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Interchange Selection

This document discusses the process of selecting an optimal interchange design for a specific site. It begins by defining an interchange and identifying the main categories of service and system interchanges. It then outlines the main interchange design types including diamonds, cloverleafs, and other variants. The selection process involves collecting traffic, land use, and other data, then evaluating alternatives based on operations, costs, constructability, and impacts. Key steps include developing conceptual sketches, conducting operational analysis, and selecting a preferred alternative with public involvement. Documentation of the process is required for federal approval. The optimal design is site-specific and experience is important, with no single right answer in many cases.

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100% found this document useful (1 vote)

416 views70 pages

Interchange Selection

Uploaded by

AthirahAB

We take content rights seriously. If you suspect this is your content, claim it here.

Available Formats

Download as PPT, PDF, TXT or read online on Scribd

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INTERCHANGE

SELECTION
CE 550 SPRING 2007

OBJECTIVE
Identify types of interchange by
function and geometry
Learn process for optimizing the type
of interchange for a specific site

Just what is an
interchange?
An interchange is a system of
interconnecting roadways in conjunction
with one or more grade separations that
provides for the movement of traffic
between two or more roadways or highways
on different levels. (AASHTO Green
Book 2001)
Basically it is a grade-separated
intersection, with connections between 2
or more roads
3

But first, two

categories
Service interchange freeway to
surface street
System interchange freeway to
freeway

Whats on the
Interchange menu?

Diamond
Single-point urban interchange
Partial cloverleaf
Full cloverleaf
Trumpet
Directional
5

Your Basic Diamond

Source: Empire State Roads.com

When to use
Service interchange only (why?)
Mostly rural locations
Low volumes

Is a diamond anyones
best friend?
Plusses:
Lower ROW needs than most
Excellent in low volume situations,
especially where volumes not expected
to increase
Low cost
Most common (overall, 79%)

Is a diamond anyones
best friend?
Minuses:
Two ramp termini may be problem with
high volume side roads
May require signalization at ramps; delay
issues due to signals on arterial side road
High exiting volumes may require
excessively long ramps

Diamond Variants
Half diamond
Tight urban diamond (aka single-point
urban interchange)
Diamond with roundabout

Diamond Variants

Half-diamond, West Des Moines IA

Source: Google Earth

Diamond Variants

Source: Center for

Transportation
Research & Training
(KSU)
13

When is a diamond not a

diamond?
When its a parclo (partial cloverleaf)
A diamond with one to three loops

Partial Cloverleaf

Aka parclo
Service interchange (7%)
Higher volumes than diamond
Variety of arrangements
Diagonally opposite most common

Parclo Layouts
Source:
AASHTO
Green Book

About Parclos
Use with high turning volumes or side
road volumes
Exit low-speed loop reinforces need
to slow down
Entrance low-speed loop increases
difficulty of entering high-speed
traffic

About Parclos
Site constraints (topography,
development, etc) suggest preferred
configuration
Remember driver expectancy and
work load
Loops make for less direct turning
movements and longer paths

And now, the full

Cloverleaf
Loops and ramps in all four quadrants
Service interchange (9%) as well as
system interchange (29%)
Higher volumes and speeds

And now, the full

Cloverleaf

Source: AASHTO
Green Book

Cloverleaf Issues
Out of route (long) paths for loop
users
Very land intensive
Merging and weaving sections become
problems when volumes increase
Multiple exit points signing and
safety problems
21

Cloverleaf Issues
Need constant radius loops (some
older ones tightened up at end)
Need C-D roads to address highvolume weaving and merging as well as
multiple exit points

Trumpets

Limited ROW
Low volumes
Service (1%) or system (3%)
Limited applicability

Trumpets

Source: AASHTO Green Book

Single-Point Urban
Interchange

Aka SPUI
Less ROW
More $$
Signalization benefits
About 1% of service interchanges

Single-Point
Urban
Interchange

Source: AASHTO
Green Book

Single-Point
Urban
Interchange

Single-Point Urban
Interchange
Usually dual lane ramps (higher
volumes)
Good arterial signal progression
Somewhat unfamiliar, operationally
Large skew angles increase costs
Not pedestrian friendly

Directional Interchange
Direct paths for all (most)
movements
Most expensive
Land intensive
System interchanges only (52%)

Directional Interchange

Source: Virginia Transportation

Research Council (1999)

The Proper Interchange

Selection is very site specific
Requires considerable experience
A lot of things to consider

The Process

Basics
Data collection
Evaluation and analysis
Two general conditions

The Process Basics

New or existing
Number of legs
Functional class of all roadways
General environment

The Process Data

Collection
ADT (and traffic projections if
available)
Crash history
Land uses
Design criteria
Community impact data

ADT
Projections from planning agencys
model
Applying historic growth data to
current ADT
Traffic impact analyses data
Traffic composition (esp. trucks &
buses)
Pedestrian and bicycle needs
37

Traffic Forecasting
Procedure varies with circumstances

Crash History
Primarily on existing facilities
Data for both roadways
Five years minimum for projects not
related to crash problems
As many years as possible for
projects aimed at solving crash
problems
42

Land Uses
Existing and proposed in immediate
area
Changes expected by jurisdiction
(city?) not in MPO model
If new interchange consider
likelihood of added growth

Design Criteria

Level-of-service
Design speed
Superelevation
Lane widths, especially for ramps
Ramp geometry

Community Impacts
Amount of right-of-way available
Number and approximate value of
homes in proximity
Public buildings and facilities
affected
Access to adjacent properties
Wetlands
45

Others

Soils information
Other improvements programmed
Interchange spacing
ITS strategies

Basic Design Criteria

All exits and entrances on right side

Single exit per interchange
Proper ramp spacing
Lane balance and basic number of
lanes

Selection Process Flow

Charts
Service interchanges
System interchanges

Source:
Virginia
Transportation
Research
Council

Evaluation and Analysis

Four broad categories
Operations and safety
Project costs
Constructability and maintenance of
traffic
Social and environmental impacts

Evaluation and Analysis

Operations and safety
Vehicular and non-motorized safety
Level-of-service for projected traffic
Flexibility in accommodating future
traffic (when projections are exceeded)

Evaluation and Analysis

Costs of improvements

Right-of-way
Construction
Impact mitigation (e.g., wetlands)
Operations (maintenance)

Evaluation and Analysis

Constructability
Maintenance of traffic
Ability to add improvements

Evaluation and Analysis

Social and environmental effects