GRADE SEPARTED INTERSECTIONS

Grade Seperated Intersections

• Grade- separated intersections are provided to separate traffic
in the vertical grade
• Traffic need not be those pertaining to road only
• Different types of grade separators are flyovers and interchange
• Flyovers itself are subdivided into overpass underpass.When
two roads cross at a point, if the road having major traffic is
elevated to higher grade for further movement of traffic, then
such structures are called overpass
 Grade Seperated Intersections
• If the major road is depressed to a lower level to cross another
by means of under bridge or tunnel, it is called under-pass.
• Interchage is a system where traffic between two or more
roadways flows at different levels in the grade seperated
junctions
 Grade Separated Intersections
• A bridge that eliminates crossing conflicts at intersections by
vertical separation of roadways in space.
• Known as interchanges.
• Cause less hazard and delay than grade intersections.
• Route transfer at grade separation is accompanied by
interchange facilities consisting ramps.
• Interchange ramps are Direct, Semi-Direct and Indirect.
• Interchange configurations are designed in such a way to
accommodate economically the traffic requirements of flow,
operation on the crossing facilities, physical requirements of the
topography, adjoining land use, type of controls, right–of–way
and direction of movements.
• Ultimate objective is to eliminate all grade crossing conflicts and
to accommodate other intersecting maneuvers by merging,
diverging and weaving at low relative speed.
• Benefit of providing for low relative speed is twofold:
• events unfold more slowly allowing more judgment time
• incase of an impact the total relative energy to be absorbed
are less and hence, the damage is less.
• When relative speed is low, the average motorist will accept a
smaller time gap between successive vehicles to complete his
move. This condition increases roadway capacity.
 Classifications of Grade Separated
Intersections
• Directional and the non-directional interchange .
• Direct interchanges are those having ramps that tend to follow
the natural direction of movement.
• Non directional interchanges require a change in the natural
path of traffic flow.
Design of Interchanges in Urban
Ares
IRC:92-1985
 GRADE SEPARATED INTERSECTION

• Grade separated Intersection without Interchange

• Grade separated Intersection with Interchange

GRADE SEPARATED INTERSECTION

• Three Leg Interchange

• T – Interchange
• Y – Interchange
• Rotary interchange
• Four Leg Interchange
• Diamond Interchange
• Half Clover Leaf Interchange
• Cloverleaf Interchange
• Rotary Interchange
• Directional Interchange
• Multi- Leg Interchange
• Rotary Interchange
 Classifications of Grade Separated
Intersections

1. Underpass
2. Overpass
3. Trumpet interchange
4. Diamond Interchange
5. Cloverleaf Interchange
6. Partial Cloverleaf interchange
7. Directional Interchange
 1. Underpass
• Underpass or a tunnel is an underground passageway,
completely enclosed except for openings for ingress and
egress, commonly at each end.
• Tunnel for foot or vehicular road traffic, or rail traffic.
• Underpass is constructed for pedestrians and/or cyclists -
termed as subway.
 2. Overpass
• Also known as a flyover, is a bridge, road, railway or similar
structure that crosses over another road or railway.
 Trumpet Interchange
• A full Y-interchange(directional T interchange) is typically used
when a three-way interchange is required for two or three
highwayss interchanging in semi-parallel/perpendicular
directions
 3. Trumpet Interchange
• Where one highway terminates at another highway.
• Involve at least one loop ramp connecting traffic either entering
or leaving the terminating expressway with the far lanes of the
continuous highway.
• Suitable at the locations where the side road exists on only one
side of the freeway, and traffic is relatively low.
• Each entrance and exit consists of acceleration or deceleration
lanes at each end.
• It requires only one bridge and is the most traditional way of
grade separating a three way junction.
• Advantages are low construction cost and are useful for
highways as well as toll roads .
• Limitations in employing trumpet interchanges are it leaves a
redundant patch of the land within the loop. Disorienting to
navigate for those driving in the direction that uses the loop.
• Scaling down the interchange often results in a more dangerous
suffers congestion from articulated lorries that have tipped over.
 4.Diamond Interchange
• Simplest form of grade separated intersection between two
roadways.
• Conflicts between through and crossing traffic are eliminated by
a bridge structure.
• This particular intersection has four one way ramps which are
essentially parallel to the major artery.
• Requires a minimum amount of land is economical to construct.
• Generally requires less out-of-the way travel and vehicle
operating costs are less than those on most other types of
interchanges.
• The single point of exit from the major roadway eases the
problem of signing .
• Requires the least of right-of-way.
• Ideal solution to an intersection problem.
• There might be chances of occurrence of conflicts at the
locations where ramps meet the grade separated cross street
are to be considered foe high ramp volumes.
• Improper design of signal timings at cross may result in the
inadequacy of capacity for certain flows.
 Diamond Interchange
• Popular form of four-leg interchange found in the
urban locations where major and minor roads crosses
• The important feature is that it can be designed even
if the major road is relatively narrow
• These ramps at the non-freeway can be controlled
through stop signs, traffic signals, or turn ramps
• Much more economical in use of materials and land
than other interchange designs, does not normally
require more than one bridge to be constructed
 Diamond Interchange
• Capacity is lower than other interchanges and when traffic
volumes are high they can easily become congested.
 Clover leaf interchange
• Used when two highways of high volume speed intersect each
other with considerable turning movements
• The main advantage of cloverleaf intersection is that it provides
complete separation of traffic.
• In addition, high speed at intersections can be achieved
• Disadvantage is that large area of land is required
• Cloverleaf interchanges are provided mainly in rural areas
 5.Cloverleaf Interchange
• Full clover interchange eliminates all crossing movements
conflicts by the use of weaving sections.
• Weaving section is a critical element of cloverleaf design.
• Replaces a crossing conflict with a merging , followed some
distance farther by a diverging conflict.
• Two pints of entry and exit on each through roadway.
• The first exit is provided before the cross road structure allows
right turn movements.
• The second exit , immediately after the cross road structure ,
allows for left turn movements.
• Weaving section is created between the exit and entry points
near the structure.
• Design requires only one bridge,
• It is the cheapest form providing for elimination of all crossing
maneuvers at grade.
• Full cloverleaf interchanges eliminate the undesirable crossing
movements of diamond interchanges , they have the
disadvantages of greater travel distances , higher operating
costs ,difficult merging sections , circuity of travel , large areas
for loops , sight distances to exists at the other side of the
bridge , confusion caused by turning right to go left and large
rights – of – way occasioned by the radius requirements
necessary for satisfactory speeds on the ramps.
 6.Partial Cloverleaf Interchange
• Partial clover leaf or parclo is a modification that combines
some elements of a diamond interchange with one or more
loops of a cloverleaf to eliminate only the more critical turning
conflicts.
• Most popular freeway – to – arterial interchange .
• Usually employed when crossing roads on the secondary road
will not produce objectionable amounts of hazard and delay.
• Provides more acceleration and deceleration space on the
freeway.
 7.Directional Interchange
• Provides direct paths for left turns.
• Contain ramps for one or more direct or semi direct left turning
movements .
• Interchanges of two freeways or interchanges with one or more
very heavy turning movements usually warrant direct ramps ,
which have higher speeds of operation and higher capacities ,
compared to loop ramps.
• Limitations of this type of interchange is higher cost of
construction and requirement relatively large amount of land
when compared to the diamond interchanges and in some
cases than overleaf interchange.
 Advantages

• Through traffic on both roads is unimpeded

• Only one structure is required
• Left turning traffic has a straight path
• Simple to use and does not confuse drivers
 Disadvantages

• Large area is needed

• Carriageway width required is also higher than a Rotary
• Weaving manoeuvres are involved - capacity is limited to 1200
PCU/ hr
• U- turns are long and operationally difficult
• Right turning traffic has to travel extra distance
• Capacity of loop is also restricted
ROTARY INTERCHANGE

Advantages

• Occupies relatively less area

• U-turn is very easy
• Carriageway area is also less
• Suitable for most sites
Disadvantages
• Capacity is limited = Capacity of round about
• Straight through traffic one road is lead to weave
with turning traffic from other road
DESIGN

• Interchange romp
• Loop
• Outer connection
• Direct connection
GRADE SEPERATED
Design components
 1.Acclearation lane
• An acceleration lane is defined as extra pavement , of constant
or variables width ,placed parallel or nearly so , to a merging
maneuver area to encourage merging at low relative speed.
• Acceleration lanes are determined by two factors:
1) Time required for drivers to accelerate to the speed of the
preferential flow from the speed of entry into the acceleration
lane and
2) Maneuvering time required as a supplement to the sight
distance which is provided in advance of the acceleration
lane.
 2.Deceleration Lanes
• Deceleration lanes are defined as extra pavement of constant
or variable width, placed parallel or nearly so, to a diverging
maneuver area to encourage diverging at low relative speed.
• The lengths of deceleration lanes are based on the difference in
the speed of traffic of the combined flow (in advance of the
collision area) and the speed at which drives negotiate the
critical diverging channel curve, as well as the deceleration
practices of drivers.