Interchange Design: Tutorial 1

Question1

Define an interchange

An interchange is an intersection at which conflicts between different traffic movements are

resolved by introducing a vertical separation between them. The complexity of the layout of the
interchange may vary from separation of the through flows only, with turning taking place at the
level of the lesser movement (diamond interchange) to separation of all movements (four level
interchange).

Question 2

There are two types of terminal that can be employed as part of a ramp: the free-flowing terminal
and the stop-condition terminal. Briefly discuss them.

The term free-flowing implies that the terminal is negotiated at more or less the speed prevailing
on the through road. Traffic on the terminals thus diverges from or merges with traffic on the
through road at very flat angles, so that the terminal consists of either a simple taper or a
combination of taper and parallel lane. The parallel type forces a reverse curve path on vehicles
negotiating the terminal, and is therefore not favored. It can usefully be applied, however, where
a ramp must be lengthened to allow for acceleration or deceleration, on a steep grade for\
example, and where this length cannot be provided by any other means.

Stop-condition terminals, The only variation to be found in these terminals is their location,
which may be either remote from the grade separation structure or close to it. Individual
terminals may vary from a simple bellmouth to a complex signalized channelized intersection,
depending on the relationship between the turning movements at the intersection, and on their
magnitude. The common denominator amongst stop-condition terminals is that the ramps are
designed for one-way operation, so that where these terminals are used (with the exception of the
Parclo ramp) one leg of a three-legged intersection and two legs of a four-legged intersection are
always intended for one-way flow, a characteristic not shared by all other intersections.
Question 3

Interchanges are divided into two functional classes, referred to as access (or minor or service)
and systems (or major) interchanges. Briefly discuss both functional classes of interchanges.

• SYSTEMS INTERCHANGES

In systems interchanges, turning movements are catered for by individual ramps, all of which
have free-flowing terminals at both ends. The layout of these interchanges is invariably complex,
involving a substantial area and possibly more than one structure. The cloverleaf owes its
characteristic layout to the provision of an outer connection for each left turn and a loop for each
right turn, as shown below.

• THREE-LEGGED INTERCHANGES

The discussion of access and systems interchanges has so far been limited to four-legged
interchanges. A freeway terminating at its intersection with another would however give rise to

a three-legged systems interchange.

Question 4

What is your understanding of the term “lane balance”?

If a lane were to have an off-ramp as its only destination, a driver in that lane would have no
choice but to exit from the freeway, whether this was his intention or not. The lanes should
reflect the various options permitted at the interchange by branching off where vehicles diverge.
In a two-lane exit, the outside lane has to continue along the off-ramp with the second lane
branching off.

Question 5

Briefly discuss the process of “weaving”.

Weaving involves two flows of vehicles crossing one another at a flat angle, and the section of
road on which this is accomplished is referred to as the weaving section.
In its simplest form the weaving section consists of two lanes that merge to form one lane and
then diverge to form two lanes again. This form of weaving section is found between the loops of
a cloverleaf interchange, and the traffic flows involved are two inner or crossing flows, and one
outer or through flow. Successive closely spaced entrances and exits may, however, require a
lane change to be incorporated into the weaving process. Under these circumstances the process
is termed compound or multiple weaving.

Question 6

Define the following freeway components:

• Capacity

Capacity is defined as the maximum hourly rate at which persons or vehicles can reasonably be
expected to traverse a point or uniform section of a lane or roadway, traffic and control
conditions. the Time period used in most capacity analysis is 15 min, which is considered to be
the shortest interval during which stable flow exists.

• Roadway conditions

Roadway conditions refer to the geometric characteristics of the street or highway, including; the
type of facilities and its development environment, the number of lanes (by direction), lane and
shoulder widths, lateral clearances, design speed and horizontal and vertical alignments.

• Traffic conditions

Traffic Conditions refer to the characteristics of the traffic stream using the facility. This is
defined by the distribution of vehicle types in the traffic stream, the amount and distribution of
traffic in available lanes of a facility, and the directional distribution of traffic.

• Control conditions

Control conditions refer to the types and specific design of control devices and traffic regulations
present on a given facility. The location, type and timing of traffic signals are critical control
conditions effecting capacity. Naturally such control measures should not be encouraged on a
freeway.
Question 7

Because the cost of constructing interchanges is extremely high, every interchange must be
justified. Conditions which justify an interchange are identified in warrants.

Briefly discuss the warrants for an interchange.

• Design designation

The decision to construct a high way with full control to access warrants grade separations or
interchanges at all intersecting highways. The chief concern is the continuous flow of traffic on
the major roadway. Hence, an intersection that may warrant only signal control if considered as
an isolated location will warrant a grade separation when it is considered as part of the controlled
access system.

• Elimination of bottlenecks or spot congestion

Insufficient capacity on heavily traveled routes may result in intolerable congestion on one or
more approaches. A grade separation may be the only reasonable alternative.

• Elimination of hazard

Some at-grade intersections may have an extremely high accident rate. A grade separation may
be warranted if less expensive methods of alleviating or eliminating the hazardous conditions are
not possible.

• Site topography

At some sites, the topography may be such that an at-grade intersection would be extremely
expensive to provide and a grade separation would be most cost effective design.

• Road-user benefits

Road- user costs due to delays at congested intersections maybe extremely large. A grade
separation that alleviates or eliminates these delays provides a significant road-user cost savings.
An economic warrant for a grade separation may be established by determining a positive
relationship between road-user cost savings and the cost of interchange construction.

• Traffic volume warrant

A specific volume of traffic at an intersection cannot be established as a rational warrant for
grade separation. However, volume warrants would be the most tangible warrant for
signalization, and volumes in excess of capacity would be considered as a legitimate warrant.