Chapter 1360 Interchanges

1360.01 General
1360.02 References
1360.03 Definitions
1360.04 Interchange Design
1360.05 Ramps
1360.06 Interchange Connections
1360.07 Ramp Terminal Intersections at Crossroads
1360.08 Interchanges on Two-Lane Highways
1360.09 Interchange Plans for Approval
1360.10 Documentation

1360.01 General
The primary purpose of an interchange is to reduce conflicts caused by vehicle
crossings and minimize conflicting left-turn movements. Provide interchanges on
all Interstate highways and freeways, and at other locations where traffic cannot
be controlled efficiently by intersections at grade.

For additional information, see the following chapters:

Chapter Subject
520 Access control
530 Limited access
550 Interchange justification report
1230 Ramp sections
1240 Turning widths
1250 Superelevation
1310 Intersections
1410 HOV lanes
1420 HOV direct access connections

1360.02 References
(1) Design Guidance
Manual on Uniform Traffic Control Devices for Streets and Highways, USDOT,
FHWA; as adopted and modified by Chapter 468-95 WAC “Manual on uniform
traffic control devices for streets and highways” (MUTCD)

Plans Preparation Manual, M 22-31, WSDOT

Standard Plans for Road, Bridge, and Municipal Construction (Standard Plans),
M 21-01, WSDOT

Standard Specifications for Road, Bridge, and Municipal Construction

(Standard Specifications), M 41-10, WSDOT
 

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(2)  Supporting Information

A Policy on Geometric Design of Highways and Streets (Green Book),
AASHTO, 2004
A Policy on Design Standards – Interstate System, AASHTO, 2005
Highway Capacity Manual (Special Report 209), Transportation Research Board
Procedure for Analysis and Design of Weaving Sections: A User’s Guide,
Jack E. Leisch, October 1985

1360.03  Definitions
Note: For definitions of frontage road, design speed, divided multilane,
expressway, highway, outer separation, roadway, rural design area, suburban
area, traveled way, undivided multilane, and urban design area, see Chapter 1140;
for basic number of lanes, see Chapter 1210; for lane, median, and shoulder,
see Chapter 1230; for decision sight distance, sight distance, and stopping
sight distance, see Chapter 1260; for auxiliary lane, see Chapter 1270; and for
intersection at grade, see Chapter 1310.
collector-distributor road (C-D road)  A parallel roadway designed to remove
weaving from the main line and reduce the number of main line entrances and exits.
gore  The area downstream from the intersection of the shoulders of the main line
and exit ramp. Although generally referring to the area between a main line and an
exit ramp, the term may also be used to refer to the area between a main line and an
entrance ramp.
gore nose  At an exit ramp, the point at the end of the gore area where the paved
shoulders of the main line and the ramp separate (see Exhibits 1360-11a and 11b) or
the beginning of traffic barrier, not including any impact attenuator. Also, the similar
point at an entrance ramp.
Interstate System  A network of routes selected by the state and the Federal
Highway Administration (FHWA) under terms of the federal-aid acts as being the
most important to the development of a national transportation system. The Interstate
System is part of the principal arterial system.
interchange  A system of interconnecting roadways, in conjunction with one or
more grade separations, providing for the exchange of traffic between two or more
intersecting highways or roadways.
painted nose  The point where the main line and ramp lanes separate.
physical nose  The point, upstream of the gore, with a separation between the
roadways of 16 to 22 feet (see Exhibits 1360-11a and 11b).
ramp  A short roadway connecting a main lane of a freeway with another facility.
ramp connection  The pavement at the end of a ramp that connects it to a main lane
of a freeway.
ramp meter  A traffic signal at a freeway entrance ramp that allows a measured or
regulated amount of traffic to enter the freeway.
ramp terminal  An intersection at the end of a ramp.
weaving section  A length of highway over which one-way traffic streams cross by
merging and diverging maneuvers.

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1360.04  Interchange Design

(1)  General
All freeway exits and entrances, except HOV direct access connections, are to
connect on the right of through traffic. Deviations from this will be considered only
for special conditions.
HOV direct access connections may be constructed on the left of through traffic when
they are designed in accordance with Chapter 1420.
Provide complete ramp facilities for all directions of travel wherever possible.
However, give primary consideration to the basic traffic movement function that the
interchange is to fulfill.
Complications are rarely encountered in the design and location of rural interchanges
that simply provide a means of exchanging traffic between a limited access freeway
and a local crossroad. Carefully consider the economic and operational effects of
locating traffic interchanges along a freeway through a community, particularly with
respect to local access, to provide convenient local service without reducing the
capacity of the major route(s).
Where freeway-to-freeway interchanges are involved, do not provide ramps for
local access unless they can be added conveniently and without detriment to
efficient traffic flow or reduction of capacity, either ramp or freeway main line.
When exchange of traffic between freeways is the basic function, and local access
is prohibited by access control restrictions or traffic volume, separate interchanges
for local service may be needed.

(2)  Interchange Patterns

Basic interchange patterns have been established that can be used under certain
general conditions and modified or combined to apply to many more. Consider
alternatives in the design of a specific facility; however, the conditions in the area and
on the highway involved govern the final design of the interchange.
Selection of the final design is based on a study of projected traffic volumes, site
conditions, geometric controls, criteria for intersecting legs and turning roadways,
driver expectancy, consistent ramp patterns, continuity, and cost.
The patterns most frequently used for interchange design are those commonly
described as directional, semidirectional, cloverleaf, partial cloverleaf, diamond,
and single point (urban) interchange (see Exhibit 1360-1).
(a) Directional
A directional interchange is the most effective design for connection of
intersecting freeways. The directional pattern has the advantage of reduced
travel distance, increased speed of operation, and higher capacity. These designs
eliminate weaving and have a further advantage over cloverleaf designs in
avoiding the loss of sense of direction drivers experience in traveling a loop. This
type of interchange is costly to construct, commonly using a four-level structure.

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(b) Semidirectional
A semidirectional interchange has ramps that loop around the intersection of the
highways. This results in multiple single-level structures and more area than the
directional interchange.
(c) Cloverleaf
The full cloverleaf interchange has four loop ramps for the left-turning traffic.
Outer ramps provide for the right turns. A full cloverleaf is the minimum type
interchange for a freeway-to-freeway interchange. Cloverleaf designs often
incorporate a C-D road to minimize signing difficulties and remove weaving
conflicts from the main roadway.
The principal advantage of this design is the elimination of all left-turn conflicts
with one single-level structure. Because all movements are merging movements,
it is adaptable to any grade line arrangement.
The cloverleaf has some major disadvantages. The left-turn movement has a
circuitous route on the loop ramp, the speeds are low on the loop ramp, and there
are weaving conflicts between the loop ramps. The cloverleaf also needs a large
area. The weaving and the radius of the loop ramps are a capacity constraint on
the left-turn movements.
(d) Partial Cloverleaf (PARCLO)
A partial cloverleaf has loop ramps in one, two, or three quadrants that are used
to eliminate the major left-turn conflicts. These loops may also serve right turns
for interchanges where ramp cannot be built in one or two quadrants. Outer
ramps are provided for the remaining turns. Design the grades to provide sight
distance between vehicles approaching these ramps.
(e) Diamond
A diamond interchange has four ramps that are essentially parallel to the major
arterial. Each ramp provides for one right-turn and one left-turn movement.
Because left turns are made at grade across conflicting traffic on the crossroad,
intersection sight distance is a primary consideration.
The diamond design is the most generally applicable and serviceable interchange
configuration and usually has a smaller footprint than any other type. Consider
this design first unless another design is clearly dictated by traffic, topography,
or special conditions.
(f) Single Point Urban (SPUI)
A single point urban interchange is a modified diamond with all of its ramp
terminals on the crossroad combined into one signalized at-grade intersection.
This single intersection accommodates all interchange and through movements.
A single point urban interchange can improve the traffic operation on the
crossroad with less right of way than a typical diamond interchange, but a larger
structure.

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Basic Interchange Patterns

Exhibit 1360-1

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(3)  Spacing
To avoid excessive interruption of main line traffic, consider each proposed facility
in conjunction with adjacent interchanges, intersections, and other points of access
along the route as a whole.
The minimum spacing between adjacent interchanges is 1 mile in urban areas,
3 miles on the Interstate in rural areas, and 2 miles on non-Interstate in rural areas
(see Exhibit 1360-2). In urban areas, spacing less than 1 mile may be used with C-D
roads or grade-separated (braided) ramps. Interchange spacing is measured along the
freeway centerline between the centerlines of the crossroads.
The spacing between interchanges may also be dependent on the spacing between
ramp connections. The minimum spacing between the gore noses of adjacent ramps
is given in Exhibit 1360-3.

Ramp connection spacing[1]

Interchange spacing: 1 mi min Urban

2 mi min Rural[2]

Gore nose
Notes:
[1] As a minimum, provide length for weaving and signing, but not less than given in Exhibit 1360-3.
[2] 3 miles on the Interstate System.

Interchange Spacing
Exhibit 1360-2

Consider either frontage roads or C-D roads to facilitate the operation of near-
capacity volumes between closely spaced interchanges or ramp terminals. C-D
roads may be needed where cloverleaf loop ramps are involved or where a series of
interchange ramps have overlapping speed change lanes. Base the distance between
successive ramp terminals on capacity. Check the intervening sections by weaving
analyses to determine whether capacity, sight distance, and effective signing can be
provided without the use of auxiliary lanes or C-D roads.
Provide justifications for existing interchanges with less-than-desirable spacing or
ramp connection spacing to remain in place.

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(4)  Route Continuity

Route continuity is providing the driver of a through route a path on which lane
changes are minimized and other traffic operations occur to the right.
In maintaining route continuity, interchange configuration may not favor the heavy
traffic movement, but rather the through route. In this case, design the heavy traffic
movements with multilane ramps, flat curves, and reasonably direct alignment.

(5)  Drainage
Avoid interchanges located in proximity to natural drainage courses. These locations
often result in complex and unnecessarily costly hydraulic structures.
The open areas within an interchange can be used for stormwater detention facilities.

(6)  Uniformity of Exit Pattern

While interchanges are of necessity custom-designed to fit specific conditions, it is
desirable that the pattern of exits along a freeway have some degree of uniformity.
From the standpoint of driver expectancy, it is desirable that each interchange have
only one point of exit, located in advance of the crossroad.
On-On or Off-Off Off-On Turning Roadways On-Off (Weaving)
On-On
On-Onor
orOff-Off
Off-Off Off-On
Off-On Turning
TurningRoadways
Roadways On-Off
On-Off(Weaving)
(Weaving)
On-On or Off-Off Off-On Turning Roadways On-Off (Weaving)

L
LL

System
System
[2]
[2] Service
Service
[3]
[3]
Freeway
Freeway C-D
C-DRoad
Road Freeway
Freeway C-D
C-DRoad System
System
[2]
[2]
Road Interchange
[2]
Service
Service
[3]
[3]
[3] AA BB CC DD
Freeway
Freeway C-D
C-DRoad
Road Freeway
Freeway C-D
C-DRoad Interchange
Road Interchange Interchange AA BB CC DD
Interchange
Interchange Interchange
Interchange
1000
1000 800
800 500
500 400
400 800
800 600
600 2000
2000 1600
1600 1600
1600 1000
1000
1000
1000 800
800 500
500 400
400 800
800 600
600 2000
2000 1600
1600 1600
1600 1000
1000

L = Minimum distance in feet from gore nose to gore nose.

LLL 
== Minimum
Minimum distance
distance ininfeet
feet from
from gore
gorenose
nose totogore
gorenose.
nose.
A = Between
Minimumtwodistance in feet from gore nose to gore nose. [2] [3]
interchanges connected to a freeway: a system interchange [2] and a service interchange.
[2]
[2] [3]
[3]
[3]
AAA Between
Betweentwo
two
Between interchanges
interchanges
two interchanges connected
connected to
connectedtoaa freeway:
freeway: aasystem
system interchange
interchange andand a a service
serviceinterchange.
interchange.
to to a freeway:
road: aasystem
systeminterchange
interchange and andaaservice
serviceinterchange.
interchange.[3][3]
[2]
[2]
B Between two interchanges connected a C-D [2]
[2]
[2] [3]
[3]
[3]
BBB Between
Betweentwo
two
Between interchanges
interchanges
two interchanges connected
connected to
connectedtoaa C-D
C-D road:
road: aasystem
system interchange
interchange and
and a aservice
service interchange.
interchange.
to to a C-D road:
botha service
system interchanges.
interchange [3]and a service interchange.[3]
[2]
C Between two interchanges connected a freeway: [3]
[3]
[3]
CCC Between
Betweentwo
twotwo
Between interchanges
interchanges
interchanges connected
connected totoaato
connected freeway:
freeway: both
both
a freeway: service
service
both interchanges.
serviceinterchanges.
interchanges.[3][3]
D Between two interchanges connected to a C-D road: both service interchanges. [3]
[3]
[3]
DDD Between
Betweentwo
two interchanges
interchanges connected
connected totoaa C-D
C-D road:
road: both
both service
service
Between two interchanges connected to a C-D road: both service interchanges.[3]interchanges.
interchanges.
Notes:
Notes:
Notes:
These values are based on operational experience, need for flexibility, and signing. Check them in accordance with
Notes:
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in the Highway Capacity ramps.
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Withjustification,
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[2]
[1] A system interchange is a freeway-to-freeway interchange.
With justification, these values may be reduced for cloverleaf ramps.
[2]
[2] AAsystem
systeminterchange
interchangeisisaafreeway-to-freeway
freeway-to-freewayinterchange.
interchange.
[3] AAservice
[2] systeminterchange
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interchange.
[3] A service interchange is a freeway-to-local road interchange.

Minimum Ramp Connection Spacing

Exhibit 1360-3

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1360.05  Ramps
(1)  Ramp Design Speed
The design speed for a ramp is based on the design speed for the freeway main line.
It is desirable that the ramp design speed at the connection to the freeway be equal
to the free-flow speed of the freeway. Meet or exceed the upper range values from
Exhibit 1360-4 for the design speed at the ramp connection to the freeway. Transition
the ramp design speed to provide a smooth acceleration or deceleration between the
speeds at the ends of the ramp. However, do not reduce the ramp design speed below
the lower-range speed of 25 mph. For loop ramps, use a design speed as high as
feasible, but not lower than 25 mph.
These design speed guidelines do not apply to the ramp in the area of the ramp
terminal at-grade intersection. In the area of the intersection, use a design speed
of 15 mph for turning traffic or 0 mph for a stop condition. Use the allowed skew at
the ramp terminal at-grade intersection to minimize ramp curvature.
For freeway-to-freeway ramps and C-D roads, the design speed at the connections
to both freeways is the upper range values from Exhibit 1360-4; however, with
justification, the midrange values from Exhibit 1360-4 may be used for the remainder
of the ramp. When the design speed for the two freeways is different, use the higher
design speed.
Existing ramps meet design speed criteria if acceleration or deceleration criteria
are met (see Exhibit 1360-9 or 1360-10) and superelevation meets the criteria in
Chapter 1250.
Main Line Design Speed (mph) 50 55 60 65 70 80
Upper Range 45 50 50 55 60 70
Ramp Design
Midrange 30 40 45 45 50 60
Speed (mph)
Lower Range 25 25 25 25 25 25

Ramp Design Speed

Exhibit 1360-4

(2)  Sight Distance

Design ramps in accordance with the provisions in Chapter 1260 for stopping
sight distances.

(3)  Grade
The maximum grade for ramps for various design speeds is given in Exhibit 1360-5.
Ramp Design Speed (mph) 25–30 35–40 45 and above
Ramp Desirable 5 4 3
Grade (%) Maximum* 7 6 5
* On one-way ramps, downgrades may be 2% greater.

Maximum Ramp Grade

Exhibit 1360-5

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(4) Cross Section

Provide the minimum ramp widths given in Exhibit 1360-6. Ramp traveled ways
may need additional width to these minimums as one-way turning roadways. (See
Chapters 1230 and 1240 for additional information and roadway sections.)
Cross slope and superelevation criteria for ramp traveled ways and shoulders are as
given in Chapters 1230 and 1240 for roadways. At ramp terminals, the intersection
lane and shoulder width design guidance shown in Chapter 1310 may be used.
Whenever feasible, make the ramp cross slope at the ramp beginning or ending
station equal to the cross slope of the through lane pavement. Where space is
limited and superelevation runoff is long, or when parallel connections are used, the
superelevation transition may be ended beyond (for on-ramps) or begun in advance
of (for off-ramps) the ramp beginning or ending station, provided that the algebraic
difference in cross slope at the edge of the through lane and the cross slope of the
ramp does not exceed 4%. In such cases, provide smooth transitions for the edge of
traveled way.

Number of Lanes 1 2
[1] [2] [3]
Traveled Way 15 25
Ramp Right 8 8
Shoulders
Width (ft) Left 2 4
[4]
Medians 6 8
Notes:
[1] For turning roadway widths, see Chapter 1240, and for additional width when an HOV
lane is present, see Chapter 1410.
[2] May be reduced to 12 ft on tangents.
[3] Add 12 ft for each additional lane.
[4] The minimum two-way ramp median width (including shoulders) is given. Wider medians
may be required for signs or other traffic control devices and their respective clearances.
When either the on- or off-ramp is single-lane, use the one-lane column. If both
directions are two lanes, use the two-lane column.

Ramp Widths
Exhibit 1360-6

Ramp shoulders may be used by large trucks for offtracking and by smaller vehicles
cutting to the inside of curves. To accommodate this increased use, pave shoulders
full depth.

(5) Two-Way Ramps

Two-way ramps are on- and off-ramps on a single roadway. Design two-way ramps
as separate one-way ramps. Provide a raised median to physically separate the on-
and off-ramps. Wider medians than given in Exhibit 1360-6 may be required for
signing or other traffic control devices and their clearances. (For signs, it is sign
width plus 4 feet.) Where wider medians are required, provide a 2-foot clearance
between the face of curb and the edge of traveled way. Where additional width is
not required, the raised median width may be reduced to a double-faced mountable
or extruded curb. Traffic barrier or a depressed median may be provided in place of
the raised median.

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(6) Ramp Lane Increases

When off-ramp traffic and left-turn movement volumes at the ramp terminal at-grade
intersection cause excessive queue length, it may be desirable to add lanes to the
ramp to reduce the queue length caused by congestion and turning conflicts. Make
provision for the addition of ramp lanes whenever ramp exit or entrance volumes
are expected, after the design year, to result in an undesirable level of service (LOS).
(See Chapter 1210 for width transition design.)

(7) Ramp Meters

Ramp meters are used to allow a measured or regulated amount of traffic to enter the
freeway. When operating in the “measured” mode, they release traffic at a measured
rate to keep downstream demand below capacity and improve system travel times. In
the “regulated” mode, they break up platoons of vehicles that occur naturally or result
from nearby traffic signals. Even when operating at near capacity, a freeway main
line can accommodate merging vehicles one or two at a time, while groups of
vehicles will cause main line flow to break down.
The location of the ramp meter is a balance between the storage and acceleration
criteria. Locate the ramp meter to maximize the available storage and so that the
acceleration lane length, from a stop to the freeway main line design speed, is
available from the stop bar to the merging point. With justification, the average main
line running speed during the hours of meter operation may be used for the highway
design speed to determine the minimum acceleration lane length from the ramp
meter. (See 1360.06(4) for information on the design of on-connection acceleration
lanes and Chapter 1050 for additional information on the design of ramp meters.)
Driver compliance with the signal is required for the ramp meter to have the desired
results. Consider enforcement areas with metered ramps.
Consider HOV bypass lanes with ramp meters. (See Chapter 1410 for design data for
ramp meter bypass lanes.)

1360.06 Interchange Connections

To the extent practicable, provide uniform geometric design and uniform signing for
exits and entrances in the design of a continuous freeway. Do not design an exit ramp
as an extension of a main line tangent at the beginning of a main line horizontal
curve.
Provide spacing between interchange connections as given in Exhibit 1360-3.
Avoid on-connections on the inside of a main line curve, particularly when the ramp
approach angle is accentuated by the main line curve, the ramp approach results in a
reverse curve to connect to the main line, or the elevation difference will cause the
cross slope to be steep at the nose.
Keep the use of mountable curb at interchange connections to a minimum.
Provide justification when curb is used adjacent to traffic with a design speed
of 40 mph or higher.

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* Number of lanes (F) may increase by one lane, when the lane is an auxiliary lane between closely spaced
entrance and exit ramps.

Lane Balance
Exhibit 1360-7a

(1)  Lane Balance

Design interchanges to the following principles of lane balance:
(a) Entrances
At entrances, make the number of lanes beyond the merging of two traffic
streams not less than the sum of all the lanes on the merging roadways less one
(see Exhibit 1360-7a).
(b) Exits
At exits, make the number of approach lanes equal the number of highway lanes
beyond the exit plus the number of exit lanes less one (see Exhibit 1360-7a).
Exceptions to this are:
• At a cloverleaf.
• At closely spaced interchanges with a continuous auxiliary lane between the
entrance and exit.
In these cases, the auxiliary lane may be dropped at a single-lane, one-lane
reduction off-connection (Exhibit 1360-14c), with the number of approach
lanes being equal to the sum of the highway lanes beyond the exit and the
number of exit lanes. Closely spaced interchanges have a distance of less than
2100 feet between the end of the acceleration lane and the beginning of the
deceleration lane.
Maintain the basic number of lanes, as described in Chapter 1210, through
interchanges. When a two-lane exit or entrance is used, maintain lane balance
with an auxiliary lane (see Exhibit 1360-7b). The exception to this is when the
basic number of lanes is changed at an interchange.

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2
2

2
2

Lane Balance
Exhibit 1360-7b

(2)  Main Line Lane Reduction

The reduction of a basic lane or an auxiliary lane may be made at a two-lane exit or
may be made between interchanges. When a two-lane exit is used, provide a recovery
area with a normal acceleration taper. When a lane is dropped between interchanges,
drop it 1,500 to 3,000 feet from the end of the acceleration taper of the previous
interchange. This allows for signing but will not be so far that the driver becomes
accustomed to the number of lanes and will be surprised by the reduction (see
Exhibit 1360-8).
Reduce the traveled way width of the freeway by only one lane at a time.

(3)  Sight Distance

Locate off-connections and on-connections on the main line to provide decision sight
distance for a speed/path/direction change as described in Chapter 1260.

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Main Line Lane Reduction Alternatives

Exhibit 1360-8

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(4) On-Connections
On-connections are the paved areas at the end of on-ramps that connect them to
the main lane of a freeway. They have two parts: an acceleration lane and a taper.
The acceleration lane allows entering traffic to accelerate to the freeway speed and
evaluate gaps in the freeway traffic. The taper is for the entering vehicle to maneuver
into the through lane.

On-connections are either tapered or parallel. The tapered on-connection provides

direct entry at a flat angle, reducing the steering control needed. The parallel on-
connection adds a lane adjacent to the through lane for acceleration with a taper
at the end. Vehicles merge with the through traffic with a reverse curve maneuver
similar to a lane change. While less steering control is needed for the taper, the
parallel is narrower at the end of the ramp and has a shorter taper at the end of the
acceleration lane.

(a) Acceleration Lane

Provide the minimum acceleration lane length, given in Exhibit 1360-9, for each
ramp design speed on all on-ramps. When the average grade of the acceleration
lane is 3% or greater, multiply the distance from the Minimum Acceleration Lane
Length table by the factor from the Adjustment Factor for Grades table.

For existing ramps that do not have significant collisions in the area of
the connection with the freeway, the freeway posted speed may be used to
calculate the acceleration lane length for Preservation projects. If corrective
action is indicated, use the freeway design speed to determine the length of
the acceleration lane.

Justify as a design exception the existing ramps that will remain in place and
that have an acceleration lane length less than the design speed. Also, document
in the Project File the ramp location, the acceleration length available, and the
collision analysis that shows there are not significant collisions in the area of
the connection.

The acceleration lane is measured from the last point designed at each ramp
design speed (usually the PT of the last curve for each design speed) to the last
point with a ramp width of 12 feet. Curves designed at higher design speeds may
be included as part of the acceleration lane length.

(b) Gap Acceptance

For parallel on-connections, provide the minimum gap acceptance length (Lg) to
allow entering motorists to evaluate gaps in the freeway traffic and position their
vehicles to use the gap. The length is measured beginning at the point that the left
edge of traveled way for the ramp intersects the right edge of traveled way of the
main line to the ending of the acceleration lane (see Exhibits 1360-13b and 13c).
The gap acceptance length and the acceleration length overlap, with the ending
point controlled by the longer of the two.

Page 1360-14 WSDOT Design Manual M 22-01.08

July 2011
Chapter 1360 Interchanges

Edge of through lane

12 ft
lane
amp c eleration
On R Ac

A
Last point at each
ramp design speed
Tapered On-Connection Parallel On-Connection

Highway Design Ramp Design Speed (mph)

Speed (mph) 0 15 20 25 30 35 40 45 50 60 70
30 180 140
35 280 220 160
40 360 300 270 210 120
45 560 490 440 380 280 160
50 720 660 610 550 450 350 130
55 960 900 810 780 670 550 320 150
60 1200 1140 1100 1020 910 800 550 420 180
65 1410 1350 1310 1220 1120 1000 770 600 370
70 1620 1560 1520 1420 1350 1230 1000 820 580 210
80 2000 1950 1890 1830 1730 1610 1380 1200 970 590 210
Minimum Acceleration Lane Length (ft)

Highway Upgrade Downgrade

Design Grade Ramp Design Speed All Ramp
Speed (mph) 20 30 40 50 Design Speeds
40 1.3 1.3 0.70
45 1.3 1.35 0.675
50 3% to 1.3 1.4 1.4 0.65
less than
55 5% 1.35 1.45 1.45 0.625
60 1.4 1.5 1.5 1.6 0.60
70 1.5 1.6 1.7 1.8 0.60
40 1.5 1.5 0.60
45 1.5 1.6 0.575
50 5% or 1.5 1.7 1.9 0.55
55 more 1.6 1.8 2.05 0.525
60 1.7 1.9 2.2 2.5 0.50
70 2.0 2.2 2.6 3.0 0.50
Adjustment Factors for Grades Greater Than 3%

Acceleration Lane Length

Exhibit 1360-9

WSDOT Design Manual  M 22-01.05 Page 1360-15

June 2009
Interchanges Chapter 1360

(c) Single-Lane On-Connections

Single-lane on-connections may be either tapered or parallel. The tapered is
desirable; however, the parallel may be used with justification. Design single-lane
tapered on-connections as shown in Exhibit 1360-13a and single-lane parallel on-
connections as shown in Exhibit 1360-13b.

(d) Two-Lane On-Connections

For two-lane on-connections, the parallel is desirable. Design two-lane parallel
on-connections as shown in Exhibit 1360-13c. A capacity analysis will normally
be the basis for determining whether a freeway lane or an auxiliary lane is to
be provided.
Justify the use of a two-lane tapered on-connection. Design two-lane tapered
on-connections in accordance with Exhibit 1360-13d.

(5) Off-Connections
Off-connections are the paved areas at the beginning of an off-ramp, connecting it
to a main lane of a freeway. They have two parts: a taper for maneuvering out of the
through traffic and a deceleration lane to slow to the speed of the first curve on the
ramp. Deceleration is not assumed to take place in the taper.
Off-connections are either tapered or parallel. The tapered is desirable because it fits
the normal path for most drivers. When a parallel connection is used, drivers tend to
drive directly for the ramp and not use the parallel lane. However, when a ramp is on
the outside of a curve, the parallel off-connection is desirable. An advantage of the
parallel connection is that it is narrower at the beginning of the ramp.

(a) Deceleration Lane

Provide the minimum deceleration lane length given in Exhibit 1360-10 for
each design speed for all off-ramps. Also, provide deceleration lane length to the
end of the anticipated queue at the ramp terminal. When the average grade of
the deceleration lane is 3% or greater, multiply the distance from the Minimum
Deceleration Lane Length table by the factor from the Adjustment Factor for
Grades table.
For existing ramps that do not have significant collisions in the area of the
connection with the freeway, the freeway posted speed may be used to
calculate the deceleration lane length for Preservation projects. If corrective
action is indicated, use the freeway design speed to determine the length of the
deceleration lane.
Justify as a design exception the existing ramps that will remain in place and that
have a deceleration lane length less than the design speed. Also, document in the
Project File the ramp location, the deceleration length available, and the collision
analysis that shows there are not significant collisions in the area of
the connection.
The deceleration lane is measured from the point where the taper reaches a width
of 12 feet to the first point designed at each ramp design speed (usually the PC
of the first curve for each design speed). Curves designed at higher design speeds
may be included as part of the deceleration lane length.

Page 1360-16 WSDOT Design Manual M 22-01.08

July 2011
Chapter 1360 Interchanges

Edge of through lane

Dece
leratio Off-
n lane ram
p
A
First point at each
ramp design speed

Tapered Off-Connection Parallel Off-Connection

Highway Design Ramp Design Speed (mph)

Speed (mph) 0 15 20 25 30 35 40 45 50 60 70
30 235 200 170 140
35 280 250 210 185 150
40 320 295 265 235 185 155
45 385 350 325 295 250 220 155
50 435 405 385 355 315 285 225 175
55 480 455 440 410 380 350 285 235 180
60 530 500 480 460 430 405 350 300 240
65 570 540 520 500 470 440 390 340 280 185
70 615 590 570 550 520 490 440 390 340 240
80 735 710 690 670 640 610 555 510 465 360 265
Minimum Deceleration Lane Length (ft)

Grade Upgrade Downgrade

3% to less than 5% 0.9 1.2
5% or more 0.8 1.35
Adjustment Factors for Grades Greater Than 3%

Deceleration Lane Length

Exhibit 1360-10

WSDOT Design Manual  M 22-01.05 Page 1360-17

June 2009
Interchanges Chapter 1360

(b) Gores

Gores (see Exhibits 1360-11a and 11b) are decision points. Design them to be
clearly seen and understood by approaching drivers. In a series of interchanges
along a freeway, it is desirable that the gores be uniform in size, shape, and
appearance.

The paved area between the physical nose and the gore nose is the reserve
area. It is reserved for the installation of an impact attenuator. The minimum
length of the reserve area is controlled by the design speed of the main line
(see Exhibits 1360-11a and 11b).

In addition to striping, raised pavement marker rumble strips may be placed for
additional warning and delineation at gores. (See the Standard Plans for striping
and rumble strip details.)

Keep the unpaved area beyond the gore nose as free of obstructions as possible
to provide a clear recovery area. Grade this unpaved area as nearly level with the
roadways as possible. Avoid placing obstructions such as heavy sign supports,
luminaire poles, and structure supports in the gore area.

When an obstruction is placed in a gore area, provide an impact attenuator

(see Chapter 1620) and barrier (see Chapter 1610). Place the beginning of
the attenuator as far back in the reserve area as possible, desirably after the
gore nose.

(c) Single-Lane Off-Connections

For single-lane off-connections, the tapered is desirable. Use the design shown
in Exhibit 1360-14a for tapered single-lane off-connections. Justify the use of
a parallel single-lane off-connection, as shown in Exhibit 1360-14b.

(d) Single-Lane Off-Connection With One Lane Reduction

The single-lane off-connection with one lane reduction, shown in Exhibit

1360-14c, is used when the conditions from lane balance for a single-lane
exit, one-lane reduction, are met.

(e) Tapered Two-Lane Off-Connection

The tapered two-lane off-connection design, shown in Exhibit 1360-14d, is

desirable where the number of freeway lanes is reduced or where high-volume
traffic operations will be improved by the provision of a parallel auxiliary lane
and the number of freeway lanes is unchanged.

(f) Parallel Two-Lane Off-Connection

The parallel two-lane off-connection, shown in Exhibit 1360-14e, allows less

operational flexibility than the taper, requiring more lane changes. Justify the
use of a parallel two-lane off-connection.

Page 1360-18 WSDOT Design Manual M 22-01.08

July 2011
Chapter 1360 Interchanges

  

  

 


 




 


 



 

 




 


Notes:
[1] The reserve area length (L) is not less than:

Main Line Design Speed (mph) 40 45 50 55 60 65 70 80

L (ft) 25 30 35 40 45 50 55 70

Design Speed
[2] Z= , design speed is for the main line.
2

[3] Radius may be reduced, when protected by an impact attenuator.

Gore Area Characteristics

Exhibit 1360-11a

WSDOT Design Manual  M 22-01.05 Page 1360-19

June 2009 


Interchanges Chapter 1360

Physical nose Edge of traveled way Edge of shoulder

Painted nose Reserve area [1]

Ramp
Gore nose
Edge o
f shou
lder

Edge of traveled way

Edge of through-lane

4 ft min Edge of shoulder

12 ft
L[1]
1
4 ft
Z [2] 50
[3]
1 R = 4 ft min
Shoulder plus 2 ft

Shoulder width

Edge of traveled way Edge of shoulder

Notes:
[1] The reserve area length (L) is not less than:

Main Line Design Speed (mph) 40 45 50 55 60 65 70 80

L (ft) 25 30 35 40 45 50 55 70

Design Speed
[2] Z= , design speed is for the main line.
2

[3] Radius may be reduced, when protected by an impact attenuator.

Gore Area Characteristics

Exhibit 1360-11b

Page 1360-20 WSDOT Design Manual  M 22-01.05

June 2009
Chapter 1360 Interchanges

(6)  Collector-Distributor (C-D) Roads

A C-D road can be within a single interchange, through two closely spaced
interchanges, or continuous through several interchanges. Design C-D roads that
connect three or more interchanges to be two lanes wide. Other C-D roads may be
one or two lanes in width, depending on capacity. Consider intermediate connections
to the main line for long C-D roads.
(a) Exhibit 1360-15a shows the designs for collector-distributor outer separations.
Use Design A, with concrete barrier, when adjacent traffic in either roadway is
expected to exceed 40 mph. Design B, with mountable curb, may be used when
adjacent posted speed does not exceed 40 mph.
(b) The details shown in Exhibit 1360-15b apply to single-lane C-D road off-
connections. Design a two-lane C-D road off-connection, with the reduction
of a freeway lane or an auxiliary lane, as a normal two-lane off-connection in
accordance with 1360.06(5).
(c) Design C-D road on-connections in accordance with Exhibit 1360-15c.

(7)  Loop Ramp Connections

Loop ramp connections at cloverleaf interchanges are distinguished from other
ramp connections by a low-speed ramp on-connection, followed closely by an
off-connection for another low-speed ramp. The loop ramp connection design is
shown in Exhibit 1360-16. The minimum distance between the ramp connections is
dependent on a weaving analysis. When the connections are spaced far enough apart
that weaving is not a consideration, design the on-connection in accordance with
1360.06(4) and the off-connection in accordance with 1360.06(5).

(8)  Weaving Sections

Weaving sections may occur within an interchange, between closely spaced
interchanges, or on segments of overlapping routes. Exhibit 1360-12 gives the length
of the weaving section for preliminary design. The total weaving traffic is the sum of
the traffic entering from the ramp to the main line and the traffic leaving the main line
to the exit ramp in equivalent passenger cars. For trucks, a passenger car equivalent
of two may be estimated. Use the Highway Capacity Manual for the final design of
weaving sections.
Because weaving sections cause considerable turbulence, interchange designs that
eliminate weaving or remove it from the main roadway are desirable. Use C-D roads
for weaving between closely spaced ramps when adjacent to high-speed highways.
C-D roads are not needed for weaving on low-speed roads.

1360.07  Ramp Terminal Intersections at Crossroads

Design ramp terminal intersections at grade with crossroads as intersections at
grade (see Chapters 1310 and 1320). Whenever possible, design ramp terminals to
discourage wrong-way movements. Locate ramp terminal intersections at grade with
crossroads to provide signal progression if the intersection becomes signalized in the
future. Provide intersection sight distance as described in Chapter 1310 or 1320.

WSDOT Design Manual  M 22-01.05 Page 1360-21

June 2009
Interchanges Chapter 1360

Required weaving length (Lw)

Edge of through lane

2 ft or C-D road 12 ft

PT PC

3000
D

B
LOS

S
LO
LO
Total Weaving Volume, DHV

2000

in g
weav
f
al mo
re
t of
Ou
1000

1000 2000 3000 4000 5000 6000

Length of Weaving Section, Lw (ft)

Lane balanced weaving sections

Lane imbalanced weaving sections
Note:
To determine whether or not lane balance for weaving exists, see Exhibit 1360-8.

Length of Weaving Sections

Exhibit 1360-12

Page 1360-22 WSDOT Design Manual  M 22-01.05

June 2009
Chapter 1360 Interchanges

1360.08  Interchanges on Two-Lane Highways

Occasionally, the first stage of a conventional interchange will be built with only one
direction of the main roadway and operated as a two-lane two-way roadway until the
ultimate roadway is constructed.
The design of interchanges on two-lane two-way highways may vary considerably
from traditional concepts due to the following conditions:
• The potential for cross-centerline collisions due to merge conflicts or motorist
confusion.
• The potential for wrong-way or U-turn movements.
• Future construction considerations.
• Traffic type and volume.
• The proximity to multilane highway sections that might influence a driver’s
impression that these roads are also multilane.
Provide the deceleration taper for all interchange exit ramps on two-lane highways.
Design the entering connection with either the normal acceleration taper or a “button
hook” configuration with a stop condition before entering the main line. Consider the
following items:
• Design the stop condition connection in accordance with a tee (T) intersection as
shown in Chapter 1310. Use this type of connection when an acceleration lane is
not possible. Provide decision sight distance as described in Chapter 1260.
• Since designs may vary from project to project, analyze each project for the most
efficient signing placement, such as one-way, two-way, no passing, do not enter,
directional arrows, guideposts, and traffic buttons.
• Prohibit passing through the interchange area on two-lane highways by means
of signing, pavement marking, or a combination of both. The desirable treatment
is a 4-foot median island, highlighted with raised pavement markers and
diagonal stripes. When using a 4-foot median system, extend the island 500 feet
beyond any merging ramp traffic acceleration taper. The width for the median
can be provided by reducing each shoulder 2 feet through the interchange (see
Exhibit 1360-17).
• Include signing and pavement markings to inform both the entering and through
motorists of the two-lane two-way characteristic of the main line.
• Use as much of the ultimate roadway as possible. Where this is not possible,
leave the area for future lanes and roadway ungraded.
• Design and construct temporary ramps as if they were permanent unless
second-stage construction is planned to rapidly follow the first stage. Design the
connection to meet the needs of the traffic.

WSDOT Design Manual  M 22-01.05 Page 1360-23

June 2009
Interchanges Chapter 1360

1360.09 Interchange Plans for Approval

Exhibit 1360-18 is a sample showing the general format and data for interchange
design plans.
Compass directions (W-S Ramp) or crossroad names (E-C Street) may be used
for ramp designations.

Include the following, as applicable:

• Classes of highway and design speeds for main line and crossroads (see
Chapter 1140).
• Curve data on main line, ramps, and crossroads.
• Numbers of lanes and widths of lanes and shoulders on main line, crossroads,
and ramps.
• Superelevation diagrams for the main line, the crossroad, and all ramps; these
may be submitted on separate sheets.
• Channelization (see Chapter 1310).
• Stationing of ramp connections and channelization.
• Proposed right of way and access control treatment (see Chapters 510, 520,
and 530).
• Delineation of all crossroads, existing and realigned (see Chapter 1310).
• Traffic data for the proposed design; include all movements.
• For HOV direct access connections on the left, include the statement that
the connection will be used solely by HOVs or will be closed.
Prepare a preliminary contour grading plan for each completed interchange. Show
the desired contours of the completed interchange, including details of basic land
formation, slopes, graded areas, or other special features. Coordinate the contour
grading with the drainage design and the roadside development plan.

1360.10 Documentation
For the list of documents required to be preserved in the Design Documentation
Package and the Project File, see the Design Documentation Checklist:
 www.wsdot.wa.gov/design/projectdev/

Page 1360-24 WSDOT Design Manual M 22.01.08

July 2011
June 2009
WSDOT Design Manual  M 22-01.05

Chapter 1360
Notes:
[1] For acceleration lane length LA, see Exhibit 1360-9.
[2] Point A is the point controlling the ramp design speed.
[3] A transition curve with a minimum radius of 3000 ft is desirable. The desirable length is 300 ft. When the main line is on a curve to the left, the transition may
vary from a 3000-ft radius to tangent to the main line.
[4] Radius may be reduced when concrete barrier is placed between the ramp and main line.
[5] For ramp lane and shoulder widths, see Exhibit 1360-6.
[6] Approximate angle to establish ramp alignment.

General:
For striping, see the Standard Plans.
Page 1360-25

Interchanges
On-Connection: Single-Lane, Tapered
Exhibit 1360-13a

Page 1360-26

Interchanges
]
[5

Notes:
[1] For acceleration lane length LA, see Exhibit 1360-9.
WSDOT Design Manual  M 22-01.05

[2] Point A is the point controlling the ramp design speed.

[3] A transition curve with a minimum radius of 3000 ft is desirable. The desirable length is 300 ft. When the main line is on a curve to the left, the transition may
vary from a 3000-ft radius to tangent to the main line. The transition curve may be replaced by a 50:1 taper with a minimum length of 300 ft.
[4] Radius may be reduced when concrete barrier is placed between the ramp and main line.
[5] For ramp lane and shoulder widths, see Exhibit 1360-6.
[6] Ramp stationing may be extended to accommodate superelevation transition.

General:

Chapter 1360
For striping, see the Standard Plans.
June 2009

On-Connection: Single-Lane, Parallel

Exhibit 1360-13b
June 2009
WSDOT Design Manual  M 22-01.05

Chapter 1360
A [2]
Acceleration lane LA[1] 300 ft min [7].

24 ft min Edge of through lane

8 ft

R=4 ft[4]
]. 90.0° Edge of
[5 10 ft
shoulder
[3]. Lg=300 ft min
PT of ramp curve[6]
PCC of End of ramp stationing
Ramp curve
Notes:
[1] For acceleration lane length LA, see Exhibit 1360-9.
[2] Point A is the point controlling the ramp design speed.
[3] A transition curve with a minimum radius of 3000 ft is desirable. The desirable length is 300 ft. When the main line is on a curve to the left, the transition may
vary from a 3000-ft radius to tangent to the main line. The transition curve may be replaced by a 50:1 taper with a minimum length of 300 ft.
[4] Radius may be reduced when concrete barrier is placed between the ramp and main line.
[5] For ramp lane and shoulder widths, see Exhibit 1360-6.
[6] Ramp stationing may be extended to accommodate superelevation transition.
[7] Added lane or 1,500-ft auxiliary lane plus 600-ft taper.

General:
For striping, see the Standard Plans.
Page 1360-27

Interchanges
On-Connection: Two-Lane, Parallel
Exhibit 1360-13c

Page 1360-28

Interchanges
Notes:
[1] For acceleration lane length LA, see Exhibit 1360-9.
[2] Point A is the point controlling the ramp design speed.
[3] A transition curve with a minimum radius of 3000 ft is desirable. The desirable length is 300 ft. When the main line is on a curve to the left, the transition may
vary from a 3000-ft radius to tangent to the main line.
[4] Radius may be reduced when concrete barrier is placed between the ramp and main line.
WSDOT Design Manual  M 22-01.05

[5] For ramp lane and shoulder widths, see Exhibit 1360-6.
[6] Approximate angle to establish ramp alignment.
[7] Added lane or 1,500-ft auxiliary lane plus 600-ft taper.

General:
For striping, see the Standard Plans.

Chapter 1360
June 2009

On-Connection: Two-Lane, Tapered

Exhibit 1360-13d
June 2009
WSDOT Design Manual  M 22-01.05

Chapter 1360
Notes:
[1] For deceleration lane length LD, see Exhibit 1360-10.
[2] Point A is the point controlling the ramp design speed.
[3] For gore details, see Exhibit 1360-11a.
[4] For ramp lane and shoulder widths, see Exhibit 1360-6.
[5] Approximate angle to establish ramp alignment.

General:
For striping, see the Standard Plans.
Page 1360-29

Interchanges
Off-Connection: Single-Lane, Tapered
Exhibit 1360-14a

Page 1360-30

Interchanges
Notes:
[1] For deceleration lane length LD, see Exhibit 1360-10.
[2] Point A is the point controlling the ramp design speed.
[3] For gore details, see Exhibit 1360-11a.
WSDOT Design Manual  M 22-01.05

[4] For ramp lane and shoulder widths, see Exhibit 1360-6.
[5] Ramp stationing may be extended to accommodate superelevation transition.

General:
For striping, see the Standard Plans.

Chapter 1360
June 2009

Off-Connection: Single-Lane, Parallel

Exhibit 1360-14b
June 2009
WSDOT Design Manual  M 22-01.05

Chapter 1360
Notes:
[1] For deceleration lane length LD, see Exhibit 1360-10.
[2] Point A is the point controlling the ramp design speed.
[3] For gore details, see Exhibit 1360-11b.
[4] For ramp lane and shoulder widths, see Exhibit 1360-6.
[5] Approximate angle to establish ramp alignment.
[6] Auxiliary lane between closely spaced interchanges to be dropped.

General:
Page 1360-31

Interchanges
For striping, see the Standard Plans.

Off-Connection: Single-Lane, One-Lane Reduction

Exhibit 1360-14c
Interchanges Chapter 1360

Notes:
[1] For deceleration lane length LD, see Exhibit 1360-10.
[2] Point A is the point controlling the ramp design speed.
[3] For gore details, see Exhibit 1360-11b.
[4] For ramp lane and shoulder widths, see Exhibit 1360-6.
[5] Approximate angle to establish ramp alignment.
[6] Lane to be dropped or auxiliary lane with a minimum length of 1,500 ft with a 300-ft taper.
General:
For striping, see the Standard Plans.

Off-Connection: Two-Lane, Tapered

Exhibit 1360-14d

Page 1360-32 WSDOT Design Manual M 22-01.06

December 2009
Chapter 1360 Interchanges

Notes:
[1] For deceleration lane length LD, see Exhibit 1360-10.
[2] Point A is the point controlling the ramp design speed.
[3] For gore details, see Exhibit 1360-11b.
[4] For ramp lane and shoulder widths, see Exhibit 1360-6.
[5] Ramp stationing may be extended to accommodate superelevation transition.
[6] Lane to be dropped or auxiliary lane with a minimum length of 1,500 ft with a 300-ft taper.
General:
For striping, see the Standard Plans.

Off-Connection: Two-Lane, Parallel

Exhibit 1360-14e

WSDOT Design Manual M 22-01.06 Page 1360-33

December 2009
Interchanges Chapter 1360

Notes:
[1] With justification, the concrete barrier may be placed with 2 ft between the edge of either shoulder and the face of barrier. This reduces the width between
the edge of through-lane shoulder and the edge of C-D road shoulder to 6 ft and the radius at the nose to 3 ft.
[2] For collector-distributor road lane and shoulder widths, see ramp lane and shoulder widths, Exhibit 1360-6.

Collector-Distributor: Outer Separations

Exhibit 1360-15a

Page 1360-34 WSDOT Design Manual M 22-01.05

June 2009
June 2009
WSDOT Design Manual  M 22-01.05

Chapter 1360
Notes:
[1] For deceleration lane length LD, see Exhibit 1360-10.
[2] Point A is the point controlling the C-D road or ramp design speed.
[3] For gore details, see Exhibit 1360-11a.
[4] For C-D road and ramp lane and shoulder widths, see Exhibit 1360-6.
[5] Approximate angle to establish alignment.
[6] May be reduced with justification (see Exhibit 1360-15a).
Page 1360-35

Interchanges
General:
For striping, see the Standard Plans.
Collector Distributor: Off-Connections
Exhibit 1360-15b

Page 1360-36

Interchanges
Notes:
[1] For acceleration lane length LA, see Exhibit 1360-9.
WSDOT Design Manual  M 22-01.05

[2] Point A is the point controlling the ramp design speed.

[3] A transition curve with a minimum radius of 3000 ft is desirable. The desirable length is 300 ft. When the C-D road is on a curve to the left, the transition may
vary from a 3000-ft radius to tangent to the C-D road.
[4] For C-D road and ramp lane and shoulder widths, see Exhibit 1360-6.
[5] Approximate angle to establish alignment.
[6] May be reduced with justification (see Exhibit 1360-15a).

General:

Chapter 1360
For striping, see the Standard Plans.
June 2009

Collector Distributor: On-Connections

Exhibit 1360-15c
June 2009
WSDOT Design Manual  M 22-01.05

Chapter 1360
Notes:
[1] For minimum weaving length, see Exhibit 1360-12.
[2] For minimum ramp lane and shoulder widths, see Exhibit 1360-6.
[3] For gore details, see Exhibit 1360-11b.

General:
For striping, see the Standard Plans.
Page 1360-37

Interchanges
Loop Ramp Connections
Exhibit 1360-16
Interchanges Chapter 1360
Temporary Ramps
Exhibit 1360-17
Page 1360-38 WSDOT Design Manual  M 22-01.05
June 2009
Chapter 1360 Interchanges
Interchange Plan
Exhibit 1360-18
WSDOT Design Manual  M 22-01.05 Page 1360-39
June 2009