Ministry of high education

University of Kirkuk
Civil engineering department

Type of interchanges

Stage / 4
Date of delivery: 2020/3/25
Group simple/ A6

Student name
1. Mustafa nadhom

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Other type of interchanges

1.Directional or Stack Interchanges

A directional or stack interchange (US) is four-way interchange whereby
left turns are handled by semi directional flyover/under ramp 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.
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.

A/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 Clovers

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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 The turbine/whirlpool

interchange requires fewer levels (usually two or three) while turbine interchange (also
known as a whirlpool). 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.

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.

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3.Single Point Urban Interchange
A Single Point Urban Interchange (SPUI) is an intersection design that addresses congestion
by allowing vehicles to travel more quickly and safely through an intersection. Benefits
include improved: • Safety • Mobility • Connectivity • Frontage road traffic flow Driving in a
Single Point Urban Interchange A SPUI operates with a single, three-phase traffic signal. s

Advantages of a Single Point Urban Interchange A

SPUI enhances safety, mobility and connectivity by reducing potential crash points at
intersections and by allowing more cars to move through an intersection. This means a
reduction in both delay and travel time. • Through-traffic is able to bypass the intersection
without stopping at a traffic signal • Additional “green time” at traffic signals improves travel
time by allowing more vehicles to pass through the intersection • Additional sidewalks
increase safety and better accommodate pedestrians and bicyclists • Intersection design is
relatively low cost and utilizes space more efficiently

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4.Roundabout interchange
roundabouts have demonstrated substantial safety and operational benefits compared to
most other intersection forms and controls, with especially significant reductions in fatal and
injury crashes. By converting from a two-way stop control mechanism to a roundabout, a
location can experience an 82 percent reduction in severe (injury/fatal) crashes and a 44
percent reduction in overall crashes. By converting from a signalized intersection to a
roundabout, a location can experience a 78 percent reduction in severe (injury/fatal) crashes
and a 48 percent reduction in overall crashes. The benefits have been shown to occur in
urban and rural areas under a wide range of traffic conditions, and ongoing research has
expanded our collective knowledge on safety performance for specific scenarios. Although
the safety performance of all-way stop control is comparable to roundabouts (per the HSM),
roundabouts provide far greater operational advantages. Roundabouts result in significantly
lower delay than signalized intersections. Roundabouts also can be an effective tool for
managing speed and creating a transition area that moves traffic from a high-speed to a low-
speed environment. However, proper site selection, channelization, and design features are
essential for making roundabouts accessible to all users. The Federal Highway
Administration has produced a video describing the benefits of roundabouts. In addition to
the safety benefits at at-grade intersections, roundabouts have also proven to be effective
at freeway interchange ramp terminals. Roundabout interchanges are particularly cost
effective in that the overpassing bridge can be shorter due to the elimination of turning
lanes on the surface street. Right of way requirements are reduced on the surface street,
also as a result of the elimination of turn lanes and transitions. Finally, signalization is

eliminated, reducing initial costs as well as continuing maintenance.

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