Grade Separated Intersection

Module 4
 Criteria for Provision
• As per current Indian practices, Grade
Separated Intersection are provided at
– Urban Streets – If the estimated traffic volume
within the next 5 years are in excess of the
capacity of the intersection
– Rural Highways – To be provided at
intersections of divided rural highways if the
ADT (fast vehicles only) on the cross road
within the next 5 years exceeds 5000
• Grade separation is of great importance in
railway lines – Current practice is to
provide grade separation across existing
railway lines, if the product of ADT (fast
vehicles only) and the number of trains per
day exceeds 50,000 within the next 5
years
 Types of Grade Separated Intersection
• Basically two types
– Grade Separated Intersection without
interchange
– Grade Separated Intersection with
interchange
• Interchange is a system where by facility is
provided for movement of traffic between
two or more roadways at different levels in
the grade separated junctions
• A structure without interchange is a
underpass or overpass or flyover
 Types – contd…..
• Three leg interchange
– T type
– Y type
– A partial rotary interchange
• Four leg interchange
– Diamond interchange
– Half Clover Leaf interchange
– Clover Leaf interchange
– Rotary interchange
– Directional interchange
• Four leg interchange
– Rotary interchange
 Three leg interchange
• If one of the leg is at right angles, but do
not cross
Y
Diamond interchange
Split Diamond interchange
Half Clover Leaf
 Clover Leaf
• 4 legged, single structure, most popular
• Advantages
– Through traffic on both the roads is unimpeded
– Only one structure is required
– Left turning traffic has a direct path
– It is very simple to use and does not confuse
the drivers
• Disadvantages
1) Relatively large area is needed
2) Carriageway area required is higher than
rotary intersection
3) Weaving manoeuvres are involved, some on
the structure and some beneath the
structure
4) Weaving capacity is limited to about 1200
pcu per hour
5) U turns are long and operationally difficult
• Disadvantages – contd….
6) Loop design speeds are to be low and
speeds greater than 50 kmph increases cost
7) Right turning traffic has to travel extra
distance
8) Capacity of the loop is also restricted. 800 –
1200 vehicles per hour is the limit
 Rotary Interchange
• 4 legged
• Advantages
– Occupies relatively less land area
– Carriageway area is also less than other types
– U turns are easy
– Suitable for most sites
• Disadvantages
– Capacity is limited to the capacity of roundabout
– Straight through traffic on one road is required to
weave with the turning traffic from the other road
Design Considerations - Definitions
• Interchange Ramp (Access ramp/Slip
Road) – An interconnecting roadway of a
traffic interchange or any connection
between highway facilities at different
levels, on which vehicles may enter or
leave a designated roadway.
– It may be in the form of a loop, outer
connection or direct connection
 Definitions – contd….

• Loop – A one way turning roadway that

curves about 2700 to the left to
accommodate a right turning movement
• Outer connection – A ramp used by traffic
designated for left turning movement from
one of the through roadways separated by
a grade separation structure to the second
through roadway
• Direct connection – A form of ramp which
would not deviate much from the intended
direction of travel.
 Design Speed for Ramps
• It is rarely possible to designate the ramp for the
same speed of through roads
Table 1

Guide values for ramp design speeds

Highway Design Speed kmph

50 65 80 100 105 115 120 135

Ramp Design Speed kmph

Desirable 40 55 70 80 90 100 100 105

Minimum 25 30 40 50 50 50 55 65

Corresponding min radius m

Desirable 45 90 170 210 260 320 320 380

Minimum 15 27 45 70 70 70 90 130
 Design – contd….

• For design of loops, speed should be

about 40 – 45 kmph
• For direct connection, a design speed of
60 – 65 kmph
• The standards for ramp design in India for
Urban Locations is given below
Standards for ramp design in India
for Urban Locations
Table 1

Design values for major highway

For loop ramps
Particulars
80 kmph 100 kmph

Min Desirable Min Desirable Min Desirable

Ramp design speed kmph 40 50 50 65 30 40

Radius of curvature, m 60 90 90 155 30 60

SSD, m 45 60 60 90 25 45
 Design – contd….
• Radii of curves on ramps – given in table 1
• Sight Distance on ramps – Min SSD at
appropriate design speed to be provided
• Gradients on ramps – AASHTO guidelines are
– Should desirably be limited to 6% in areas
subjected to snow and ice
– Where heavy truck traffic is likely, upward
gradient should be limited to 4%
– In exceptional cases, gradients may be as
steep as 10%, on minor ramps and low
volume ramps
 Design – contd….
• Width of ramps – ramps should preferably
carry one way traffic only. Width should be
selected as appropriate for the radii
• Capacity
– The practical capacity of through lanes can be
taken as 1500 pcu per hour per lane for
interchange design.
– For ramps, capacity 1200 pcu per hour per
lane is appropriate
– Capacity of weaving sections may be
calculated based on HCM