This section contains the following information on minimum designs for truck and bus turns: 1. Application, 2. Channelization, 3. Alternatives to simple curvature, 4. Urban intersections, and 5. Rural intersections. See full list on onlinemanuals.txdot.gov There are no firm guidelines governing the selection of the type of large vehicle to be used as a design vehicle. Factors that influence design vehicle selection are as follows: 1. Type and frequency of use by large vehicles, 2. Consequences of encroachment into other lanes or the roadside, 3. Availability of right-of-way, and 4. Functional class of intersecting routes and location (urban versus rural) affect this selection in a general sense. Project-specific traffic data, specifically the frequency of use by the various design vehicle classes, is often the most important consideration in the selection process. The Transportation Planning and Programming Division (TPP) may be contacted to obtain volume data for the various vehicle classes. Minimum turning path templates for single unit trucks or buses, semi‑trailer combinations with wheelbases of 40, 50 and 62 ft [12.2, 15.24 and 18.9 m], and double-trailer combination with wheelbase of 67 ft [20.43 m] are shown in Figures 7-1, 7-2 See full list on onlinemanuals.txdot.gov Where the inner edges of pavement for right turns at intersections are designed to accommodate semi‑trailer combinations or where the design permits passenger vehicles to turn at 15 mph [20 km/h] or more (i.e., 50 ft [15 m] or more radius), the pavement area at the intersection may become excessively large for proper control of traffic. In these cases, channelizing islands should be used to more effectively control, direct, and/or divide traffic paths. Physically, islands should be at least 50 ft2 [4.5 m2 ] in urban and 75 ft2 [7.0 m2] for rural conditions (100 ft2 [9.0 m2] preferable for both) in size and may range from a painted to a curbed area. See full list on onlinemanuals.txdot.gov To accommodate the longest vehicles, off-tracking characteristics in combination with the large (simple curve) radius that must be used results in a wide pavement area. In this regard, three‑centered compound curves, or offset simple curves in combination with tapers, are preferred since they more closely fit the paths of vehicles. Table 7-2 shows minimum edge of pavement designs for right turns to accommodate various design vehicles for turn angles varying from 60 to 120 degrees. Figure 7-7shows sample alternative (to simple curvature) edge of pavement geometry for a 90 degree turn using a WB 50 [WB‑15] design vehicle. Although not shown in this figure, a radius of 80 ft [25 m] without channelizing island would be necessary to accommodate the wide, off-tracking path of a WB-50 [WB‑15] without undesirable encroachment. A geometric design of this sort is undesirable, however, since there would be a confusing, wide expanse of surfaced area; furthermore, there is no convenient, effecti... See full list on onlinemanuals.txdot.gov Corner radii at intersections on arterial streets should satisfy the requirements of the drivers using them to the extent practical and in consideration of the amount of right-of-way available, the angle of the intersection, numbers of and space for pedestrians, width and number of lanes on the intersecting streets, and amounts of speed reductions. The following summary is offered as a guide: 1. Radii of 15 ft [4.5 m] to 25 ft [7.5 m] are adequate for passenger vehicles. These radii may be provided at minor cross streets where there is little occasion for trucks to turn or at major intersections where there are parking lanes. Where the street has sufficient capacity to retain the curb lane as a parking lane for the foreseeable future, parking should be restricted for appropriate distances from the crossing. 2. Radii of 25 ft [7.5 m] or more at minor cross streets should be provided on new construction and on reconstruction where space permits. 3. Radii of 30 ft [9 m] or more at majo... See full list on onlinemanuals.txdot.gov In rural areas space is generally more available and speeds higher. These factors suggest more liberal designs for truck turning even when the frequency of long vehicles may not be as great as in urban areas. In the design of highway intersections with other (non-highway system) public roads, long vehicles are generally infrequent users. Minimally, the SU, or on some occasions the WB –40 [WB-12], design vehicle is appropriate for use unless special circumstances (location of a truck stop or terminal) influence the frequency of use by certain vehicle classes. For arterial intersections with collectors, the WB-40 [WB-12] design vehicle is generally appropriate and the WB-50 [WB‑15] should be used where specific circumstances warrant. For arterial‑arterial intersections, use by the WB-62 [WB-19] design vehicle should be anticipated within project life. Two template layouts, Figure 7-4 and Figure 7-5, are shown with radii of 45 ft [13.7 m] and 75 ft [ 23 m] respectively. For turning roa... See full list on onlinemanuals.txdot.gov
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