【正文】 p line, reasonably arranging the entry and exit approaches.5) Environment friendlyTraffic channelization should be connected with landscape design and the humanity design to improve the environmental benefit of intersections.3 A Case Study of Chengdu Analysis on intersection and its traffic demand characteristics of Chengdulevel of roadRoadRestrictionLine(m)????Area(m178。)Volume ofpedestrian ( p/h)??twoway??BicycleVolume (b/h)??twoway??Volume of vehicles(pcu/h)Conflict Area(m2)Arterialroad40~603000~45001000~20003000~50002500~45002000~3000Walking and bicycling accounts for a large proportion in travel behavior, which respectively is % and %. The nonmotor traffic volume on Arterial road reaches to 5000 bicycles each peak hour and the acreage in most arterial intersections is above 2500 m178。. Though the modious intersection space resources acmodate the interchanging demand between pedestrians and bicycles or motors, the lack of reasonable traffic channelization, the low utility of space resources, and the serious conflict greatly restrict the intersection capacity(). Temporal and spatial separation of motor and nonmotorized traffic Temporal and spatial separation of motor and nonmotorAccording to the modious space resources and the serious traffic conflict, temporal and spatial separation of motor and nonmotor should be conducted at intersections to classify the road rights of pedestrians, bicycles and motors in time and space. With regard to the spatial road rights the motors, pedestrians and bicycles should be restricted to travel in different areas and bicycles travel anticlockwise while the pedestrians get a bidirectional crossing (). Placement of Entry and Exit lanesThe number of entry lanes should more than the exit. Methods that can be adopted to add entry lanes include offsetting median pavement marking, enlarging the entry approaches or removing the median closure while considering matching the number of entry lanes with road capacity. The suggested proportion of the number of entry lanes to that of lanes on road in signal direction is 1:1~2:1 (). methods to add entry lanesTable 2 Relationship between lanes on road (one way) and entry lanes at intersectionRoadways of road ??one way??12345corresponding intersection entrance roadways??≥2≥2≥3≥4≥5 Traffic Island Design1)the location of traffic islandThe location of traffic island should reasonably guide motor and nonmotor traffic flow, reduce the severity of conflict, ensure security and enhance the capacity. The location of island is related to the placement of advanced rightturn lane. When the angle of two crossing roads is less than 75176。and there is enough space resources for pedestrian refuge, advanced rightturn lane should be adopted, or else not(, ,).Fig3 Location of traffic island Fig4 location of traffic island(without advanced rightturn lane) (with advanced rightturn lane) Parameters related to the location of islandDesign speed??km/h??Bicycle lanewidth at cornerD1??m??SafeoffsettingwidthD2??m??inward offsettingwidthD3??m??Bicycle lanewidth onroadwayD4??m??Vehicle lane width atcornerD5??m??40D1≥D4R’－/2 R’－ L’/2≥(L178。/R＋ /)2＋??≤40D1≥D4R’－/2 R’－ L’/2≥(L178。/R＋ /)2＋??footnote:R’—the minimal turning radii L’—vehicle widthR—turning radii of advanced right turn lane L—vehicle length2) The refuge area of traffic islandThe refuge area of traffic island should be no less than . Pavement markings can be adopted while the area is too limited. The area on safety island should be large enough to acmodate the minimal need of pedestrians and the bicyclists waiting in red time. Model lists as follow:A=(QpTpAp+QbTbAb)SaSl/3600 (1)In the equation:A—The refuge area of traffic island (m178。)。Qp，Qb—the arrival rate of pedestrians and bicyclists (person/hour,bicycles/hour)。 Tp，Tb—the maximal red time that the pedestrian and bicyclist have waited for (second)。Ap，Ab—the static refuge area for one person and one bicyclist. They are respectively m178。 and m178。 Sa—safety coefficient 。 Sl—the coefficient of service level,—congestion,1—relative congestion ,2— general,3—relative fort,5—fort.3）traffic island designThe contour of traffic island is the bination of beeline and circular curve. The refuge area should be set inside traffic island for crossing pedestrians and bicyclists. The end of traffic island should be observable and smooth enough to direct vehicles. Considering the demand on fort and convenience for pedestrian and bicyclist entrancing and exiting traffic island：the refuge area should higher 35cm than the ground, with a 1:10 conjunctive grade. Blind way should be set on the refuge area and connected with pavement (, ). Traffic island design Traffic island traffic channelization designlongitudinalwidthL1(m)??Transversewidth L2(m)??EntryWidthL3(m)??Centrallandscapeisland(m)??Entrylandscapeisland(m)??Exitlandscapeisland(m)??grade oftraffic islandR11R12R21R22R31R32HRMax[10,Q1/4+5 ]Max[10,Q2/4+5 ]8812123~5cm1:10Footnote:Q1,Q2—the maximal longitudinal and transverse bicycles waiting during a cycle at peak hour4) Landscape design of traffic island The triangular area on traffic island can be utilized to design urban greening and landscape, and the background and pattern design of refuge area can be connected with the local historical culture.4 Traffic Channelization Design of the Yu Daiqiao Roundabout Flyover Traffic Channelization DesignThe Yu Daiqiao intersection is located in the Luo Mashi CBD of Chengdu. Before reconstruction the roundabout model restricted the capacity, traveling conditions under flyover is bad and the conflict between bicyclists and pedestrians is serious. The oneway traffic control in we