Holy Angel University

Angeles City

Types of Road
Interchanges

Submitted by:

Nebria, Vincent M.

CE-406

Submitted to:

Engr. Ervin A. Perez

June 29, 2017

1. Cloverleaf interchange
A cloverleaf interchange is typically a two-level, four-way interchange where all
turns across opposing traffic are handled by non-directional loop ramps. Assuming right
handed traffic, to go left vehicles first cross over or under the target route, then bear
right onto a sharply curved ramp that turns roughly 270 degrees, merging onto the
target route from the right, and crossing the route just departed. These loop ramps
produce the namesake cloverleaf shape. Two major advantages of cloverleaves are
that they require only one bridge (between the main perpendicular routes) which makes
such junctions inexpensive as long as land is plentiful, and that they often do not require
any traffic signals to operate. However, weaving is a major shortcoming of cloverleaves,
as the four total off ramps and onramps are present (the onramp from one leaf overlaps
with the off ramp for the next leaf), and merge on the main routes. Consequently, the
capacity of this design is comparatively low. Cloverleaves also use a considerable area
of land, and are more often found along older highways, in rural areas and within cities
with low population densities. A variant design separates all turning traffic into a parallel
carriageway to minimize the problem of weaving.
2. Stack interchange
A stack interchange is a four-way interchange whereby a semi-directional left turn and a
directional right turn are both available. Usually access to both turns is provided
simultaneously by a single offramp. Assuming right-handed driving, in order to cross
over incoming traffic and go left, vehicles first exit onto an off-ramp from the rightmost
lane. After demerging from right-turning traffic, they complete their left turn by crossing
both highways on a flyover ramp or underpass. The penultimate step is a merge with
the right-turn on-ramp traffic from the opposite quadrant of the interchange. Finally an
onramp merges both streams of incoming traffic into the left-bound highway. As there is
only one offramp and one onramp (in that respective order), stacks do not suffer from
the problem of weaving, and due to the semi-directional flyover ramps and directional
ramps, they are generally safe and efficient at handling high traffic volumes in all
directions.
3. Cloverstack interchange
Cloverstack interchanges are hybrid interchanges, using loop ramps like cloverleaves to serve
slower or less occupied traffic flow and flyover ramps like stack interchanges to serve faster and
higher occupied traffic flow. If local and express ways serving the same directions and each roadway
is connected righthand to the interchange, extra ramps are installed.
The cloverstack design is commonly used to upgrade cloverleaf interchanges to increase their
capacity and eliminate weaving.
4. Turbine interchange
Another alternative to the four-level stack interchange is the turbine interchange (also
known as a whirlpool). The turbine/whirlpool interchange 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
traffic.
Turbine interchanges offer slightly less vehicle capacity because the ramps typically
turn more often and change height more quickly. They also require more land to
construct than the typical four-level stack interchange.
In areas with rolling or mountainous terrain, turbine interchanges can take advantage of
the natural topography of the land due to the constant change in the height of their
ramps, and hence these are commonly used in these areas where conditions apply,
reducing construction costs compared to turbine interchanges built on level ground.
5. Roundabout interchange

further alternative found often is called a roundabout interchange. This is a normal

roundabout except one (two-level) or both (three-level) mainlines pass under or over the
whole 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.
6. Hybrid interchanges
Hybrid interchanges use a mixture of interchange types and are not uncommon. Their
construction can consist of multiple interchange designs such as loop ramps, flyovers
and roundabouts.
A windmill interchange is similar to a turbine interchange, but it has much sharper turns,
reducing its size and capacity. A variation of the windmill, called the diverging windmill,
increases capacity by altering the direction of traffic flow of the interchanging highways,
making the connecting ramps much more direct. The interchange is named for its
similar overhead appearance to the blades of a windmill. The Vaanplein junction in
the Netherlands was a windmill from its opening in 1977. Since then it was renovated
into a complex hybrid, combining stack, windmill and trumpet elements.
Divided volleyball interchanges create a wide median between the carriageways of the
two interchanging highways, using this space for connecting ramps.
7. Trumpet interchange

Trumpet interchanges 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.
Trumpet interchanges are named as such due to their resemblance to trumpets. The
bell of a trumpet can be seen where the terminating highway begins to interchange with
the continuous highway, and the resemblance to the tubing is seen along the
connecting loop ramps.Occasionally a third ramp can be routed around the loop instead
of one of the non-looping ramps. A vehicle will therefore diverge from the continuous
highway, cross it, turn 270 degrees left and cross the continuous highway again (or vice
versa if the ramp is for traffic turning off the continuous highway). An example of this is
where the Kingsway Tunnel terminates on the A59 in Liverpool, England - because of
the steep gradient of the tunnel approach there was insufficient space for a simple left-
turning ramp.These interchanges are very common on toll roads, as they concentrate all
entering and exiting traffic into a single stretch of roadway, where toll plazas can be
installed once to handle all traffic, especially on ticket-based tollways.
8. Directional T interchange
A full Y-interchange (also known as a directional T interchange) is 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.
Directional T interchanges use flyover/underpass ramps for both connecting and
mainline segments, and they require a moderate amount of land and moderate costs
since only two levels or roadway are typically used. They get their name due to their
resemblance to the capital letter "T", depending upon the angle from which the
interchange is seen and the alignment of the roads that are interchanging.
It features directional ramps (no loops, or weaving right to turn left) and can use multi-
lane ramps in comparatively little space. Some designs have two ramps and the "inside"
thru road (on the same side as the freeway that ends) crossing each other at a three-
level bridge. The disadvantage is that traffic of the terminating road enters and leaves
on the passing lane.[6] The T interchange is preferred to a trumpet interchange because
a trumpet requires a loop ramp by which speeds can be reduced, but flyover ramps can
handle much faster speeds.
9. Diamond interchange
A diamond interchange is an interchange involving four ramps where they enter and
leave the freeway at a small angle and meet the non-freeway at almost right angles.
These ramps at the non-freeway can be controlled through stop signs, traffic signals, or
turn ramps.
Diamond interchanges are much more economical in use of materials and land than
other interchange designs, as the junction does not normally require more than one
bridge to be constructed. However, their capacity is lower than other interchanges and
when traffic volumes are high they can easily become congested .
10. Diverging diamond interchange
A diverging diamond interchange (DDI) or double crossover diamond
interchange (DCD) is similar to a traditional diamond interchange, except the non-
highway lanes cross each other twice, once on each side of the highway. This allows all
highway entrances and exits to avoid crossing the opposite direction of travel and saves
one signal phase of traffic lights each.
The first DDIs were built in France in the 1970s. Despite the fact that such interchanges
already existed, the idea for the DDI was "reinvented" around 2000, inspired by the
former "synchronized split-phasing" type freeway-to-freeway interchange
between Interstate 95 and I-695 north of Baltimore