Design Speed

Lowering injuries and fatalities remains a crucial goal for our cities. A total of 95,615 traffic
accidents in National Capital Region (NCR) were recorded 2015, which caused 519 fatalities, the
Metropolitan Manila Development Authority (MMDA) reported on Thursday.

Additionally, 17,103 were injured and there were 77,993 records of "damage to property."

Based on data released by the Metro Manila Accident Recording and Analysis System
(MMRAS), last year's figures are higher compared to the 90,258 vehicle accidents for the year
2014, which killed 418 persons, injured 16,665 others and chalked up 73,175 reports of damage
to property.
To counteract these gruesome and unnecessary injuries and fatalities, cities should utilize speed
control mechanisms that influence behavior, lower speeds, and in turn, reduce injuries and
fatalities. Embracing a proactive design approach on new and existing streets with the goal of
reducing speeds may be the single most consequential intervention in reducing pedestrian injury
and fatality.
Speed plays a critical role in the cause and severity of crashes. There is a direct correlation
between higher speeds, crash risk, and the severity of injuries.

On city streets, designers should select a design speed to use in geometric decisions based on
safe operating speeds in a complex environment.
Higher design speeds often mandate larger curb radii, wider travel lane widths, on-street parking
restrictions, guardrails, and clear zones. Lower design speeds reduce observed speeding
behavior, providing a safer place for people to walk, park, and drive.
Mass differential between street users results in more severe injuries to the lighter of the two
colliding bodies.

CRITICAL
Design streets using target speed, the speed you intend for drivers to go, rather than
operating speed. The 85th percentile of observed target speeds should fall between 1030 mph
on most urban streets.
The maximum target speed for urban arterial streets is 35 mph. Some urban arterials may
fall outside of built-up areas where people are likely or permitted to walk or bicycle. In these
highway-like conditions, a higher target speed may be appropriate.
The maximum target speed for urban collector or local streets is 30 mph.

RECOMMENDED
Use short cycle lengths and/or slow signal progressions in downtown areas and networks
with closely spaced signals.
In neighborhoods, designers should consider 20 mph zones to reduce speeds to those safe for
interaction with children at play and other unpredictable behavior.
On local roads or in areas with above average pedestrian volumes, designers may choose
to select a design speed below the posted speed limit. Certain states disallow posted speeds of
less than 25 mph, but do not restrict operating speeds 10 mph below the speed limit.
OPTIONAL
Shared streets and alleys may be assigned target speeds as low as 510 mph.
Speed enforcement cameras have proven highly effective at reducing speeds and
increasing compliance of the speed limit.

Cross- Section of a Typical Highways

LANE WIDTH OR HIGHWAY TRAVEL WAY:

 In meeting oncoming vehicle or passing slower ones, the portion selected by a driver
depends primarily on the paved surfaced width of the highway. The width of the surfaced road
and the no of lanes sho7uld are adequate to accommodate the type and volume of traffic
anticipated and the assumed design speed of vehicles.
As traffic density, vehicle speed and truck widths have increased, two lane highway have
also increased in width from 16 to the current recommended value of 24 width 10; stabilized or
paved shoulders on either side along primary routes.
Standard for the interstate system set lane width at 11 for rural roads when traffic density
is less than 200 vehicles per lane per hour.
For other rural and all urban facilities widths are set to be 22. For primary highway carrying
over 200 vehicles, lane widths are 11 per 12 depending on design speed and no of commercial
vehicles.
For secondary roads desirable lane is 10.
MEDIAN SRIP FOR DIVIDED HIGHWAY:
In order to provide positive protection against a conflict with opposing traffic median
strop are provided on divided highways.
The width of these median strip varies from 4 to 60.
Where median strips are narrow separation, is merely provided by raised curbs and,
where greater widths are available curbs may (or may not) be used. Often in rural areas the wide
division aline serves the purpose and no raised barrier is employed.
ADVANTAGES of Median of a road:
The chance of freak accidents which might produce head on collision over a narrow
median is reduced.
Headlights glare from opposing traffic is less troublesome.
At intersection, a wide median provides refuge from crossing traffic.
SHOULDERS in Highway Cross Section :
It is that portion of the roadway between the outer edge of the outer traffic lane
and the inside edge of the ditch, gutter, curb or slope.
Shoulders are provided for the safe operation and to allow the development of full
traffic capacity. Shoulder provides a place for vehicle to park for changing tires.
DIMENSIONS:
Outside shoulders are width of at least 10 and preferably, 12 that is clear of all
obstructions is desirable for all heavily traveled and high speed highways.
 Inside shoulder are often not as wide (often 4)
Mountainous areas: due to extra cost, the width is kept less, the use of partial shoulder
may be permitted (protrude 1-4 into adjacent lane) under these conditions, emergency
parking pull outs are provided.
In section with guardrails or other vertical elements, an additional 2 of shoulder
widening should be provided.
SIDE SLOPES in Roadway Cross Section:
The graded area immediately adjacent to the graded roadway shoulder is called
side slope.
Highway Cross Section - Types of Side slopes:
BACKSLOPE: - Slopes back to natural topography are known as back slope.
FARESLOPE: - Slopes down to ditch are called fare slope.
2.3 Road Shoulders
Road shoulder or verge is defined as that portion of the road-way between the edge of the traffic
lane and the edge of the ditch, gutters, curb or side slope.
A shoulder, often serving as an emergency stopping lane, is a reserved lane by the verge
of a road or motorway, on the right in countries which drive on the right, or on the left
side in Japan, the UK, Australia, and other left-side driving countries.
A hard shoulder, or simply, is a reserved area by the verge of a road or motorway.
Generally it is kept clear of motor vehicle traffic.
The Importance of Road Shoulders
1. Road shoulder serves as a place for vehicles to stop when disabled, or for some other
purposes. Road shoulder considerably reduces road accidents.
2. The road capacity is decreased and accident opportunity increases if the shoulder is too narrow
or omitted in the design.
3. Shoulder should be continuous along the full length of the roadway. It is also add structural
strength to the road pavement.
4. Shoulder increases the horizontal sight distance on curves. It reduces accident potential when
vehicle stop during emergencies.

2.4 Cut or Fill Slope

In earthmoving, cut and fill is the process of constructing a railway, road or canal
whereby the amount of material from cuts roughly matches the amount of fill needed to
make nearby embankments, so minimizing the amount of construction labor.

Fill - sections manifest as elevated sections of a roadway or track bed. Environmental effects of
fill sections are typically favorable with respect to air pollution dispersal, but in the matter of
sound propagation, exposure of nearby residents is generally increased, since sound walls and
other forms of sound path blockage are less effective in this geometry.
There are a variety of reasons for creating fills, among them reduction of grade along a
route or elevation of the route above water, swampy ground, or areas where snow drifts
frequently collect. Fills can also be used to cover tree stumps, rocks, or unstable soil, in which
case material with a higher bearing capacity is placed on top of the obstacle in order to carry the
weight of the roadway or railway and reduce differential settlement.
THE CROSS SLOPE
 The cross slope is provided in all tangent sections of the roadways. Slope usually fall in
both directions from the center line of the two lane highway except where super elevation of
curves directs all water towards the inside.
For a high type pavement, the crown or slope is often 1% to 2%. However, steeper slopes
are strongly recommended because rainwater flow away more rapidly and thereby reducing the
water thickness on the road pavement. A cross slope in one direction of a multi-lane highways
makes driving comfortable, but with heavy rainfall, the water depth increases on the roadway.
The paved shoulder cross slope ranges from 3% to 6% although 4% is the most common.
For a gravel shoulder, 4% to 6% slope is satisfactory and 8% slope is effective drainage for turf
(grass) surfaces.
This type of cross section allow the inner lane accommodate high speed traffic because it
is flatter than the outer lanes. On the very wide street, the parabolic crown surface makes the
center lanes almost flat unless gutters are sufficiently deep enough to convey water. A
combination of uniform slope with parabolic cure is used instead of parabolic sections.
NUMBER OF LANES
The number of lanes in a segment of a highway is determined from the estimated traffic
volume for the design year (AADT) and of highway lane capacity at expected level of service.
The AASHTO policy accept a dually divided 16 lane roadway with four lanes in each direction
for an inner freeway and four more lanes in each direction on the outside. There are instances
where a reversible lane is located at the center of freeways with unbalanced heavy traffic flow.
HIGHWAY MEDIAN
The median strip or central reservation is the reserved area that separates
opposing lanes of traffic on divided roadways, such as divided highways,dual
carriageways, freeways, and motorways. The term also applies to divided roadways other than
highways, such as some major streets in urban or suburban areas. The reserved area may simply
be paved, but commonly it is adapted to other functions; for example, it may accommodate
decorative landscaping, trees, a median barrier or railway, light rail or streetcar lines.
For narrow medians, there are four means of reducing cross median accident.

1. Deterring devices two sets of double strip painted on the existing pavement, raised diagonal
bars, low curbing and shallow ditches.
2. Non Traversable energy absorbing devices line chain link fence 1 meter high supported by
steel post augmented cables at the bottom and midpoint.
3. Non traversable rigid barriers are metal guard rail.
4. G.M. Barriers a high non-mountain sloped face concrete barriers called New Jersey. It is cast
or extruded in place or precast in section and set in position with crane.
Deterring devices
Non-Traversable Rigid Barriers

G.M. Barriers

THE GRADE LINE

The grade line is defined as the longitudinal profile of the highway as a measure of how
the center line of the highway rises and fall.
Grade line appears on profile taken along the road center line. It is a series of straight
lines connected by parabolic vertical curves to which straight grades are tangent.

In laying the grade line, the designer has to consider the following:

1. Where earthwork is minimal and consistently meeting sight distances in relation in grade line,
economy is one main consideration.
2. In mountainous areas, the grade line must be considered to have a balanced excavation against
embankments to get the minimum overall cost.
3. In a flat area, the grade line is set almost parallel to the ground surface but sufficiently above
the ground as allowance for drainage.
4. Undesirable native soil should be provided with sufficient cover.
5. Along river or streams, grade line elevation may be governed by the expected level of flood
water.

Curves, island, interchanges and freeway

Widening of curves
Provision for a wider roadway is necessary on sharp curve for two lanes pavement under
the ff. reason.
1. To force the drivers to shy away from the pavement edge.
2. To increase the effective transverse vehicle width for non-tracking of front and rear
wheel.
3. To give additional width due to the slanted position of the front wheel to the
roadway center line.
4. For a 7.2m wide roadway, an additional width of 30cm is necessary on an open
curve highway.
Islands
Is a define area between traffic lanes for controls of vehicle movement and for
pedestrian refuge. Within an intersection, median is considered as an island.
Island is included in the design by the ff. purposes.
1. Separation of vehicles flow
2. Separation of conflicts
3. Reduction in excessive pavement areas
4. Reduction of traffic and indications of proper use of intersection
5. Arrangement to favor a prominent turning movement
6. Location to traffic control devices
General types and shapes of an island

.
Interchange
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. It differs from a standard intersection, at which roads cross at grade.
Function of freeway interchanges.
To provide separation between two or more traffic arteries.
To facilitate easy transfer of vehicles from one entry to the other or between local
roadways and the freeway.
Use of overpass or underpass?
UNDERPASS
Depends on topography, economy and any other minor factors
Underpass better for deceleration/acceleration, cost and advance warning
OVERPASS
Overpass better aesthetics
Types of interchange.
Four way interchanges:
1. Cloverleaf interchange
Typically a two-level, four-way interchange where all left turns are handled by
loop ramps (right turns if traveling on the left).
Advantage of cloverleaf:
they require only one bridge, which makes such junctions inexpensive as long as land is
plentiful
A major shortcoming of cloverleafs, however, is weaving and the consequent low
capacity of this design.
Objections to the cloverleaf interchange design:
It requires large area of land
At higher design speed, more time is consumed just to transverse the longer loops
Vehicles making left turn execute 270 right turn and travel greater distance becoming
very unpleasant and hazardous due to sharp curves and steep grades.
Vehicles leaving the curve loop in one quadrant weave those entering the adjacent loop
from the through road way.

2. Stack interchange
Whereby left turns are handled by semi-directional flyover/under ramps.

Disadvantages:
Expensive
 creates an eyesore among local residents, leading to considerable (Not In My Back Yard)
opposition

3. Cloverstack interchange
Its ramps are longer to allow for higher ramp speeds, and loop ramp radii are
made larger as well. The large loop ramps eliminate the need for a fourth, and
sometimes a third level in a typical stack interchange, as only two directions of
travel use flyover/under ramps.

Advantages:
cheaper to build than stack interchanges
less of an eyesore for local residents
weaving is also eliminated
Disadvantages:
require a lot of land to construct
the loop ramps are not as efficient as flyover/under ramps in terms of traffic flow

4. Turbine interchange (whirlpool)

 Requires fewer levels (usually two or three) while retaining semi-directional
ramps throughout, and has its left-turning ramps sweep around the center of the
interchange in a spiral pattern in right-hand driving.

5. Roundabout interchange
The ramps of the interchanging highways meet at a roundabout or rotary on a
separated level above, below, or in the middle of the two highways.
Other/hybrid interchanges
1. windmill interchange
is similar to a turbine interchange, but it has much sharper turns, reducing its size
and capacity

2. diverging windmill
Increases capacity by altering the direction of traffic flow of the interchanging
highways, making the connecting ramps much more direct.
3. Divided volleyball
Create a wide median between the carriageways of the two interchanging
highways, using this space for connecting ramps.

4. Full diamond
Large, multi-level interchanges that use flyover/under ramps to handle both right
and left ramps.
Three way interchanges
Trumpet interchange
Have been used where one highway terminates at another highway. These involve
at least one loop ramp connecting traffic either entering or leaving the terminating
expressway with the far lanes of the continuous highway.

Directional T interchange
Uses flyover/under ramps in all directions at a three-way interchange. A semi-
directional T does the same, but some of the splits and merges are switched to
avoid ramps to and from the passing lane.
 Full Y interchange
Typically used when a three-way interchange is required for two or three
highways interchanging in semi-parallel/perpendicular directions, but it can also
be used in right-angle case as well. Their connecting ramps can spur from either
the right or left side of the highway, depending on the direction of travel and the
angle.
Two way interchanges
Diamond interchange
Interchange involving four ramps where they enter and leave the freeway at a
small angle and meet the non-freeway at almost right angles.

Parclo interchange/folded diamond

Also known as a partial cloverleaf, is an interchange usually involving four to six
ramps, two of which are loop ramps, which connect to the non-highway.

Diverging diamond interchange

Similar to a traditional diamond interchange, except that it uses directional lanes
for the non-highway to cross over each other on either side of the highway,
 altering the direction of travel on the over/underpass through the use of traffic
lights.
This allows all turns to and from the highway to be made without crossing the
opposite direction of travel, increasing the capacity when compared to a typical
diamond interchange.

DESIGNING HIGHWAYS
HIGHWAY ENGINEERING
is an engineering discipline branching from civil engineering that involves the planning,
design, construction, operation, and maintenance of roads, bridges, and tunnels to ensure
safe and effective transportation of people and goods. Highway engineering became
prominent towards the latter half of the 20th Century after World War 2. Standards of
highway engineering are continuously being improved. Highway engineers must take
into account future traffic flows, design of highway intersections/interchanges, geometric
alignment and design, highway pavement materials and design, structural design of
pavement thickness, and pavement maintenance.
HIGHWAY INTERSECTION
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. It differs from a
standard intersection, at which roads cross at grade. Interchanges are almost always used
when at least one of the roads is a controlled-access highway (freeway or motorway) or a
limited-access divided highway (expressway), though they may occasionally be used at
junctions between two surface streets.
General Principles and Considerations
 Intersections are required to meet a variety of user expectations, particularly for users of
motor vehicles. Drivers expect to safely pass through intersections with minimal delay
and few conflicts. Drivers of large vehicles expect to be able to negotiate turns easily. In
urban areas, however, expectations based on rural and suburban experiences are
unreasonable. Intersection users in urban areas will experience delays and conflicts
between vehicles, pedestrians and bicyclists. Driver expectations need to shift toward
taking turns with other modes and a sense of uncertainty, which creates a slower, vigilant
and safer environment.
Successful multimodal intersection design is based on several fundamental
geometric design and operational principles. These principles include:
Minimize conflicts between modes (such as signal phasing that separates vehicle
movements and pedestrian crossings, bicycle lanes extended to the crosswalk, pedestrian
refuge islands, low-speed channelized right turns and so forth.) Provide crosswalks on all
approaches.
Accommodate all modes with the appropriate levels of service for pedestrians, bicyclists,
transit and motorists given the recommended speed, volume and expected mix of traffic.

Intersections are community gateways. Landscaping in the center island of an intersection.

Intersections must be accessible to pedestrians with disabilities. This curb extension is equipped
with curb ramps and high-contrast detectable warnings.
 Avoid elimination of any travel modes due to intersection design. Intersection widening
for additional turn lanes to relieve traffic congestion should be balanced against impacts
to pedestrians, bicyclists and transit.
Provide good driver and nondriver visibility through proper sight distance triangles and
geometric features that increase visibility, such as curb extensions.
Minimize pedestrian exposure to moving traffic. Keep crossing distances as short as
practical and use operational techniques (protected left-turn signal phasing and prohibited
right turn on red) to separate pedestrians and traffic as much as possible.
Design for slow speeds at critical pedestrian-vehicle conflict points, such as corners, by
using smaller curb return radii or low-speed channelized right-turn lanes.
Avoid extreme intersection angles and break up complex intersections with pedestrian
refuge islands. Keep intersections easily and fully comprehensible for all users. Strive for
simplicity in intersection designavoid designing intersections with more than four
approaches (or consider a modern roundabout) and keep cross streets as perpendicular as
possible.
Ensure intersections are fully accessible to the disabled and hearing and sight impaired.
Provide flush access to crossings, visual and audio information about WALK/DON'T
WALK phases and detectable warnings underfoot to distinguish pedestrian from
vehicular areas.

Considerations regarding intersection design include the following:

 The preferred location for pedestrian crossings is at intersections. However, if the block
length exceeds 400 feet, consider adding a midblock crossing. The target spacing for
pedestrian crossings in more intensive urban areas (C-4 to C-6) is every 200 to 300 feet.
Increases in intersection vehicular capacity by adding lanes increase pedestrian wait
times and crossing distances, and discourage pedestrian activity and bicycle use.
Therefore, consider interconnecting streets in the network, using parallel routes and other
strategies before increasing the number of travel lanes beyond the number of lanes
recommended in Table 6.4 in Chapter 6.
Where possible, facilitate shared cross-access legal agreements between adjacent
properties to close and consolidate nonresidential driveways near an intersection.
Integrate access management policies and techniques into long-range transportation
plans, area plans and design standards.
If needed to reduce speeds along a thoroughfare, use speed tables or narrower lanes
starting on the approach to intersections, or other speed-management techniques (see
Chapter 9 section on Speed Management).
Sight distance triangle at intersections. The required sight distance varies with the type of
intersection control.
 Traffic control alternatives should be evaluated for each intersection, including stop
control, traffic signals and modern roundabouts.
Design for U-turn movements to facilitate access to property whenever adding a raised
median. Use local, state, or the American Association of State Highway and
Transportation Officials (AASHTO) guidelines to determine the U-turn radii needs.
While local standards vary, it is desirable to use a passenger car as the design vehicle for
U-turns on walkable urban thoroughfares.
The median or the median nose adjacent to a turn lane should extend to the crosswalk.
Medians can end prior to the crosswalk for a continuous pedestrian crossing or can
extend through the crosswalk if a channel at street grade or a ramp is provided through
the median. Median noses extended through the crosswalk provide a refuge area for
pedestrians. Carefully review turning radii of large vehicles that may strike the extended
median nose.
Intersection Sight Distance
Specified areas along intersection approaches, called clear sight triangles (shown in
Figure 10.5), should be free of obstructions that block a driver's view of potentially
conflicting vehicles or pedestrians entering the traveled way. The determination of sight
triangles at intersections varies by the target speed of the thoroughfares, type of traffic
control at the intersection and type of vehicle movement.
In urban areas, intersection corners are frequently entrances to buildings and are desirable
locations for urban design features, landscaping and other streetside features. In
designing walkable urban thoroughfares, the practitioner works in an interdisciplinary
environment and has a responsibility to balance the desire for these streetside features
with the provision of adequate sight distance, ensuring safety for all users. In urban areas,
examples of objects that limit sight distance include vehicles in adjacent lanes, parked
vehicles, bridge piers and abutments, large signs, poorly pruned trees, tall shrubs and
hedges, walls, fences and buildings.
Traffic engineering strategies can be highly effective in improving intersection safety. These
strategies consist of a wide range of devices and operational modifications. Some examples
include the following:
Addition of left turn lanes at intersections. Turn lanes are used to separate turning traffic
from through traffic. Studies have shown that providing turn lanes for left-turning
vehicles can reduce accidents. In walkable urban areas, turn lanes should be limited to a
single left-turn lane. The operational benefits of adding turn lanes should be weighed
against the increase in pedestrian crossing time.
Signals. Increase the size of signal lenses from 8 to 12 inches to increase their visibility;
provide separate signal faces over each lane; install high-intensity signal indications; and
change signal timing, including the length of yellow-change and red-clearance intervals.
Consider protected left-turn phasing as a strategy to reduce vehicle-pedestrian conflicts.
 Innovative intersection design. In appropriate applications, consider innovative
intersection designs such as modern roundabouts. Roundabouts reduce speed, eliminate
certain types of crashes and lessen the severity of other types of crashes. Examples of an
alternate intersection design include "indirect left-turn" intersections, where left turns are
accommodated at midblock U-turns to convert left turns to right turns, or "bowtie"
intersections where left turns from the major street are directed to nearby roundabouts on
the minor street where they make a U-turn followed by a right turn at the major
intersection. Each alternative design has advantages and disadvantages and handles
pedestrians and bicyclists differently. The CSS process needs to weigh the trade-offs to
select the best alternative.
Improve drivers' visibility of pedestrians. Restrict parking near intersections, properly
trim vegetation, move stop lines back from crosswalks by 4 feet, use longitudinal
crosswalk striping and use curb extensions.
TYPES OF HIGHWAY INTERSECTION
ROAD SEGMENTS
One way to classify intersections is by the number of road segments (arms) that are involved.
3-way intersection A junction between three road segments (arms) is a T junction (two
arms form one road) or a Y junction.
4-way intersections usually involve a crossing over of two streets or roads. In areas where
there are blocks and in some other cases, the crossing streets or roads are perpendicular to
each other. However, two roads may cross at a different angle. In a few cases, the
junction of two road segments may be offset from each when reaching an intersection,
even though both ends may be considered the same street.
5-way intersections are less common but still exist, especially in urban areas with non-
rectangular blocks. An example of this is the intersection for which the Five Points
district in Atlanta is named.
6-way intersections usually involve a crossing of three streets at one junction; for
example, a crossing of two perpendicular streets and a diagonal street is a rather common
type of 6-way intersection.
Seven or more approaches to a single intersection, such as at Seven Dials, London, are
rare.
Traffic controls
Another way of classifying intersections is by traffic control technology:
Uncontrolled intersections, without signs or signals (or sometimes with a warning sign).
Priority (right-of-way) rules may vary by country: on a 4-way intersection traffic from
the right often has priority; on a 3-way intersection either traffic from the right has
 priority again, or traffic on the continuing road. For traffic coming from the same or
opposite direction, that which goes straight has priority over that which turns off.
Yield-controlled intersections may or may not have specific "YIELD" signs (known as
"GIVE WAY" signs in some countries).
Stop-controlled intersections have one or more "STOP" signs. Two-way stops are
common, while some countries also employ four-way stops.
Signal-controlled intersections depend on traffic signals, usually electric, which indicate
which traffic is allowed to proceed at any particular time.
Lane design
A traffic circle is a type of intersection at which traffic streams are directed around a
circle. Types of traffic circles include roundabouts, 'mini-roundabouts', 'rotaries',
"STOP"-controlled circles, and signal-controlled circles. Some people consider
roundabouts to be a distinct type of intersection from traffic circles (with the distinction
based on certain differences in size and engineering).
A box junction can be added to an intersection, generally prohibiting entry to the
intersection unless the exit is clear.
Some (unconventional or alternative) intersections employ indirect left turns to increase
capacity and reduce delays. The Michigan left combines a right turn and a U-turn.
Jughandle lefts diverge to the right, then curve to the left, converting a left turn to a
crossing maneuver, similar to throughabouts. These techniques are generally used in
conjunction with signal-controlled intersections, although they may also be used at stop-
controlled intersections.[1]
Other designs include advanced stop lines, parallel-flow and continuous-flow
intersections, hook turns, quadrants, seagull intersections, slip lanes, staggered junctions,
superstreets, Texas Ts, Texas U-turns and turnarounds.[clarification needed]
Roundabout and its variants like turbo roundabouts, bowties and distributing circles like
traffic circles and right-in/right-out (RIRO) intersections.[clarification needed]
TURNS
At intersections, turns are usually allowed, but often regulated to avoid interference with
other traffic. Certain turns may be not allowed or may be limited by regulatory signs or
signals, particularly those that cross oncoming traffic. Alternative designs often attempt
to reduce or eliminate such potential conflicts.
Lane management

Alternative intersection configurations can manage turning traffic to increase safety and
intersection throughput. These include the Michigan left, "superstreet" and continuous flow
intersection.