FINAL DRAFT SEPTEMBER 2014

Volume 1
Part 6
Design for Priority Intersections
VOLUME 1 PART 6
DESIGN FOR PRIORITY INTERSECTIONS

Table 5.2 Minimum Corner and Curve Radii and Roadway Widths

Single-Lane Two-Lane Width for One-Way or

Roadway Two-Way Traffic (Excluding Shoulder
Width Single-Lane Roadway Provision) - W (m)
Inside (Excluding Width with Room to
Corner/Curve Shoulder Pass Stationary Vehicles
Radius – R Provision) - W (Including Shoulder
(m) (m) Provision) - WT (m) Left Lane Right Lane Total

10 8.4 10.9 8.4 6.5 14.9

15 7.1 9.6 7.1 6.0 13.1

20 6.2 8.7 6.2 5.6 11.8

25 5.7 8.2 5.7 5.2 10.9

30 5.3 7.8 5.3 5.0 10.3

40 4.7 7.2 4.7 4.6 9.3

50 4.4 6.9 4.4 4.3 8.7

75 4.0 6.5 4.0 4.0 8.0

100 3.8 6.3 3.8 3.8 7.6

Where 16.5 m articulated vehicles are expected, but likely to form only a very small
percentage of the total number of vehicles and where conflicts will not occur on bends,
the roadway widths may be reduced to allow for the lower-class vehicles that will
regularly use the intersection with an additional 1 m allowance for variation in vehicle
position.

5.3 Diverging and Merging Auxiliary Lanes and Tapers

Auxiliary lanes and tapers at priority intersections provide multiple functions:

x Deceleration from higher-speed major road traffic to make a right or left turn
x Acceleration for the right turn from the minor road yield condition to the
higher-speed major road
x Separation of queued left-turning traffic at priority T-intersections (awaiting a gap
in opposing through traffic)
x Separation of channelized right-turning traffic onto the minor road at priority
T-intersections, yielding to left-turning traffic from the opposing major road
direction of travel
x Separation of queued right-turning traffic from the major road yielding to
pedestrians crossing the intersection

Figure 5.5 shows a typical design of priority T-intersection with an auxiliary lane for right
turning, decelerating and accelerating traffic.

PAGE 52 VOLUME 1
FINAL DRAFT SEPTEMBER 2014
 VOLUME 1 PART 6
DESIGN FOR PRIORITY INTERSECTIONS

Figure 5.5 T-Intersection with Channelizing and Right-turn Auxiliary Lanes

5.3.1 Right-Turn Diverge Auxiliary Lanes and Tapers

Auxiliary lanes at right-turn intersections allow the deceleration of vehicles exiting the
mainline and acceleration of vehicles entering the mainline to occur off the main
roadway and, therefore, with less effect on the mainline flow. Figure 5.6 shows a typical
design.

Figure 5.6 Right-Turn Auxiliary Lane on Diverge of Multi-Lane Priority

Intersection

VOLUME 1 PAGE 53
FINAL DRAFT SEPTEMBER 2014
VOLUME 1 PART 6
DESIGN FOR PRIORITY INTERSECTIONS

Traffic is introduced to the right-turn lane by an auxiliary lane. Where an auxiliary lane
is present, the hatched road markings are extended along their current path until the
intersection with the centerline of the minor road.

Where a paved shoulder is provided on the major road, this shall be continued along
the auxiliary lanes but shall not be provided in front of the channelizing island along the
major road edge. A setback clearance to the island shall be provided in accordance with
Clause 5.6.4.

Where successive priority intersections are introduced on multi-lane roads, the

potential for weaving shall be considered.

5.3.1.1 Guidelines for Application of Right-Turn Diverge Auxiliary Lanes

Removing decelerating traffic from high-speed through lanes improves the safety
performance of the intersection. The HSM (AASHTO, 2010) documents an expected
reduction in crash risk for the addition of a right-turn lane on the approach to a 3-leg
unsignalized intersection as follows (the base condition is a 3-leg intersection with no
right-turn lanes):

x Crash modification factor (CMF) of 0.86 for all crash types and severities (14 percent
reduction)
x CMF of 0.77 for all injury crashes (23 percent reduction)

Diverging auxiliary lanes are appropriate for the following conditions in the design year:

x The volume of right-turning traffic is greater than 600 vehicles AADT (one way)
x The percentage of heavy trucks is greater than 20 percent, and the volume of
right-turning traffic is greater than 450 vehicles AADT (one way)
x The intersection is on an upgrade or downgrade greater than 4 percent, and the
volume of right-turning traffic is greater than 450 vehicles AADT (one way)

Where the major road traffic flow is greater than 7,000 to 8,000 AADT (one-way), the
figures given in the preceding list for turning traffic may be halved.

Diverging right-turn auxiliary lanes shall be used for roads with the following conditions:

x Rural, multi-lane priority intersections, rural arterials, and collector roads

x Urban multi-lane priority intersections with a priority road design speed of 100 kph
or greater; all functional classes

They may be considered on other roads depending on traffic volumes, available right-
of-way and other factors, for example, priority road T-intersections on two-lane roads
with divisional islands and left-turn lanes

Right-turn auxiliary lanes are typically not provided at simple T-intersections, although
they may be used where traffic volumes and patterns suggest a benefit.

PAGE 54 VOLUME 1
FINAL DRAFT SEPTEMBER 2014
 VOLUME 1 PART 6
DESIGN FOR PRIORITY INTERSECTIONS

Diverging auxiliary lane lengths for right turns shall be in accordance with Table 5.3.

Table 5.3 Minimum Auxiliary Lane Lengths on Priority Intersection Diverge

Minimum Auxiliary Lane

Design Speed (kmh) Length –a (m) Direct Taper Length –b (m)

Rural 50 80 5

80 80 15

100 160 25

120 230 30

140 Not applicablea Not applicable

Urban 50 40 5

60b 50 (40)c 10

70b 65 (40)c 10

80 80 (50)c 15

100 120 (80) 25

120 Not applicablea Not applicable

Notes:
a For auxiliary lanes at interchanges, refer to Part 8, Design for Signal Controlled Intersections.
b 60 kph and 70 kph design speeds may occur where a diverging auxiliary lane is required from a

ramp; refer to Part 8, Design for Signalized Intersections.

c Figures in parentheses may be applied where intersection spacing is a constraint.

The diverging auxiliary lane length is defined as being from the beginning of the direct
taper to the start of the radius around the corner, as shown as dimension (a) in
Figure 5.6. Therefore, the direct taper length is included within the auxiliary lane length
stated in Table 5.6.

The minimum lengths are based on vehicle deceleration, assuming that 10 percent
occurs on the mainline prior to entering the deceleration facility. In urban situations,
because of the more constrained nature, auxiliary lengths may be reduced further (as
indicated by the number in parentheses in Table 5.3) in situations where intersection
spacing is a constraint.

The deceleration rate on the level is assumed to be 2.5 meters per second per second
(m/s/s). However, the minimum auxiliary lane lengths should not be less than 40 m.

The auxiliary lane should be of sufficient length to allow vehicles to slow to a stop at
the end of the lane. Therefore, any reduction from the lengths indicated in Table 5.3
shall be a Departure from Standards.

The width of the diverging auxiliary lane shall be 3.65 m. For reconstruction, including
widening projects in which right-of-way or other constraints limit the cross section,
right-turn auxiliary lane widths as narrow as 3.4 m may be acceptable. The benefits of

VOLUME 1 PAGE 55
FINAL DRAFT SEPTEMBER 2014
VOLUME 1 PART 6
DESIGN FOR PRIORITY INTERSECTIONS

the auxiliary lane are associated with the lane’s presence and length. There is no
meaningful loss of function associated with a narrowing from 3.65 to 3.4 m. Auxiliary
lane widths less than 3.65 m shall require a Departure from Standards.

Where the intersection accommodates vehicles making a left turn into the minor road,
yield markings shall be provided at the end of the auxiliary diverge lane. These markings
are not required on multi-lane highways or roads at which left turns from the major
road are not provided.

At the end of the auxiliary lane, a curve radius into the minor road of at least 20 m
should be used where the major road design speed is 80 kph or lower. At higher design
speeds, the minimum radius should be 40 m. The minimum lane width around this
corner will depend on the curve radius selected and is defined in Table 5.2.

Where diverging auxiliary lanes are provided, they should include an adjacent shoulder
strip equal to that of the associated major road. However, because right-turn lanes
increase the footprint of the intersection, they increase the cost and may increase the
need for additional right-of-way. Where space is limited and right-of-way is unavailable,
a designer may consider converting some or all of the shoulder to a right-turn lane on
the approach to the intersection, perhaps with only minor additional widening of 1 to
2 m. Although this design would require a Departure from Standards for shoulder
width, it may be demonstrated to have a superior safety and operational performance
compared with the intersection with no right-turn lane.

Right-turn auxiliary lanes at priority intersections will typically not include length for
storage. The right-turning traffic, in most cases, is not stopped through the turn.

For special cases in which pedestrians crossing the priority intersection are prevalent,
designers may provide length for one or two queued vehicles stopped in advance of
the pedestrian crossing. An additional length of 10 to 15 m may be used. In cases of
very high-volume pedestrian activity, the need for a pedestrian signal would produce
queuing and could require additional right-turning lane length.

For cases in which an upstream intersection or other element limits the ability to
achieve the total desirable length of auxiliary lane, designers may foreshorten the
direct taper thus maximizing the length of full lane available for deceleration. Some
deceleration can also be assumed to occur in the through lanes. The minimum length
of left-turn lane should be based on deceleration from a speed no less than 30 kph
below the design speed.

5.3.1.2 Through-Lane Continuity and Right-Turn Lanes

Mainline lanes shall continue through intersections and not be dropped at a right turn.
Where substantial turning volume occurs or where the road is to transition its basic
number of lanes (say, from four lanes to two), a typical diverge right-turn auxiliary lane,
such as shown in Figure 5.6, shall be provided. The reduction in through lanes shall
occur at least 200 m downstream of the intersection.

PAGE 56 VOLUME 1
FINAL DRAFT SEPTEMBER 2014
 VOLUME 1 PART 6
DESIGN FOR PRIORITY INTERSECTIONS

5.3.1.3 Diverging Tapers

Although the use of diverging auxiliary lanes is the preferred treatment for right-turn
lanes there may be instances where there is not enough width in the right-of-way to
include an auxiliary lane or a substandard auxiliary lane. In these instances, a diverging
taper shall be used as illustrated in Figure 5.7. The length of diverge taper to be the
same as the equivalent auxiliary lane as shown in Table 5.3, or as long as possible within
the site constraints.

The use of a diverge taper shall be a Departure from Standards.

Figure 5.7 Alternative Taper Diverge

5.3.2 Merging Auxiliary Lanes and Tapers

Merging auxiliary lanes permit minor road traffic to accelerate before joining the faster
traffic streams on the mainline where the joining traffic may otherwise impede flow or
produce a potential rear-end crash. A typical merging auxiliary lane design is shown on
Figure 5.8. A merging auxiliary lane shall not be used at priority intersections on
two-lane roads or where two-lane roads are channelized by divisional islands into two
single-lane roadways.

VOLUME 1 PAGE 57
FINAL DRAFT SEPTEMBER 2014
VOLUME 1 PART 6
DESIGN FOR PRIORITY INTERSECTIONS

Figure 5.8 Auxiliary Lane on Merge

5.3.2.1 Guidelines for Application of Merging Auxiliary lanes

Merging auxiliary lanes shall be used at all rural priority intersections on multi-lane
roads, including all functional classifications. They shall also be used for priority
intersections on all urban multi-lane roads with a design speed of 100 kph or greater,
except where their inclusion is determined to create a weaving problem.

Merging auxiliary lanes shall be preceded by a turning roadway nose, detailed in

Clause 5.5.2 and illustrated as (c) in Figure 5.8.

Merging auxiliary lanes may also be considered for lower design speeds when the
volume of right-turning traffic in the design year exceeds 600 vehicles AADT (one-way).

However, where the merging auxiliary lane is for an upgradient of greater than
4 percent or where the percentage of large goods vehicles exceeds 20 percent, the
threshold value is reduced to 450 vehicles AADT (one-way).

Omission of a merging auxiliary lane in accordance with the above conditions shall
require a Departure from Standards. Merging auxiliary lane lengths, shown as
dimension (a) in Figure 5.8, shall be in accordance with Table 5.4.

PAGE 58 VOLUME 1
FINAL DRAFT SEPTEMBER 2014
 VOLUME 1 PART 6
DESIGN FOR PRIORITY INTERSECTIONS

Table 5.4 Minimum Auxiliary Lane Lengths on Priority Intersection Merge

Design Speed Minimum Auxiliary Direct Taper Nose Length – c

(kph) Lane Length - a (m) Length - b (m) (m)

Rural 50 Not applicablea Not applicable Not applicable

80 165 35 40

100 285 35 40

120 460 35 40

Urban 50 Not applicablea Not applicable Not applicable

60b 95 35 40

70b 95 35 40

80 95 35 40

100 150 35 40

Notes:
a At lower design speeds and where an auxiliary lane cannot be accommodated

traffic, shall be required to yield.

b 60 kph and 70 kph design speeds may occur where merging auxiliary lane is

required on to a ramp; refer to Part 8, Design for Signal Controlled

Intersections.

The auxiliary lane lengths indicated allow a typical passenger car to accelerate to an
appropriate speed before merging with the mainline traffic. The lengths provided for
rural roads allow the merging vehicle to accelerate to 10 percent less than the mainline
design speed. In more constrained urban locations, the shorter auxiliary lanes provided
allow merging vehicles to accelerate to 30 percent less than the mainline design speed.
Notwithstanding, the minimum length shall be 95 m to allow sufficient maneuvering
opportunity. The auxiliary lane lengths specified in Table 5.4 include a direct taper of
35 m length at the end of the parallel section.

Vehicles traveling within an auxiliary lane should have sufficient opportunity to

accelerate adequately to enable comfortable merging maneuver.

A separate turning lane, with a radius of at least 25 m where the main road design
speed is 80 kph and lower, and at least 30 m above this speed, shall be used to introduce
the merging auxiliary lane from the minor road. The initial width of the lane will depend
on the radius of the turning lane, determined from Table 5.2.

Auxiliary lanes of lengths less than those specified in Table 5.4 shall be considered a
Departure from Standards.

5.3.2.2 Merging Tapers

Where an auxiliary merging lane cannot be achieved to the standards in Table 5.4 due
to constraints, a taper layout is a preferable alternative to a substandard auxiliary lane,
Figure 5.9 illustrates the arrangement.

VOLUME 1 PAGE 59
FINAL DRAFT SEPTEMBER 2014
VOLUME 1 PART 6
DESIGN FOR PRIORITY INTERSECTIONS

Merging tapers shall not be used at priority intersections on two-lane roads or where
two-lane loads are channelized by divisional islands into two single-lane roadways.

At some junctions on dual carriageways, there may be safety benefits in providing

merging tapers at lower flows.

A separate turning lane, with a radius of at least 25 m where the main road design
speed is 80 kph and lower, and at least 30 m above this speed, shall be used to introduce
the merging taper from the minor road. The initial width of the lane, which will depend
on the radius of the turning lane determined from Table 5.2, shall be decreased at a
constant taper the length of which is dependent on the design speed.

The lengths of the tapers to be used are given in Table 5.5. The minimum initial width
of a merging taper shall be 4.0 m.

On dual carriageways, with a design speed of 120 kph or greater, the merging taper
may be preceded by a short nose of 40 m length formed between it and the end of the
30 m approach curve. The back of the nose should have a minimum width of 2 m,
illustrated in Figure 5.9.

The use of a merge taper shall be a Departure from Standards.

Figure 5.9 Alternative Taper Merge

Table 5.5 Taper Length on Priority Intersection Merge

Design Speed (kph) Merging Length – a (m)
80 90
100 110
120 130

PAGE 60 VOLUME 1
FINAL DRAFT SEPTEMBER 2014
 VOLUME 1 PART 6
DESIGN FOR PRIORITY INTERSECTIONS

5.3.2.3 Minor Road Right-Turn Approach where an Auxiliary Lane is Not Provided
On multi-lane roads with design speeds of 80 kph and lower, or where merging auxiliary
lanes cannot be accommodated because of weaving constraints, vehicles shall be
required to yield at the intersection. In such circumstances, the angle of incidence
between the yielding traffic and the mainline roadway shall be not less than 70 degrees.
Figure 5.10 shows such a design.

Figure 5.10 Right-Turn Approach Where an Auxiliary Lane Is Not Provided

5.4 Major Road Left-Turn lanes

Left-turn movements from major or minor roads at priority intersections can be
separated from through traffic by divisional ghost or physical islands so that the number
of traffic conflicts is reduced.

Preventing or minimizing conflicts by separation means that drivers have only simple
decisions regarding their movements at any one time. For the separation to be
effective, the junction must be large enough for drivers to identify in adequate time
those vehicles that conflict with their intended path. This will enable gaps in the traffic
flow to be used effectively by traffic entering the intersection.

Major road left-turn lanes comprise a number of individual elements combined to

enable the passage of through traffic, left-turning vehicles, and the storage of major
road left-turning vehicles. In addition, they provide space for warning and directional
signage at an intersection.

VOLUME 1 PAGE 61
FINAL DRAFT SEPTEMBER 2014