OVERVIEW OF DIFFERENT TYPES OF ROAD INTERCHANGES

Malik Muneeb Abid1,*, M AbuBakar Tariq1, Mamoon Riaz1, Nisar Ali Khan1, and Waqas Haroon1
1
Dept. of Civil Engineering, FET, IIUI Islamabad Pakistan
Sector H-10, Islamabad 44000
muneeb.abid@iiu.edu.pk

ABSTRACT
This paper provides an overview of different types of road interchanges. Capacity problem of road traffic can be
solved by using the interchanges. However, selection of a suitable option according to design conditions is a
complex task. Advantages and disadvantages associated with different interchanges are discussed here. At the
end, guidelines for the selection of an interchange according to available conditions are provided.
KEYWORDS
Interchanges, geometric design, cloverleaf, service, system

INTRODUCTION
An interchange is a grade-separated intersection (one road passes over another) with ramps to connect them as
shown in Figure 1. On a more formal note, “An interchange is a road junction that typically uses grade
separation, and one or more ramps, to permit traffic on at least one highway to pass through the junction without
directly crossing any other traffic stream.”

Figure 1: The High Five in Dallas, Texas, USA [5]

Interchanges mostly become essential when at least one of the roads is a limited access divided highway (or any
other road facility). The concept of grade-separation at interchanges though is not new to transportation but it
crept into road systems from railways, which have been using it as early as late seventeenth century.
An interchange is primarily a solution to a capacity problem. The type of configuration used at a particular site is
determined by the number of intersecting legs, expected volumes of through and turning movements, type of
truck traffic, topography, culture, design controls and proper signing.

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This paper is intended to provide a general overview of different types of Interchanges. It is not an exhaustive
treatise on the subject. To do so involves a volume significantly greater than any of the Geometric Design
policies. Here similarities and differences between different types of interchanges are explored.
This paper is organized as follows. In next section, definitions of the terms associated with this topic are
presented. Next, different types of intersections are presented with their features. In section 4, discussion is
presented for comparison and selection of suitable type of interchange. At the end, conclusion and
recommendations are presented.

DEFINITIONS
Figure 2 represents the interchange schematically. The definitions of the components of an interchange are as
follows:

Exit Ramp
This is ramp to leave the freeway for another road.

Entrance Ramp
This ramp is for entrance of traffic from other roads to the freeway.

Complete Interchange
This is an interchange provides ramps to all directions traffic. A complete interchange between two freeways
generally has at least eight ramps.

Incomplete Interchange
This intersection has at least one or more missing ramps as compared to complete interchange. Hence, this
interchange does not provide movement of traffic in all directions based on demand and capacity.

Freeway
This type of road has full access control. Access is only provided by ramps.

Surface Street
Surface street in comparison to freeway provide access to traffic by traffic sign or signal and also allows turning.

Surface Street

Freeway

Exit Ramp
Entrance Ramp

Figure 2: Schematic Diagram of Interchange

TYPES OF INTERCHANGES

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There are several interchange configurations to accommodate turning movements at a grade separation. Factors
such as, safety, cost, environment, development and politics can vary at each site, thus there are hundreds if not
thousands of unique, one-of-a-kind interchanges worldwide. Leisch [2, 4 and 6] provides the elements,
philosophy, configurations and operational guidelines for interchanges.
Many interchanges are the alterations of some basic types of interchanges. These alterations may be according to
design experience and available conditions. Interchanges can be classified into various categories, depending
upon the different functions and purposes they serve. They can be categorized on the basis of their flow
characteristics, shape, lane configuration and access etc.
In this paper interchanges are categorized as per their access to different road facility and then a comparison is
established. Interchanges can be broadly classified as:
 Service Interchanges
 System Interchanges

Service Interchanges:
Service interchanges are those forms which are utilized where the freeway interchanges with a rural road or
Highway or Suburban/urban streets. Generally, the appropriate forms are diamonds, cloverleaf, partial
cloverleaf’s and roundabouts. In Pakistan, the most common from is cloverleaf, however, there are numerous
examples of other forms with the exception of the roundabout. In many countries, the cloverleaf is used in rural
areas where the freeway interchanges with a primary Highway (not a freeway). This is consistent with driver
operations on Rural Primary Highways here relatively free flow is expected. Prominent types in Service
Interchange are:

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 in Figure 3. These ramps at the non-freeway can be
controlled through stop signs, traffic signals, or turn ramps. Diamond interchanges are inexpensive to build and
require little land but are prone to congestion and accidents if there is high traffic.

Figure 3: Schematic of Diamond Interchange

Cloverleaf Interchange
A cloverleaf interchange is typically a two-level, four-way interchange whereby all left turns are handled by loop
ramps (right turns if traveling on the left). To go left, vehicles first cross over or under the targeted route, then
bear right onto a sharply curved ramp that loops roughly 270 degrees, merging onto the interchanging road from
the right, and crossing the route just departed, as shown in Figure 4. The major advantage of Cloverleafs is that
they require only one bridge, which makes such junctions inexpensive as long as land is plentiful. A major
shortcoming of Cloverleafs, however, is weaving.

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 Figure 4: Schematic of a Cloverleaf Interchange

Partial Cloverleaf (Parclo)

A partial cloverleaf, also known as a Parclo interchange, is an interchange usually involving four to six ramps,
two of which are loop ramps, which connect to the non-highway. The Parclo is a safer modification of the
cloverleaf design. Depending on the number of ramps used, they take up a moderate to large amount of land and
are typically inexpensive to build. Parclos with more ramps have a greater capacity and efficiently than Parclos
with fewer ramps. Parclos are sometimes called a folded diamond when only four ramps, in two quadrants, are
used. If the loop ramps are constructed opposite or mirrored along the highway, weaving is avoided. Cloverleaf
interchanges that involve a non-highway can be changed to Parclos without too much reconstruction. Although
the interchange's capacity is reduced, weaving is eliminated, increasing the safety and efficiency of the
interchange. Figure 5 shows an example of a Parclo interchange.

Figure 5: A Parclo interchange on the Highway 407 Route in Ontario [5]

Roundabout Interchange
A further alternative found often in the Europe is the three-level roundabout interchange. The ramps of the
interchanging highways meet at a roundabout or rotary on a separated level above, below, or in the middle of
two highways. Roundabout interchanges are much more economical in use of materials and land than other
interchange designs, as the junction does not normally require more than three bridges to be constructed.
However, their capacity is limited when compared to other interchanges and can become congested easily with
high traffic volumes.

System Interchanges:
System interchanges are those between two freeways. Typically, these are all directional interchanges,
directional with one, two or three loops or cloverleaf. In urban areas, their Right of Way requirements and poor
operational characteristics under high traffic volume conditions has eliminated them from consideration.
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Directional or Stack Interchanges
A directional or stack interchange (US) is a four-way interchange whereby left turns are handled by semi-
directional flyover/under ramps. To go left (right in countries with left-hand drive), vehicles first turn slightly
right (on a right-turn off-ramp) to exit, then complete the turn via a ramp which crosses both highways,
eventually merging with the right-turn on-ramp traffic from the opposite quadrant of the interchange. A stack
interchange, then, has two pairs of left-turning ramps, of which can be stacked in various configurations above or
below the two interchanging highways.
Stacks do not suffer from the problem of weaving, but require massive construction work for their flyovers. A
standard stack interchange includes roads on four levels. This is not only expensive, but also creates an eyesore
among local residents, leading to considerable opposition.

Cloverstack Interchanges
Partial cloverleaf interchange (Parclo) designs modified for freeway traffic emerged, eventually leading to the
cloverstack interchange. Figure 6 shows that its ramps are longer to allow for higher ramp speeds, and loop ramp
radii are made larger as well. For countries using right hand-drive, the large loop ramps eliminate the need for a
fourth, and sometimes a third level in a typical stack interchange, as only two directions of travel use
flyover/under ramps.

Figure 6: Schematic of Two Levels Cloverstack

Cloverstacks are cheaper to build than stack interchanges and are less of an eyesore for local residents. By using
the loop ramps in opposite quadrants, weaving is also eliminated. However, cloverstacks require a lot of land to
construct and the loop ramps are not as efficient as flyover/under ramps in terms of traffic flow. The cloverstack
design is becoming more and more popular, and is commonly used to upgrade cloverleaf interchanges to
increase their capacity and eliminate weaving.

Turbine Interchanges
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 drive. Schematic of two level turbine interchange is shown in Figure 7.

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 Figure 7: Schematic of Two Levels Turbine

Turbine interchanges offer slightly less vehicle capacity because the ramps typically turn more often and change
height quicker. They also require more land to construct than the typical four level stack interchange.

In areas with rolling or mountainous terrain, turbines can take advantage of the natural topography of the area
due to the constant change in the height of their ramps and thus are used in these areas where conditions apply,
reducing construction costs compared to turbines built on level ground. The general forms of system
interchanges used around the world are relatively consistent. It is the specifics of Geometry that may vary
significantly.

DISCUSSIONS
The primary solution to the road capacity problem is an interchange. A number of factors are involved to find the
suitable type of interchange for a specific site. So, based on design factors, hundreds of thousands of types can
be generated by modifying the basic types of the interchanges. AASHTO [1] provides warrant to justify the use
of a particular interchange for wide variety of site conditions, highway types, traffic volumes etc. General, rules
for interchange selections can be summarized as shown in Table 1[3].
Table 1: Rules for Selection of Interchange
Design Parameters Suitable Option

Freeway and surface street, 4 ramps Diamond

Freeway and surface street, 4 ramps, meeting at single Single Point

point above or below freeway

Freeway and surface street, 5-7 ramps Partial cloverleaf

Freeway and surface street, 6 ramps Six-ramp or 3/4 partial cloverleaf

Freeway and surface street, 8 ramps, including 4 loops Full Cloverleaf

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 3-way interchange, one loop, no stopping or crossing Trumpet

3-way interchange, no loops Three-way (various)

4-way interchange, 8 ramps including 4 loops Full Cloverleaf

4-way interchange, 8 ramps meeting in a square at Volleyball

separate grade

CONCLUSIONS
This paper presents the overview of different types of road interchanges. Service and system interchanges are
presented with some typical types. In order to explain schematic diagrams are presented. In addition, advantages
and disadvantages associated with different interchanges are elaborated. This paper only presents some
prominent types of interchanges, however, there may be hundreds of thousands of types of interchanges are
available based on the alterations of some basic interchange types according to available conditions. This
overview is only limited to some prominent types of interchanges. Future work can be formulated to
accommodate all types of interchanges by defining some alterations rules.

REFERENCES
1. AASHTO. “A policy on Geometric Design of Highways and streets”.2001, p.747-871.
2. Leisch, J., P., ”Operational Considerations for systems of Interchanges” TRB Record1385, 1993.
http://www.kurumi.com/ro ads/interchanges/(accessed on 25 May 2015)
3. Iowa Department of Transportation (1995-09-01). Cross Sections of One-way Ramps and Loops.
http://www.iowadot.gov/design/dmanual/06b-01.pdf].
4. http://en.wikipedia.org/wiki/Interchange_(road) (accessed on 25 May 2015)
5. Leisch, J., P., “Comparison of worldwide practice in interchange design” International Symposium on
Highway Geometric Design Practices, 1995.