 2: Illustration of T-intersection Channelization, (a)Intersection with no Channelization

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Figure 3: Illustration of T-intersection Channelization, (b)Intersection with right-turn and

passing lane

10. Protection of pedestrians and reduction of crossing distances between refuses:

Non-traversable and wide medians provide a refuge for pedestrians crossing a street.

Consider for example the T-intersection shown in Figs. 2, 3, and 4. In Fig. 2, the intersection
has no special Channelization for helping drivers in avoiding conflicts between movements.
In Fig. 3, a passing lane for through vehicles in the eastbound direction and a westbound
right-turn lane has been added, which helps in separating the turning traffic from the through
ones. In Fig. 4, the use of lanes is further clarified due to the addition of channelizing islands.

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Figure 4: Illustration of T-intersection Channelization, (c)Fully channelized intersection

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 Figure 5: Conflict area in all paved intersection

4 Design Principles
Design of a channelized intersection usually involves the following significant controls: the
type of design vehicle, the cross sections on the crossroads, the projected traffic volumes
in relation to capacity, the number of pedestrians, the speed of vehicles, and the type and
location of traffic control devices. Furthermore, the physical controls such as right-of-way
and terrain have an effect on the extent of Channelization that is economically feasible.
The degree to which each of these principles applies will depend upon the features men-
tioned above. While a principle may be modified in its application to a particular site, dis-
regard of these may result in a hazardous design. The principles may be summarized as
follows:

1. Reduction of the Area of Conflict: The impact area is decreased when Channeliza-
tion is provided, and hence the probability of conflicts is also reduced. The figure below
further clarifies the statement. Fig. 5 shows the conflict area in a Y-intersection without
Channelization and Fig. 6 shows the reduced conflict area in the same intersection
after providing medians.

2. Merging traffic streams at small angles: Merging at small angles permits the flow
of traffic streams with minimum speed differentials. Hence, the gap acceptance time is
also small in such cases. The merging of roadways should be done as shown below
in Fig. 7.

3. Reduction of the speed of incoming traffic by bending its path: The speed of
vehicles entering into the intersection can be reduced by bending the path to the in-

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 Figure 6: Conflict area in a channelized intersection

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Figure 7: Merging of traffic streams

tersection approach. However as far as possible the path of the major traffic stream
should not be bent. The above technique is shown below in Fig. 8.

4. Reduction of speed of traffic by funneling: The funneling technique can also be

used for reducing the speeds of the incoming vehicles. Due to the decrease in the
width of the lane at the approach, the drivers tend to reduce the speed of their vehicles
near the intersection. Fig. 9 shows the funneling technique used for reduction of speed.

5. Protection for turning vehicles/crossing conflicting traffic streams: Provision of a

refuge area between the two opposing streams allows the driver of a crossing vehicle to
select a safe gap in one stream at a time and also provides a safer crossing maneuver.

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Figure 8: Bending path of incoming minor street

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Figure 9: Reduction of speed by funneling

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Figure 10: Refuge area for protecting crossing or turning traffic

Fig. 10further clarifies the above statement.

6. Discourage prohibited turns by island placement and shape: Undesirable and

prohibited turns can be discouraged by the proper selection of shape and location of
the islands. Fig. 11 shows how prohibited turns can be discouraged by proper shaping
and placement of islands.

7. Providing locations of traffic control devices: Channelization may provide locations

for the installation of essential traffic control devices, such as stop and directional signs,

ONE WAY

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Figure 11: Properly placed islands discourage prohibited movements

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Figure 12: Location of signal posts on medians at intersections

signals etc. Fig. 12 shows how channelizing devices can also be used for locating
traffic control devices.

5 Channelizing devices
A channelizing device can be defined as any structure which helps in providing Channeliza-
tion. These can be wide raised medians, non-traversable road islands, traversable raised
curbs or even flush channelizing devices. A brief description of the various devices which
are used for the purpose of Channelization are given in the following sections.

1. Wide Raised Medians

In this form of channelizing device, a raised wide separator is constructed between the
two opposing lanes and the space on the separator (median) is used either for planting
some trees and/or for providing space for traffic signs etc. Fig. 13 shows a typical wide
raised median on a freeway. A median varying between 1.2 m and 30 m in width may
be employed. The higher values of width are adopted on freeways, where sufficient
space is available for the construction of these. In addition, a well-landscaped wide
median will also provide aesthetic benefits to the surrounding neighborhood. A wide
median, if attractively landscaped, is often the most aesthetically pleasing separation
method.

2. Non- traversable Raised Islands

In this type of device, a narrower and a higher median than the traversable island is
constructed between the opposing lanes. This class of device has the advantage of a
narrower median, but its use should be restricted to approach roadways with vehicle
speeds of 60 kmph or below. These are generally 15 to 20 cm high and about 60 cm
in width. Due to the height, most of the vehicles are not able to cross the median,
and hence the name. Fig. 14 shows a non-traversable raised island constructed on
a roadway. These devices are substantial enough that each installation should be

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 Figure 13: Wide raised median

Figure 14: Non-traversable Raised Island (source: [13])

carefully designed, as an inappropriately placed median can constitute a hazard if

struck by an errant vehicle and hence the severity and crash risk is highly increased
on the roadways having non-traversable raised islands.

3. Traversable Raised Curb Systems

In this device, a narrow and mountable type of raised curb is constructed to separate
the traffic moving in the opposing lanes. This class of channelizing device is the nar-
rowest, and therefore the easiest to fit in a wide range of roadway cross-section widths.
The curb is up to 10 cm in height and up to about 30 cm in width. Curbs are formed with
a rounded shape that will create minimal vehicle deflection upon impact. Generally, it
is used with reboundable, reflectorized vertical panels to provide a visual deterrent to
the drivers to cross over to opposite traffic lane. The main advantage of this type of
device is that it can be installed on existing roadway centerlines, without the need for
widening the roadway approaches to the crossing. Figs. 15 and 16 shows traversable
raised curbs with and without vertical panels.

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Figure 15: Traversable Raised Curb System (without vertical panels)

Figure 16: Traversable Raised Curb System (with vertical panels)

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 0
Flash Median
11’
Travel lane
5’
Bike lane 8.5’
Parking

Figure 17: Flush island providing Channelization objectives

4. Flush Channelization
In this type of Channelization, a variety of treatments, including raising them above
the pavement just slightly (2 to 5 cm); the application of pavement markings and other
types of contrasting surfaces etc are possible. These may also be unpaved where they
are formed by the pavement edges of existing roadways. In areas where snow plowing
may be necessary, flush islands are the preferred design. Fig. 17 below shows how
flush islands can also be used for achieving channelizing objectives. The area seen
flushed with the road surface in Fig. 17 is the flush island.

6 Traffic Islands
A principle concern in Channelization is the design of the islands. An island is a defined
area between traffic lanes for control of vehicle movements. Within an intersection area, a
median or an outer separation is considered to be an island. It may range from an area
delineated by barrier curbs to a pavement area marked by paint.

6.1 Classification of Islands

Traffic islands usually serve more than one function, but may be generally classified in three
separate types:

1. Channelizing Islands - These are designed to control and direct traffic movement,
usually turning. Channelizing islands are are shown in Fig. 18.

2. Divisional Islands - These are designed to divide opposing or same direction traffic
streams, usually through movements. Fig. 19 shows the placing of divisional islands in
a roadway.

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Figure 18: Channelizing Islands

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Figure 19: Divisional Islands

3. Refuge islands - Pedestrian islands are provided to serve as safety zones for the aid
and protection of persons on foot. If a divisional island is located in an urban area
where pedestrians are present, portions of each island can be considered a refuge
island. Refuge islands are shown below I Fig. 20. The design aspects of the traffic
islands are dealt in detail in the following sections.

6.2 Design Considerations for Traffic Islands

The necessity for an island should be determined only by careful study, since it is placed
in an area that would otherwise be available for vehicular traffic. The island design should
be carefully planned so that the shape of the island will conform to natural vehicular paths
and so that a raised island will not constitute a hazard in the roadway. A judiciously placed
island at an intersection on a wide street may eliminate the need for traffic signal control by
channelizing traffic into orderly movements. The total design of traffic islands can be studied
in three steps:

1. Selection of appropriate island type (barrier, mountable, painted or flush): The

site and traffic conditions in each intersection are different and hence the island type
suitable for each requires separate attention. The traffic island selected may vary from
barrier type islands to flush islands marked on the roadway surface.

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 Figure 20: Refuge Islands

2. Determination of shape and size of islands: The shape of the island and its size in
an intersection depends on the geometry and space availability at the same. A proper
shape and size of the island (in case of raised islands) must be selected so that it is
able to both channelized the traffic and not pose any type of hazard.

3. Location relative to adjacent traffic lanes: The islands must be offset from the road-
way by some distance to remove the risk of a vehicle dashing against the same. The
width of offset is maximum at the entry of the island and decreases gradually as one
moves towards the end of it.

6.3 Guidelines for selection of island type

As mentioned earlier, each intersection has a unique geometry and flow values, and hence
needs special attention as far as the use of Channelization devices are concerned. The
main factors affecting the selection of the island type are:

1. Traffic characteristics at the intersection

2. Cost considerations, and

3. Maintenance needs

The raised islands and flush Channelization are dealt with in details in the following sections.

6.3.1 Flush Channelization

Flush Channelization is usually appropriate in the following conditions:

1. On high speed rural highways to separate turning lanes.

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 2. In constrained locations, i.e. the locations where vehicle path definition is desired but
space for raised islands not available.

3. For separating opposing traffic streams of low speed streets.

4. In areas where frequent removal of snowfall is required, i.e. in places of high snow fall.

5. It can also be used as a temporary Channelization either during construction or to test

traffic operations prior to the actual installation of raised islands.

However, the main demerits of this type of Channelization are :

1. It is not effective in prohibiting or preventing traffic movements.

2. It is also not appropriate for islands intended to serve as pedestrian refuge.

6.3.2 Raised Islands

The locations where the construction of raised islands assumes importance are:

1. The primary function of the channelizing device is shielding pedestrians or to provide

refuge to pedestrians crossing a street.

2. Also, the primary/secondary function is locating traffic signals or other fixed objects.

3. Intention is to prohibit or prevent certain traffic movements.

4. To separate high volume opposing traffic flows.

5. The raised islands are also particularly important at intersections with unusual geom-
etry i.e. skewed intersections.

A comparison between the usefulness and the operating conditions of the two types of Chan-
nelization is presented in Table. 1.

6.4 Guidelines for design of Traffic Islands

The main design principles followed for the design of the shape and size and shape of the
traffic island are as follows:

1. Shape and size: Islands are generally either narrow and elongated or triangular in
shape, are normally situated in areas of the roadway outside the planned vehicle paths,
and are shaped and dimensioned as component parts of the street or intersection lay-
out. The actual size differs as governed by site conditions, but the following minimum
size requirements should be met to insure that the island will be large enough to com-
mand attention.

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 Table 1: Flush Channelization vs Raised Channelization
FLUSH CHANNELIZATION OPERATING CONDITIONS
1. For Right turns High Speeds
2. To provide temporary or trail Channelization Rural highway
3. To shadow left turns Minor urban intersections
RAISED CHANNELIZATION OPERATING CONDITIONS
1. Post signs or signals Urban streets
2. Provide pedestrian refuse Low speeds
3. Prevent wrong way movements High volumes

Table 2: Recommended Island Sizes

Location of Intersection Size(Sq.meters)
Minimum Desired
Urban 4.65 7
Rural and High Speed urban/Suburban 7 9.3

2. Traffic lanes or turning roadways should appear natural and convenient to their in-
tended users.

3. Number of islands should be held to a practical minimum to avoid confusion.

4. The islands should be large enough to be effective. Small islands do not serve as
channelizing devices and pose maintenance problems.

5. These should not be introduced at locations with restricted sight distance or middle of
sharp horizontal curves due to sight distance considerations.

Table. 2 gives the recommended minimum and desired area values of the traffic islands in
typical urban and rural intersections.

6.5 Guidelines for providing offset to the traffic islands from the road
edge

The orientation of islands near intersections is dictated by the alignment of the intersect-
ing roadways and their associated travel paths. Proper island design must minimize the
potential for vehicle impacts and reduce their severity. This is most often accomplished by
offsetting the approach ends of islands from the edge of travel lane them, tapering them in-
ward. Another technique that is the use of rounded approach noses that may also be sloped

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 Oe Of
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Direction of
Direction of Traffic
Traffic

Oa
Od R1
R2
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Oe
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Figure 21: Recommended Offset Dimensions for location of Traffic Islands

downward on their approach ends. The general design dimensions of corner islands for
roadways in shown in Fig. 21. Another design consideration for islands is their surface fin-
ishing. Islands may be paved or landscaped. Though paved islands are easier to maintain,
yet they are typically not as aesthetically pleasing. The use of colors that have contrast with
the pavement surface is desirable because they allow the island to be more clearly seen by
drivers. Normally concrete islands are paired with asphalt roadways and vice versa. Brick
paver are also used in areas where aesthetics are important. Other concerns include the
need to provide adequate slope to the surface of the island to facilitate drainage and to keep
the island free of sight obstructions and collision. Thus, all landscaping features should be
kept below the clear vision envelop and should not incorporate other fixed hazards.

6.5.1 Curve/taper combinations for turning roadways and islands

The combination of a simple radius flanked by tapers can often fit the pavement edge more
closely to the design motor vehicle than a simple radius (with no tapers). Figs. 22, 23 and
24 shows the various types of curves that can be used for a roadway. The closer fit can be
important for large design motor vehicles where effective pavement width is small (due either
to narrow pavement or need to avoid any encroachment), or where turning speeds greater
than the design speed are desired. Table. 3 and Table. 4 summarizes design elements
for curve/taper combinations that permit various design motor vehicles to turn, without any
encroachment, from a single approach lane into a single departure lane (Note: W should be
determined using the turning path of the design vehicle) The width of the roadway can be
found out from Table. 5 given below.

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 Single
Radius

Figure 22: Various types of curves used for a turning roadway , (a)Simple Radius

Offset

Taper
Single
Radius

Taper

Figure 23: Various types of curves used for a turning roadway, (b)Radius and Taper

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 Island

Larger
Radius
Smaller
Radius

Larger
Radius

Figure 24: Various types of curves used for a turning roadway, (c)Turning Roadway

Table 3: Curve and Taper Corner Design Elements

Angle of Turn Design Vehicle Radius Offset Taper Length
(Degrees) (meters) (OS meters) (T1 meters)
Passenger Car 7.5 0.6 6
75 Single Unit Truck 13.5 0.6 6
Single Trailer Unit 19.5 0.9 13.5
Passenger Car 6 0.75 7.5
90 Single Unit Truck 12 0.6 6
Single Trailer Unit 18 1.2 18
Passenger Car 6 0.6 -
120 Single Unit Truck 9 0.9 -
Single Trailer Unit 13.5 1.2 18

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 Table 4: Design elements for Turning Roadways
Angle of Turn Design Vehicle Radius(meter) Offset
(Degrees) R1-R2-R1 (OS meter)
Passenger Car (P) 30-22.5-30 0.6
75 Single Unit Truck (SU) 36-13.5-36 0.6
Semi-Trailer Unit (WB-50) 45-15-45 2
Passenger Car (P) 30-6-30 0.8
90 Single Unit Truck (SU) 36-12-36 0.6
Semi-Trailer Unit (WB-50) 54-18-54 2
Passenger Car (P) 30-6-30 0.6
120 Single Unit Truck (SU) 30-9-30 0.9
Semi-Trailer Unit (WB-50) 54-12-54 2.6

Table 5: Width of roadway required for negotiating the turn for different classes of vehicles
(W)

Radius on One-Lane One Way One-Lane One Way Two way operation
inner edge Operation (No Operation (Having Either One way or Two
of provision of passing a provision of passing a way (Same Type of vehicle
pavement stalled vehicle) in meter stalled vehicle) in meter in both lanes) in meter
in meter P SU WB-50 P SU WB-50 P SU WB-50
15 3.9 5.4 7.8 6 8.7 13.2 7.8 10.5 15
22.5 3.9 5.1 6.6 5.7 8.1 10.8 7.5 9.9 12.6
30 3.9 4.8 6.3 5.7 7.5 10.2 7.5 9.3 12
45 3.6 4.8 5.7 5.4 7.2 8.7 7.2 9 10.5
60 3.6 4.8 5.1 5.4 6.9 8.1 7.2 8.7 9.9
90 3.6 4.5 5.1 5.4 6.6 7.5 7.2 8.4 9.3

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time 3 Sec. Travel time(min)
RC at barrier nose or beyond
Mountable type median desirable
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W1 = U ndivided approach width

W2 = Divided approach width
W3 = (W1/2) or 4.2m whichever is larger
W4 = (W3 + W2/2 desirable
W3 = W2 + 0.3m

Figure 25: Design Criteria for raised median approaches to intersections

7 Guidelines for design of Median islands

The general guidelines to be followed in the design of median islands (separators of oppos-
ing traffic flows) are:

1. The approach noses should be offset 0.6 to 1.8 m from through lanes to minimize
accidental impacts.

2. Shape should be based on design turning paths and island function. (Generally parabolic
or circular arcs are used)

3. The length of median before the intersection is related to approach speed (normally 3
sec driving time to intersection). It is also affected by available widths, taper designs
and local constraints.

4. The width of the medians should serve its primary intended function.

5. The median should always be provided well past crest vertical curves.

Fig. 25 shows the general design elements of medians provided just at the approach to a
intersection. The required median widths for performing their intended functions are provided
by AASHTO and are shown in Table. 6 below. These widths are empirical and can be applied
at an intersection with reasonable efficiency.

7.1 Auxiliary Lanes

Auxiliary lanes are used under conditions of relatively high traffic volumes in the intersec-
tions. In these cases, traffic congestion problems can be significantly alleviated with auxiliary
lanes to handle turning movements. The median lane should be 12 feet (3.6m), but not less
than 10 feet (3.0m) wide and should be clearly marked for this purpose.

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 Table 6: Basic median functions and their required width
Function Width in meter
Minimum Desirable
Separation of opposing traffic 1.2 3
Provision of pedestrian refuse 1.8 4.2
Provision of storage for left-turn vehicles 4.8 6
Provision for protection of vehicles crossing 7.5 9
through lanes
Provision for U turns, inside to outside lanes 4.8 6
Provision for U-turns, inside to inside lanes 7.8 9

Departure Taper

Bay
Approach Taper
Taper
Storage
Deceleration Length
Length

Figure 26: Components of Auxiliary Lane

Auxiliary lanes can also be introduced to provide for both left turns and right turns at intersec-
tions. The need for such lanes is determined by capacity analysis and the acceptable level of
service designated for the facility. The lanes should be at least 2.7m wide for reconstruction
and resurfacing projects and at least 3.0m, preferably 3.6m for new construction projects.
Auxiliary lane shoulders can be reduced to 0.6 m wide on rural sections and 0 m wide on
sections with curb and gutter. The length of auxiliary lanes consists of five components:

1. Approach Taper

2. Deceleration Length

3. Bay Taper

4. Storage Length, and

5. Departure Taper.

A typical auxiliary lane with the components are shown in Fig. 26 below. These are dis-
cussed in detail in the following section.

21
 Table 7: Deceleration length vs Design Speed
Design Speed Deceleration Length
(kmph) (m)
40 35
55 45
65 55
70 65
80 95

1. Approach Taper- The length of the approach taper varies with operating speeds.
Guidelines for determining lengths are: (i) For speeds 70 kmph and over: L = 0.6W S,
and (ii) For speeds under 70 kmph: L = W S 2 /100 where, L is the length of entering
taper in m, W is the width to be tapered in m, and S is the operating Speed in kmph.

2. Deceleration Length- The deceleration length is that required for a comfortable stop
of a vehicle from a speed that is typical of the average running speed on the facility.
The Bay Taper can be considered part of the deceleration length. AASHTO has again
given a table for calculating the decelerating length value from the design speed value
(Table. 7).

3. Bay Taper - This is a straight line taper with ratios varying from 5:1 to 10:1. Higher
speed facilities should generally have longer tapers. Empirically, the minimum and
maximum values of bay taper are taken as 18m and 36m respectively.

4. Storage Length - The storage length should be sufficiently long to store the number
of vehicles likely to accumulate during the average daily peak period.

(a) At unsignalized intersections, length to be based on the number of vehicles likely

to arrive in an average 2-minute period within the peak hour.

(b) At signalized intersections, the required length depends on the signal cycle length,
the signal phasing arrangement and the rate of arrivals and departures of left
turning vehicles.

5. Departure Taper - The departure taper is normally taken equal in length to that of the
approach taper and should begin opposite the beginning of the Bay Taper.

22
 Table 8: Criteria for selection of median end shape
Effective Median Width Median End Shape
Less than 3m Semi-circular
3m - 20m Bullet Nose
Over 20m Treated as a separate intersection

Lane

R1
−M
(Normal)

l
ro
nt
Co
R

Lane

Figure 27: Shapes of Median ends, (a)Semi-circular

7.2 Shape of Median Ends

Generally, two types of end shapes are used in practice:-semicircular shapes and bullet
nose. The shape adopted normally depends on the effective median width at the end of
the median. The dimensions of the various parameters for semi-circular and bullet nose
ends area as: Semi-circular- L = 2 × ControlR, R1 = M/2. Bullet-nose- L = ControlR,
R1 = M/2, R2 = M/5 The criteria for the selection of median end is as given below in
Table. 8. The two shapes are illustrated in Figs. 27 and 28. The designer should evaluate
each intersection to determine the best median opening shape that will accommodate the
design vehicle.

Lane

b
R1
M

R1

R2
R1

R2
R1

Co
ntr
R ol

Lane

Figure 28: Shapes of Median ends, (b)Bullet-nose

23
 intersection L
Bay Taper

5.1 Left turn Lane

Parabolic 5.1
Shoulder Median M Parabolic Shoulder
Flare Flare
5.1 5.1
Left turn Lane R=Var

Bay Taper

Figure 29: Intersection Median Opening

7.3 Design of Median Openings

Median openings, sometimes called crossovers, provide for vehicular crossings of the me-
dian at designated locations. The design of a median opening should be based on traffic
volumes and types of turning vehicles. Cross and turning traffic must operate in conjunction
with the through traffic on the divided highway. This requirement makes it necessary to know
the volume and composition of all movements occurring simultaneously during the design
hours. The design of a median opening becomes a matter of considering what traffic is to
be accommodated, choosing the design vehicle to use for layout controls for each cross and
turning movement, investigating whether larger vehicles can turn without undue encroach-
ment on adjacent lanes and, finally, checking the intersection for capacity. If the capacity
is exceeded by the traffic load, the design must be expanded, possibly by widening or oth-
erwise adjusting widths for certain movements. Traffic control devices such as yield signs,
stop signs or traffic signals may be required to regulate the various movements effectively
and to improve the efficiency of operations. Median openings at close intervals on other
types of highways create interference with fast through traffic. Median openings should be
spaced at intervals no closer than 500 m. However, if a median opening falls within 100 m
of an access opening, it should be placed opposite the access opening. Also, the length of
median opening varies with width of median and angle of intersecting roads. Fig. 29 shows
the intersection median opening. The median openings for the different classes of design
vehicle are as given in the Table. 9.

8 Developing a Channelization Plan

1. Channelization is more of an art rather than science. Every intersection requires a
special study because of variations in physical dimensions, turning movements, traffic
and pedestrian volumes, type of traffic control etc.

2. In the next step several island configurations are considered and compared. Then a

24
 Table 9: Median Openings

Width of Passenger Car Single Unit Truck Single Trailer Unit

Median(m) Semi - circular Bullet nose Semi - circular Bullet nose Semi - circular Bullet nose
1.2 22.8 22.8 28.8 28.8 43.8 36.6
1.8 22.2 18 28.2 22.8 43.2 34.5
2.4 21.6 15.9 27.6 20.4 42.6 33
3 21 14.1 27 18.6 42 31.5
3.6 20.4 12.9 26.4 17.4 41.4 30
4.2 19.2 12 25.8 15.9 40.8 28.8
4.8 18 12 25.2 15 40.2 27.6
6 16.8 12 24 13.2 39 25.5

choice is made between curbed, raised islands and flush Channelization or pavement
markings.

3. Next it must be checked that the design is compatible to handle turning movements of
large vehicles. Also, it should be such that the vehicles are guided in normal wheel
paths, so that the island does not create an obstruction in the roadway.

4. Signing and marking are redesigned to guide drivers and avoid confusion.

5. The final plan includes details of civil and electrical engineering features (like drainage
facilities, curbs, lighting, signals etc.) required for the project completion.

9 Typical Channelization Examples

Some typical Channelization ways used in practice are as given below. Figs. 30 to 41
indicate both normal Channelization and high type Channelization techniques for various
intersections and situations.

10 Turning Vehicle Templates

In the design of intersections the turning paths of vehicles assumes utmost importance. The
turning paths of design vehicles are given in transparent templates such as the one shown
in Fig. 17 and Fig. 18. These templates are placed over the intersection plan to trace the
path of the turning vehicle. Once this is done, proper islands and other traffic control devices

25
 f

0000000000
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0000000000
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0000000000
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0000000000
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0000000000
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0000000000
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0000000000
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0000000000
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0000000000
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0000000000
1111111111
0000000000
1111111111
0000000000
1111111111
0000000000
1111111111
0000000000
1111111111
0000000000
1111111111
0000000000
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e

Figure 30: Channelization for Y Intersections, (a)For low Flows

00000000000000000000
11111111111111111111
11111111111111111111
00000000000000000000
00000000000000000000
11111111111111111111
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11111111111111111111
00000000000000000000
11111111111111111111
00000000000000000000
11111111111111111111
00000000000000000000
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1111111111111111111111111111111
0000000000000000000000000000000 11111111
00000000
0000000000000000000000000000000
1111111111111111111111111111111 11111111
00000000
0000000000000000000000000000000
1111111111111111111111111111111

Figure 31: Channelization for Y Intersections, (b)For High Flows

111111111
000000000
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d
000000000
111111111
NOT RECOMMENDED WITHOUT
000000000
111111111
000000000
111111111
000000000
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111111111 SIGNAL CONTROL
000000000
111111111
000000000
111111111
000000000
111111111
000000000
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111111111
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000000000
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000000000
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O c

Figure 32: Channelization for T Intersections, (a)For low Flows

26
 0
1
1
0
0
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0
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−D−

Figure 33: Channelization for T Intersections, (b)For High Flows

00000000000000000
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00000000000000000
00000000000000000
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00000000000000000
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00000000000000000
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00000000000000000
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00000000000000000
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00000000000000000
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00000000000000000
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00000000000000000
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00000
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00000000000000000
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00000
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o 11111111111111 00000
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00000000000000
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00000
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00000000000000
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00000000000000
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00000
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0000000000000000000
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0000000000000000000
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0000000000000000000
1111111111111111111

Figure 34: Channelization for T or Y Intersections (Channelized-High Type)

0000
1111
11111111
00000000 1111
0000
00000000
11111111 0000
1111
0000
1111
00000000
11111111 0000
1111
00000000
11111111 0000
1111
00000000
11111111 0000
1111
00000000
11111111
00000000
11111111 0000
1111
00000000
11111111 0000
1111
00000000
11111111 0000
1111
0000
1111
0000
1111

000000
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000000
000000
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000000
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000000
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000000
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000000
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11111111
00000000
00000000
11111111
00000000
11111111
00000000
11111111
00000000
11111111
00000000
11111111

Figure 35: Channelization for T or Y Intersections (Channelized-High Type)

27
 1111111
0000000
0000000
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0000000
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0000000
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0000000
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0000000
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000000000000 000000
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000000000000 111111
111111111111 000000
000000000000 111111
111111111111 000000
000000000000 111111
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000000
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000000000000
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000000000000 111111
111111111111 000000
000000000000
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000
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000
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000000000000
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000
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000000000000
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000
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000000
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000
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000
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0000000000000000
1111111111111111 000
111
0000000000000000
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00000000000000001111111111111
1111111111111111
00000000000000000000000000000
11111111111111110000000000000
1111111111111
0000000000000000
1111111111111111 000000000
111111111
0000000000000
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00000000000000001111111111111
1111111111111111 000000000
111111111
00000000000000000000000000000
1111111111111111 000000000
111111111
00000000000000001111111111111
11111111111111110000000000000
000000000
111111111
0000000000000
1111111111111
000000000
111111111
0000000000000
1111111111111
000000000
111111111
0000000000000
1111111111111
000000000
111111111
0000000000000
1111111111111
000000000
111111111

Figure 36: Channelization for T or Y Intersections (Channelized-High Type)

00000
11111
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00000
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00000
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00000
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g
00000
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00000
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00000
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000
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000
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000
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000
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000
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00000
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000
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00000
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00000011111
111111 000
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000
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000
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00000
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00000011111
111111 000
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000000
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e 000000000000000000000000000
111111111111111111111111111
000000
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000000000000000000000000000
111111111111111111111111111 000
111
000000000000000000000000000
111111111111111111111111111 000
111
000000000000000000000000000 h
111111111111111111111111111
000000000000000000000000000
111111111111111111111111111
000000000000000000000000000
111111111111111111111111111
000000000000000000000000000
111111111111111111111111111 00000000
11111111
00000000
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0000000000000000
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0000000000000000
0000000000000000
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0000000000000000
1111111111111111
0000000000000000
1111111111111111
0000000000000000
1111111111111111
0000000000000000
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0000000000000000
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0000000000000000
1111111111111111
0000000000000000
1111111111111111

Figure 37: Channelization for T or Y Intersections (Channelized-High Type)

00
11
11
00
00
11
00
11
00
11
00
11
00
11
00
11
00
11
00
11
00
11
00
11
00
11
0000
1111
0000
1111 00
11
0000
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11
0000
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0000
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000000000000000000000000000000000000
111111111111111111111111111111111111
111111111111111111111111111111111111
000000000000000000000000000000000000
000000000000000000000000000000000000
111111111111111111111111111111111111
000000000000000000000000000000000000
111111111111111111111111111111111111
000000000000000000000000000000000000
111111111111111111111111111111111111
000000000000000000000000000000000000
111111111111111111111111111111111111
000000000000000000000000000000000000
111111111111111111111111111111111111 11111111
00000000
00000000
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000000000000000000000000000000000000
111111111111111111111111111111111111 00000000
11111111
00000000000000
11111111111111
00000000000000
11111111111111 00000000
11111111
00000000000000
11111111111111 00000000
11111111
00000000
11111111
00000000000000
11111111111111 00000000
11111111

Figure 38: Channelization for 4-Leg Intersections (Channelized-High Type)

28
 111111
000000
000000
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000000000000000000
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000000000000000000
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111 0 000000000000000000
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0 111111111111111
1 000000000000000
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0 111111111111111
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1 000000000000000
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0 111111111111111
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0
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0
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000000000000000000
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1
0
0
1
0
1
0
1
0
1
0
1
0
1
0
1
0
1
0
1
0
1
0
1
0
1
0
1

Figure 39: Channelization for 4-Leg Intersections (Channelized-High Type)

11111111111
00000000000
00000000000
11111111111
00000000000
11111111111
00000000000
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00000000000
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00000000000
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00000000000
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00000000000
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00000000000
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00000 111111
000000 111111
000000
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000000 000000 00000000000000000000
111111 11111111111111111111
000000
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000000
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000000
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000000
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000000
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Figure 40: Channelization for Multi - leg Intersections

1111111111
0000000000
0000000000
1111111111
0000000000
1111111111
0000000000
1111111111
0000000000
1111111111
0000000000
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0000000000
1111111111
0000000000
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11 0000000000
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000000000000000000
111111111111111111
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11
00
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00
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11

Figure 41: Channelization for Multi - leg Intersections

29
 Table 10: Dimensions of some common Design vehicles
Design Vehicle Type Symbol Overall Dimension
Height (m) Width (m) Length (m)
Passenger Car P 1.3 2.1 5.8
Single Unit Truck SU 4.1 2.6 9.1
Single Unit Bus BUS 4.1 2.6 12.1
Intermediate Semi-Trailer WB-15 4.1 2.6 16.7

L
B A
Single Rear
Wheel for
P Vehicle

F_A
wb_2 wb_1
Double Rear Axle WB
Single Rear Axle WB R_1 U

Figure 42: Design vehicle Dimensions and Turning Properties

can be designed. As per AASHTO, the turning templates are drawn at an approximate scale
of 1”=50’. The radius of the template is measured to the outside front wheel path at the
beginning of the curve. The design vehicle for the purpose can be taken out of a list of
16 different types of vehicles suggested by AASHTO. The dimensions of some of the design
vehicles are given in Table. 10 below. The templates are applied to the layout of intersections
and other facilities in accommodating vehicle maneuvers, including driveways, car parking,
truck loading and bus terminals. Here we shall take the cases of a passenger car (P) and
a single unit truck (BUS) as the design vehicles. The various design elements and their
dimensions are shown in Fig. 42 and Table. 11 respectively. The templates were developed
to include a variety of angles, with specific configurations for every 30 degrees of turn (30,
60, 90, 120, 150 and 180). By special manipulation of the template, any degree of turning
can be produced within an overall range of 20 to 200 degrees. The four variables-vehicle
type, turning radius, angle of turn and scale-provide full flexibility in the use of turning vehicle
templates for layout and design. To permit greater latitude in maneuvering of buses, single

Table 11: Design vehicle Dimensions and Turning Properties for 90o turns
Vehicle WB Minimum Turn
Designation L(m) (m) A(m) B(m) W(m) U(m) U** (m) FA RT
(m) (m) (m)
BUS 12.1 7.5 2 2.5 2.6 2.6 4.98 1.25 13
Passenger Car (P) 5.8 3.4 0.9 15 2.1 1.8 2.61 0.6 7.5

30
 Table 12: List of Templates
Vehicle Type Scales Turning Radius-m Average Size-cm
1:250 R= 13 & 18 20 × 25
BUS 1:500 R= 13 & 18 18 × 18
1:250 R=13 to 50 20 × 25
Bar Template
1:250 R=7.5 18 × 18
Passenger car 1:250 R=7.5 to 30 18 × 18
Bar template

unit trucks and passenger cars, special bar tenders are included, consisting of turning radii
in the range of 13 to 50 meters for the first two and 5.5 to 30 meters for the last type of
vehicles which are outside the scope of this discussion. The list of templates for bus and
passenger cars is shown in the Table. 12. The templates for the Passenger Car (P) and Bus
are as shown in Fig. 43, 44 below.

31
 30 o
o
60

1.8’
Passenger Car("P")

90o

120 o

150
o
180o
Figure 43: Design Template for Passenger Car (P)

10.0.1 Numerical example 1

Provide Channelization for an intersection having EW as the major road. The major and
minor roads intersect at right angles. The design vehicle is WB-50 (R=25m) and design
speed is 45 kmph. The intersection is unsignalized. EW road has 2 lanes in each direction
and NS has 1 lane for each direction. Take lane width =3.6 m. Provide bullet nose median
ends. Also provide channelizing island for free right for WS bound traffic.

Solution : The approach taper for auxiliary lane is equal to 3.6 × 45 × 45/100 = 73 m. The
deceleration Taper is taken as 40 m. Considering a 1:10 taper, the Bay Taper is found out to
be 18 m. Let the storage length = 30 m (say). Now from Table. 9, it is found that for bullet
nose median end, Median Opening = 30 m. The dimensions of all the components of the
auxiliary lane are shown in Fig. 45. The width required for the WB- 50 semi-trailer unit is
found to be about 6.5 m. Additional 0.5 m is provided on the outer side and 0.3 m is provided
on the inner side away from the edge of the island. For the turning roadway for the W-S
direction, the single offset method is used. At 0.3 + 0.5 + 6.5 = 7.3 m from the island edge,
a circle of radius 25 m is laid out. Then two tapers of slope 1:15 is laid out on either side of
the arc to join with the straight edge on either side. Thus the Channelization is provided for
the W-S approach. Similar method can be used for designing the Channelization schemes
of the other directions as well. The Channelization for the W-S approach is shown in Fig. 46.

10.0.2 Numerical example 2

Following the principles of Channelization suggest suitable island schemes for the following
intersections (considering both high relative speed and low relative speed) (Figs. 47, 48)

32
 30 o
Bus 60
o

90o

120 o

150
o
180o
Figure 44: Design Template for Bus

30 m

73 m

18 m 30 m
73 m
40 m

Figure 45: Dimensions of components of the auxiliary lane for the intersection

73 m

1:15
R=25m

1:15

Figure 46: Channelization for the W-S direction with traffic island

33
 WYE INTERSECTION

Figure 47: Wye Intersection

SKEWED CROSS ROAD

Figure 48: Skewed Cross Road

Solution

1. Y Intersection (Figs. 49, 50 and 51)

2. Skewed intersection (Figs. 52, 53 and 54)

11 Summary
This chapter presents one of the simple and cost effective way of intersection control, namely
the Channelization. This is normally adopted for low and medium volume roads. The chapter
contains the design principles, traffic islands, and median.

Acknowledgments
I wish to thank several of my students and staff of NPTEL for their contribution in this lecture.

34
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Figure 49: (a) Y - Intersection

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Figure 50: (b) Y - Intersection

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0000
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Figure 51: (c) Y - Intersection

35
 MA
000000000000
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JO
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R
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FL
00000000000000
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11111111111111 00000000
11111111

OW
00000000000000
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Figure 52: (a) Skewed Intersection

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000000
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000000
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Figure 53: (b) Skewed Intersection

36
 W
O
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JO
A
M

Figure 54: (c) Skewed Intersection

12 Acknowledgments
I wish to thank my student Mr. Pratik Patra for his assistance in developing the lecture note,
and my staff Ms. Reeba in typesetting the materials. I also wish to thank several of my
students and staff of NPTEL for their contribution in this lecture. I also appreciate your
constructive feedback which may be sent to [email protected]

Prof. Tom V. Mathew

Department of Civil Engineering
Indian Institute of Technology Bombay, India

37