1 interchange selection ce 550 spring 2007. 2 objective identify types of interchange by function...
TRANSCRIPT
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INTERCHANGEINTERCHANGESELECTIONSELECTION
INTERCHANGEINTERCHANGESELECTIONSELECTION
CE 550 SPRING 2007CE 550 SPRING 2007
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OBJECTIVE• Identify types of interchange by
function and geometry• Learn process for optimizing the
type of interchange for a specific site
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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
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But first, two categories…
• Service interchange – freeway to surface street
• System interchange – freeway to freeway
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What’s on the Interchange menu?
• Diamond• Single-point urban interchange• Partial cloverleaf• Full cloverleaf• Trumpet• Directional
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Your Basic Diamond
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Your Basic Diamond
Source: Empire State Roads.com
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When to use• Service interchange only (why?)• Mostly rural locations• Low volumes
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Is a diamond anyone’s 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%)
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Is a diamond anyone’s 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
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Diamond Variants
• Half diamond• Tight urban diamond (aka single-
point urban interchange)• Diamond with roundabout
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Diamond Variants
Half-diamond, West Des Moines IA
Source: Google Earth
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Diamond Variants
Source: Center for Transportation Research & Training (KSU)
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When is a diamond not a diamond?
• When it’s a parclo (partial cloverleaf)
• A diamond with one to three loops
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Partial Cloverleaf• Aka parclo• Service interchange (7%)• Higher volumes than diamond• Variety of arrangements• Diagonally opposite most common
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Parclo Layouts
Source: AASHTO “Green Book”
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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
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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
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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
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And now, the full Cloverleaf
Source: AASHTO “Green Book”
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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
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Cloverleaf Issues• Need constant radius loops (some
older ones tightened up at end)• Need C-D roads to address high-
volume weaving and merging as well as multiple exit points
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Trumpets• Limited ROW• Low volumes• Service (1%) or system (3%)• Limited applicability
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Trumpets
Source: AASHTO “Green Book”
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Single-Point Urban Interchange
• Aka “SPUI”• Less ROW• More $$• Signalization benefits• About 1% of service interchanges
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Single-Point Urban Interchang
e
Source: AASHTO “Green Book”
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Single-Point Urban
Interchange
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• Usually dual lane ramps (higher volumes)
• Good arterial signal progression• Somewhat unfamiliar, operationally• Large skew angles increase costs• Not pedestrian friendly
Single-Point Urban Interchange
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Directional Interchange • Direct paths for all (most)
movements• Most expensive• Land intensive• System interchanges only (52%)
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Directional Interchange
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Directional Interchange
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Source: Virginia Transportation Research Council (1999)
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The Proper Interchange…
• Selection is very site specific• Requires considerable experience• A lot of things to consider
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The Process• Basics• Data collection• Evaluation and analysis• Two general conditions
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The Process – Basics • New or existing• Number of legs• Functional class of all roadways• General environment
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The Process – Data Collection
• ADT (and traffic projections if available)
• Crash history • Land uses• Design criteria• Community impact data
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ADT
• Projections from planning agency’s model
• Applying historic growth data to current ADT
• Traffic impact analyses data• Traffic composition (esp. trucks &
buses)• Pedestrian and bicycle needs
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Traffic Forecasting• Procedure varies with
circumstances
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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
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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
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Design Criteria• Level-of-service• Design speed• Superelevation• Lane widths, especially for ramps• Ramp geometry
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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
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Others• Soils information• Other improvements programmed• Interchange spacing• ITS strategies
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Basic Design Criteria• All exits and entrances on right
side• Single exit per interchange• Proper ramp spacing• Lane balance and basic number of
lanes
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Selection Process Flow Charts
• Service interchanges• System interchanges
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Source: Virginia Transportation Research Council
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Source: Virginia Transportation Research Council
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Source: Virginia Transportation Research Council
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Evaluation and Analysis• Four broad categories
– Operations and safety– Project costs– Constructability and maintenance of
traffic– Social and environmental impacts
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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)
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Evaluation and Analysis• Costs of improvements
– Right-of-way – Construction– Impact mitigation (e.g., wetlands)– Operations (maintenance)
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Evaluation and Analysis• Constructability• Maintenance of traffic• Ability to add improvements
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Evaluation and Analysis• Social and environmental effects
– Air, noise, water, etc.– Economic– Land use changes– Public transportation
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Process – Step 1• Look at all forms of interchanges• Screen for suitability (fatal flaws)• Documentation
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58Source: Freeway and Interchange Geometric Design Handbook (ITE)
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Process – Step 2• Develop scaled concepts
– remaining candidate forms– sketch plans
• Evaluate data• Compare to criteria (matrix?)• Advance reduced number
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Source: Freeway and Interchange Geometric Design Handbook (ITE)
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61Source: Freeway and Interchange Geometric Design Handbook (ITE)
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Process – Step 3• Prepare functional layout plan and
profile• Cross-sections• Bridge TS&L• Maintenance of traffic• Costs (ROW and construction)
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Process – Step 3• Operational analysis (simulation)• Evaluation and comparison of
alternatives• Final selection of preferred
alternative• PUBLIC INVOLVEMENT
THROUGHOUT!
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Documentation• Design Study Report• Interchange Justification Report• Interchange Modification Report
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Design Study Report
Source: Freeway and Interchange Geometric Design Handbook (ITE)
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Design Study Report
Source: Freeway and Interchange Geometric Design Handbook (ITE)
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Federal Requirements
Source: Freeway and Interchange Geometric Design Handbook (ITE)
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Federal Requirements
Source: Freeway and Interchange Geometric Design Handbook (ITE)
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IJR/IMR
Source: Freeway and Interchange Geometric Design Handbook (ITE)
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Caveats• No substitute for experience• Public involvement throughout• Often no “right” answer• Frequently many “wrong” answers