A Critical Review on Planning & Designing Complete Intersections

International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056
Volume: 09 Issue: 11 | Nov 2022 www.irjet.net p-ISSN: 2395-0072
© 2022, IRJET | Impact Factor value: 7.529 | ISO 9001:2008 Certified Journal | Page 739
A Critical Review on Planning & Designing Complete Intersections
Vanshika Vashisht1, Shalini K.2, Varsha Khetrapal3
1Vanshika Vashisht, M.Plan(Urban Planning), Sushant University, Gurugram, Haryana, India
2Professor Shalini K. School of Art & Architecture, Sushant University, Gurugram, Haryana, India
3Professor Varsha Khetrapal, School of Art & Architecture, Sushant University, Gurugram, Haryana, India
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Abstract – Complete Streets is a method of designing,
managing, operating and maintaining streets that permits
safe access for all users, including transit users of all ages and
abilities like motorists, cyclists, and pedestrians. The
challenging interests of the transit users are significant at
intersections as everyone is fighting to save ‘time’ to cross the
particular intersection. Driver expectations must change to
include sharing the road with other modes in urban and
suburban environments where intersection users will suffer
delays and conflicts involving cars, pedestrians, andbikes. This
review paper makes it clearthataccessmanagementgoals are
to maintain street safety and mobilitywhileenablingaccessto
land uses by regulating access location, design, spacing, and
operation. The paper provides a review of the complete
intersection designs as guided by the North Carolina
Department of Transportation (NCDOT).
Key Words: Pedestrians, Intersections, Conflicts, Delays,
Cyclists, Transit, Street, Urban
1. INTRODUCTION
This strategy also places a focus on the needs of those who
have suffered from systematic underinvestment or whose
needs have not been satisfied by a conventional
transportation approach, including older folks, people with
disabilities, those without access to cars, and various other
communities.
The "Complete Streets" policy has provided a basic
framework for including multi modal system for the
proposed infrastructure and the brown field projects,
strengthening the older areas and taking burden off the
streets. [1]
This strategy has the following advantages:
• Improving accessibility for travellers;
• Promoting the use of alternative modes and routes of
transportation;
• Creating more sustainable communities and societies;
• Increasing connectivity between communities,streets,and
transit systems;
• Improving safety for motorists, cyclists and drivers
especially pedestrians.
1.1 Design of Complete Streets
There is no one specific design prescription for Complete
Streets, even if it is a process and approach to street design.
Each one is distinct and reacts to its local environment. One
or more of the following may be found on a complete street:
curbextensions,bikelanes(orwidepavedshoulders),special
bus lanes, comfortable and accessible public transportation
stops, frequent and safe crosswalks, median islands,
accessible pedestrian signals, accessible pedestrian signals,
accessible pedestrian signals, sidewalks, roundabouts, and
more.
Even when employing a Complete Streets concept, streets
will still look different in rural, suburban, and urban regions
because of the differences in environment and user needs.
2. NEED OF THE COMPLETE STREETS DESIGN
Countries all around the world have witnessed an
increasing need to make it safer and easier for citizens to
walk, cycle, use free public transportation and drive. As, a
city’s population grow, more and more people seek urban
amenities and better lifestyles. In western countries,
healthcare costsand obesity, along withtherisingfuelprices,
still remain the number one reason of switching to public
transportation.
According to Traffic Safety Facts [2] [3], a pedestrian was
killed every 81 minutes in a traffic crash. Table - 1 depicts
the Pedestrian Fatalities data in North Carolina over aperiod
of 10 years, from 2011-2020 [4].
Table - 1: Total Fatalities and Pedestrian Fatalities in
Traffic Crashes, 2011–2020
Year Total Fatalities
Pedestrian Fatalities
Number Percentage of
Total Fatalities
2011 32,479 4,457 14%
2012 33,782 4,818 14%
2013 32,893 4,779 15%
2014 32,744 4,910 15%
2015 35,484 5,494 15%
2016 37,806 6,080 16%

2017 37,473 6,075 16%
2018 36,835 6,374 17%
2019 36,355 6,272 17%
2020 38,824 6,516 17%
Source : Crash Stats, National Highway Traffic Safety
Administration
The increasing pedestrian fatalities has been a major factor
contributing towards the need of Complete Street Designs
and Policies.
However, establishing a clearpolicy is only the firststageofa
much longer process that will impact street design practices.
The projects that are created and how they are built are
determined by these practices, which are the fundamental
elements of establishing a full network that will serve
everyone and link more people to destinations safely and
effectively. These different stages are depicted in Figure 1.
Figure 1: Methodology of Developing Projects w.r.t
Policies
Source : Author, 2022
3. ELEMENTS OF COMPLETE STREETS DESIGN
Abasicunderstandingoflanduse,transportationnetwork
context is necessary for designers and planners while
designing intersections. These are the general principles
which could assist in developing complete intersections:
• Intersectionsgenerallyposetheproblemofincreased
conflicts between various modes of transportation
and they should prioritize the movement of the
cyclists and pedestrians. The main motive should be
to reduce the crossing time at junctions for various
modes.
• The number of lanes of the junctions determines the
main design parameters Intersections should be
logically built so as to reduce the area of the crossing
or simply the crossing distance.
• The speed for the intersections should be according
to the type of roadsleadingtothoseintersectionsand
according to the landuse around. Driving at a slower
speed gives the driver more time to see and respond
to issues at junctions.
• Intersections should be constructed so drivers learn
to anticipate pedestrians and bicycles, as collisions
are often less severe if speeds are slower.
• Since a junction is a part of the larger network, the
design should include suitable designsandamenities
that are carried through the intersection and out to
the street approaches.
• When approaching an intersection, drivers, bicycles,
and pedestrians should be able to see and react to
one another. By allowing sufficient sight distance at
intersections, locations where vehicles are merging,
and crosswalks, as well as by putting the proper
pavement markings, signs, and signals, you can
always make sure that pedestrians and bicycles are
as visible as possible.
• At the junctions, channelizing islands to isolate
conflicts might be a key design element. Islands with
the right design may reduce conflict sites, create a
pedestrian refuge space, break up pedestrian
crossing maneuvers, and cut the crossing distance.
Figure 2 shows the elements of a complete street design.
Figure 2: Design Elements of a Complete Intersection
Source : Prof. Tom V. Mathew, Traffic Rotaries, 2019
4. METHODS OF EVALUATION
In the context of North Carolina, various street patterns
and networks were identified which could be aligned for the
policy of complete streets [2]. These types are as below:
 Main Street Intersection
 Boulevard Intersection
 Avenue Intersection
 Parkway Intersection
 Other Intersections

4.1 Main Street Intersection
These intersections should prioritize pedestrian travel
needs including high visibility crosswalks. [5] They are
planned to carry vehiclesatamuchlowerspeedrangingfrom
30-35 km/hr. On -street parking should also be provided for
the vehicles.
 Separate bicycle lanes should not be provided
due to the volume of traffic and lower speeds of
vehicles.
 Pedestrian signals with countdowns should be
provided.
 No bus stops should be provided in close
proximity of the intersections, along with no
separate left or right turning lanes.
Figure 3: Main Street Intersection Layout
Source : Complete Streets Planning and Design Guidelines
4.2 Boulevard Intersection
These intersections most frequently serve as arterial
roads to transport cars at a moderate pace. They are
characterized as a thoroughfare that has a street median and
many lanes. Due to faster speeds and larger amounts of
motor vehicle traffic, broad walkways with ample plantation
on the edges and medians and separate lanes for bicyclesare
required to support various other users like pedestrians,
cyclists, etc. [6] Additionally, building setbacks will often be
deeper than on avenues. Shelters and transit stations could
be positioned inside the right-of-way, necessitating
connections to walkways.
Parking on the street is not necessary. It is permitted when
appropriate,although because of the natureof the street,itis
uncommon. Parking, ifoffered,shouldnormallybelocatedon
a distinct, parallel frontage roadway that is divided by a side
median.
 Boulevards have a tendency to attract higher
volumes of traffic at much higher speeds which
can be dangerous for users like cyclists and
pedestrians.
 Boulevards typically have left-turn lanes and
they permit right turn lanes and right
turn islands.
 Boulevards always have a median and more
lanes than avenues.
 If the roadway has five or more lanes of traffic or
the crossing distance is longer than 50 feet,
include a refugeislandinthepedestriancrossing.
 Numerous refuge islands should be proposed
when the number of lanes are seven or more.
The goal is to limit the distance that pedestrians
mustcross to fivelanes or fifty feet.Thisdistance
is without the presence of a refuge island to
minimize the distance.
 These intersections should carry cycling lanes
through the intersection.
 These intersections permit bus stops on the far
side of the intersection including high visibility
crossings and introduce pedestrian countdown
signals.
Figure 4: Boulevard Intersection Layout

4.3 Avenue Intersection
They may serve as an arterial, collector, or local road in a
rural area, although it typically moves at slow to moderate
speeds. They act as an urban thoroughfare that carries a
variety of traffic between and among different area types.
Transit stations, shelters, and other facilities are positioned
along the route, ideally inside the right of way. Wide
walkways and on-street cycling facilities are present.
 These intersections normally do not have medians
but they should be minimum6feetwide,ifprovided.
 The basic avenue design includes lavish islands for
landscaping, pedestrian crossing possibilities.
 They are less likely to have distinct right-turn lanes
than boulevards or parkways and have tighter
intersection spacing.
 If the street is of four or lesser lanes then no refuge
island is needed. However, ifthepedestriancrossing
distance exceeds 50 feet or the street is 5 lanes or
more, then a refuge island is mandatory.
 They will include a "receiving" bicycle lanetheother
side of the intersection and carry bicycle lanes
through the intersection.
 In order to allow for bus stops on the opposite side,
zebra crossings, and countdown pedestrian signals,
the bicycle lane should be deleted shortly before the
actual crossing.
 Avenues could or might not be a part of the network
of key highways.
Figure 5: Avenue Intersection Layout
4.4 Parkway Intersection
They serve asarterialroadsmostlytocatercarsmovingat
medium to high speeds. Landscaping or uncultivated plants
along the sides of the road and in the medians are frequent
features of urban or rural thoroughfares. Land uses are often
not oriented toward the parkway and are set back from the
street. Parkway intersections provide easy access to transit
stations, bus stops, and parking lots. Pedestrian and bicycle
traffic are typically accommodated on separate multi-use.
 These intersections generally do not traverse the
main streets.
 They might have multiplelanesalongwithamedian.
 They will allow dual right and left turning lanes.
 They will includerefuge islands if the street is wider
than 7 lanes.
 They should provide pedestrian signals with
countdowns along with high visibility crossings.
Figure 6: Parkway Intersection Layout
4.5 Other Intersections
Other intersection types, apart from the signalized and
unsignalized intersections, are necessary to design complete
streets. These intersections should be built to represent the
context as well as to be enhance the user experiences. These
include table top crossings and other elements like refuge
islands, zebra crossings green strips, medians that are
necessary for supporting the pedestrians and cyclists. [7]

Providing roundabouts at other intersections can help
increase the intersection crossing time for all the users. The
huge volume oftrafficcaneasilyflowthroughtheroundabout
without any delay and chaos.
5. FINDINGS & CONCLUSIONS
While comparing all the intersections discussed, we clearly
see that the medians are mandatory while designing
Boulevards and Parkways. Main streets might never include
medians while it is not necessary to include continuous
medians in the avenues. The purpose of not providing
continuous medians on avenues is to avoid long distance
intersections and logical route options. If the hierarchy of
roads is considered parkway and boulevard intersections
might be located on the higher hierarchy of roadsi.e,arterial
roads or primary collector roads [5].Thesecondarycollector
roads and local roads might include the main streets and
avenues which carry vehicles at lower speeds.
We concur that by regulating access placement, design,
spacing, and operation aims to build a safe street while
incorporating different modes of transportation and
providing easy access to all kinds of land uses. The focus
might be on pedestrians and bicyclists but planning and
designing complete intersections is inclusive and takes the
need of all users into account, including thepeopleofall ages
and abilities. [8] [9] These guidelines to designing complete
intersections will support the aim of providing convenient,
safe and comfortable travel for all users.
ACKNOWLEDGEMENT
I would like to express my honest and deepest appreciation
to Prof. Shalini K. and Prof. Varsha Khetrapal, who have
constantly guided me, helped me structure my paper and
with every difficulty with their utmost professionalism.
I would like to thank them for always havingtheattitudeand
the substance of a genius: they continually and convincingly
conveyed a spirit of adventure regarding this paper and
excitement regarding teaching. Without their guidance and
persistent help, this paper would not have been possible.
REFERENCES
[1] North Carolina DepartmentofTransportation,"Complete
Streets Planning and Design Guidelines," North Carolina
Department of Transportation, 2012.
[2] (NHTSA), National Highway Traffic Safety
Administration, "Traffic SafetyFacts," U.S.Departmentof
Transportation, 2022.
[3] N.C Department of Transportation, "National Pedestrian
Safety Facts," May 2021. [Online]. Available:
https://oshr.nc.gov/facts-and-figures.
[4] J. E. B. J. J. T. P. H. S. T. Roy Cooper, "North Carolina 2020
Traffic Crash Facts," North Carolina Division of Motor
Vehicles, 2021.
[5] UTTIPEC, "Street Design Guidelines," UTTIPEC, 2009.
[6] C. K. K. C. C. R. Hwan NamGung, "Research Progress of
Road Intersection DesignAnalysis," InternationalJournal
of Scientific Research in Science, Engineering and
Technology, vol. 7, no. 6, pp. 245-256, 2020.
[7] M. A.-A. Ma’en Mohammad Ali Al-Omari, "Evaluation ofa
New Intersection Design, “Shifting Movements”," Sage
Journals, vol. 2675, no. 10, 2021.
[8] R. Rauf, "Complete Streets - A Case Study of Boulder,
Colorado, and the Great Streets Initiative," Niehoff
Studio, University of Cincinnati, Cincinnati, 2010.
[9] T. Jagannath, "Pedestrianized Streets Create Important
Public Spaces," Interviews and Articles on Art & Public
Spaces, 17 October 2016.
BIOGRAPHIES
Vanshika Vashisht, Architect from
USAP, GGSIP University, currently
pursuing her Masters of Planning
(Urban Planning), Sushant
University, Gurugram. Her area of
interest is to work for the better
streets and better cities.
Prof. Shalini K., Bachelor’s in
Physical Planning and Master’s in
Urban Planning from School of
Planning and Architecture - New
Delhi. Research Associate with
Centre for Policy Research (CPR)
and Institute of Town and Country
Planning, India (ITPI).
Prof. Varsha Khetrapal, Architect
and Environmental Planner from
SPA, New Delhi. Her area of
research is on street planning and
designing and its evaluation. She
has almost 2 decadesofexperience
in the field of architecture and
planning, including academics and
industry. She has published
articles in various journals and
conferences.

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