Chapter 10

Interchanges

An interchange is a system of interconnecting roadways in

conjunction with one or more grade separations that provides the
movement of traffic between two or more roadways or highways
on different levels.

The selection of the appropriate type of interchange, along with

its design, is influenced by many factors, such as highway
classification, character and composition of traffic, design speed,
and degree of access control, signing needs, economics, terrain,
and right-of-way.

Basic interchange configurations are shown in Figure 10-1.

Essential interchange elements include:

• Freeway

• Cross Street

• Median

• Ramps

• Auxiliary Lanes

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General Considerations

There are several basic interchange configurations to

accommodate turning movements at a grade-separation. The
type of configuration used at a particular site is determined by:

• the number of intersection legs

• expected volumes of through and turning movements
• type of truck traffic (turning radii)
• topography (adjacent land elevations)
• culture (how does it fit within a corridor?)
• design controls
• proper signing (driver understanding is critical!)
• designer initiative (innovation is a result of a need)

Three-Leg Designs

Should only be considered when future expansion to the unused

quadrant is either impossible or highly unlikely. See Figures 10-
9 through 10-14 for examples of Three-Leg Interchanges

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Four-Leg Designs

Interchanges with four intersecting legs may be grouped under

six general configurations:

• ramps in one quadrant (Figure 10-15)

• diamond interchanges (Figures 10-16 through 10-21)
• double roundabout interchange (Figure 10-22)
• single-point diamond interchanges (Figures 10-23 through
10-26)
• full or partial cloverleafs (Figures 10-27 through 10-31)
• directional interchanges (Figures 10-32 through 10-37)

General Design Considerations

Interchange Spacing

Minimum spacing of arterial interchanges is determined by

weaving volumes, ability to sign, signal progression, and lengths
of speed-change lanes

General rule of thumb – minimum interchange spacing of 1 mile

in urban areas and 2 miles in rural areas. Feasible?

Uniformity of Interchange Patterns

An inconsistent arrangements of exits between successive

interchanges causes driver confusion. See Figure 10-46.

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Route Continuity

Refers to the provision of a directional path along and

throughout the length of a designated route; desirably, the
through driver should be provided a continuous through route on
which changing lanes is not needed to continue through the
corridor. Refer to Figure 10-47.

Signing and Marking

Location of and minimum distances between ramp junctions

both depend on whether effective signing can be provided to
inform, warn, and control drivers. Signs should conform to the
Manual on Uniform Traffic Control Devices (MUTCD).

Basic Number of Lanes

Constant number of lanes assigned to a route, regardless of

changes in traffic volume.

Lane Balance

The basic number of lanes should be established for a substantial

length of freeway and should not be changed through pairs of
interchanges. Refer to Figure 10-50.

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General Ramp Design Considerations

Design Speed

Ramp design speeds should approximate the low-volume

running speed on the intersecting highway; lower design speeds
should not be less than the low range shown in Table 10-1.

Traveled Way Widths

Ramp traveled way widths are governed by the type of

operation, curvature, and volume and type of traffic.

Ohio (ODOT) utilizes a 16-foot wide traveled way width for a

ramp; on a loop ramp radius less than 200 feet, utilize an 18-foot
wide traveled way width for a ramp.
Know this for project
Shoulders

Sum of the right and left shoulder widths are typically between
10 to 14 feet. Desirably, utilize a minimum 2-4 feet shoulder
width for the left shoulder.

Ohio (ODOT) utilizes:

• single-lane ramp: minimum 3 foot left shoulder (4 foot if

adjacent to concrete barrier) and 6 foot right shoulder
• two-lane ramp: minimum 4 foot left shoulder and 10 foot
right shoulder

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 • three-lane (or wider) ramp: minimum 10 foot left and right
shoulder

Sight Distance

Sight Distance along the ramp should be at least as great as the

design stopping sight distance. Sight distance for passing is not
needed. There should be a clear view of the entire exit terminal.
Along the freeway approaching the nose of an exit ramp, the
sight distance should exceed the minimum stopping sight
distance for the through traffic design speed, desirably by 25
percent or more. Why is this?
Grades

Ramp grades are not directly related to design speed because

often the ramps are relatively short. As general criteria, it is
desirable that upgrades on ramps with a design speed of:

• 45-50 mph: limited to 3-5 percent

• 40 mph: limited to 4-6 percent
• 25-35 mph: limited to 5-7 percent
• 15-25 mph: limited to 6-8 percent

One-way downgrades on ramps should hold to the same

maximums, but in special cases could be 2 percent greater.

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Cross Slope

Ramps on tangent should be sloped on way at a rate ranging

from 1.5 to 2 percent. Superelevation rates are given in Figures
3-21 through 3-25. The adjacent freeway cross slope dictates the
cross slope through the ramp terminal. Refer to Figure 10-60.

Gores

The area downstream from the shoulder intersection point. Refer

to Figure 10-61 for Exit Gore, and Figure 10-69 for Entrance
Gore.

Distance between successive ramp terminals

Signing and traffic operations becomes critical when

determining the distance between successive ramp terminals.
Refer to Figure 10-68 for Recommended Minimum Ramp
Terminal Spacing.

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Entrance Terminals

Allowing vehicles coming from the ramp to gain enough speed

to closely match the freeway operating speed is critical to
entrance ramp terminal design. Figure 10-69 shows the typical
single-lane entrance ramps. Figure 10-73 shows the typical two-
lane entrance ramps.

Minimum acceleration lengths for entrance ramps are given in

Table 10-3, and the adjustments for grades are given in Table
10-4.

Exit Terminals

Allowing vehicles to reduce their speed from the freeway

operating speed to the design speed of the first curve along the
exit ramp without conflicting with the freeway through traffic is
critical to exit ramp terminal design. Figure 10-70 shows the
typical single-lane exit ramps. Figure 10-74 shows the typical
two-lane exit ramps.

Minimum deceleration lengths for exit ramps are given in Table

10-5, and the adjustment for grades are given in Table 10-4.

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