Describe in detail the following:

Cloverleaf Interchange
The classic cloverleaf allows "non-stop" full access between
two busy roads. Traffic merges and weaves, but does not
cross at-grade; unless the interchange is
too congested, no stopping is required.
The colloquial "cloverleaf" is the same as
the more technical "full cloverleaf", as you
can omit ramps to get a partial one.

Typically a cloverleaf is used where a

freeway intersects a busy surface street, though many older
freeway-freeway interchanges are also cloverleaves. As we'll
see, the full cloverleaf is not considered as applicable in
some situations now as it might have been a few decades
ago; in several places cloverleaves have been replaced with
either signalized interchanges or higher-capacity directional
interchanges with flyovers.
History
The first cloverleaf opened in New Jersey (at routes 4 and
25, which are now US 1/9 and NJ 35) in 1929; it is
scheduled to be replaced with a diamond interchange
around 2004. The interchange was under consideration for
the National Register of Historic Places, but was declined,
primarily because of the many safety and capacity-related
alterations to it over the years: "widening and curb
replacements for both roadways, revised geometry for one
ramp, placement of a center barrier on Rt.US 1&9, removal
of bridge pilasters, and the addition of modern lights and
guide rails.
DIAMONDS INTERCHANGES
The basic diamond (left) is often the design of choice for
lower-traffic interchanges without special constraints.

It does not scale up well to heavy traffic on

the surface street or ramps, or if there is
heavy left-turning traffic. Traffic signals can
be installed at the two points where the
ramps meet the surface street, but high
enough traffic volumes can cause backups on the street and
the ramps -- even resulting in stopped traffic on the freeway.
All ramps function to connect the freeway to the surface
street, as well as transition traffic from low speeds, or a dead
stop, to freeway speeds. If a ramp also has the task of
storing queued-up traffic, its length becomes a critical design
factor.
TRUMPET INTERCHANGES
 This is a conceptually simple way to end
one freeway at another. Like a cloverleaf, it
requires only one or two bridges, and
designing for higher speed will take up more
land. Alternatives to the trumpet, shown
below, usually involve more bridges but
remove the loop ramp.
Often an interchange involving a toll freeway to another
freeway will be a double trumpet, with all connecting traffic
stopping at a toll station between the trumpets. Sometimes
more roads join in. The end of the Pennsylvania Turnpike at
I-81 and US 6 near Scranton has a triple trumpet. And I-90,
I-91 and US 5 in Springfield, Mass. connects via a quadruple
trumpet.
FACTORS EFFECTING DESIGN OF
INTERSECTION
Following are the general principles to be observed in the
design of road junctions to minimize the risks of accidents:
1. ANGLE OF CROSSING:
As far as possible, acute angle junctions should be
avoided. The subsidiary roads should make to meet at
right angles to the main roads as far as possible.
2. Camber:
At junctions, the camber usually allowed is avoided and
as far as possible, the whole area of the road junction
should be done in one level.
3. Channelizing:
The road junction should be properly channelized i.e.,
the no. of points of conflict of traffic are minimized and
lines of flow of traffic are made to cross at right angles or
nearly at right angles. A properly channelized road
junction permits right action to do smoothly and makes
wrong action difficult.
4. Entry speeds:
The road junctions should be design in such a way that
high entry speeds are discouraged.
5. Gradient:
It is desirable to avoid change of gradient at the road
junctions.
6. Importance of roads:
If road junction is meant for major roads and local roads
the latter should be carried under or over the farmer by
subways or bridges respectively.
7. Kerbs:
To demarcate the boundary between the road and
footpath, kerbs are provided. The should be of suitable
height and should be visible at night.
 8. Pedestrian traffic:
For road junctions having heavy pedestrian traffic, hand
rails should be provided adjacent to kerbs with openings
at pedestrian crossings.
9. Simplicity:
The road junction should be made as simple as
possible. The routes for traffic across the junction should
be clearly defined and they should be obvious, especially
if the driver is stranger.
10. Visibility:
There should be enough visibility at the road junction.
Each driver approaching the road junction should be
capable of clearly seeing the vehicle coming from other
directions. In that case only, he will be able to slow down
his vehicle at junction, if found necessary.

DESCRIBE THREE DIFFERENT TYPES OF

ROTARY INTERSECTION:

Rotary intersection
An at-grade intersection is a junction at which two or
more transport axes cross at the same level (or
grade).
A roundabout or rotary is a type of road junction (or
traffic calming device) at which traffic streams circularly
around a central island after first yielding to the circulating
traffic. In the United States it is usually called a "modern
roundabout", to emphasize the distinction from the older,
larger sort of traffic circle. Roundabouts are statistically safer
than both traffic circles and traditional intersections, though
they do not cope as well with the traffic on motorways or
similar fast roads.
 ELLIPTICAL ROUNDABOUT
Above fig. shows an elliptical roundabout. The shape of
central traffic island can also be made circular or rhombus or
diamond shape.

TURBINE TYPE ROUNDABOUT

Above fig. shows a rotary turbine type island. The traffic is forced to
slow down when it enter the roundabout as it has to take a left hand
turn and while leaving the roundabout, the traffic has a tangential
exist.
 TANGENT TYPE ROUNDABOUT
Above fig shows the rotary where more than two roads enter
and leave it tangentially. The thorough traffic is not
obstructed in this type of intersection and it can move with
high speed. However such rotaries are dangerous.