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Chapter 10 Grade Separations and Interchanges
2005 Grade Separations and Interchanges CHAPTER 10 GRADE SEPARATIONS AND INTERCHANGES 10.0 INTRODUCTION AND GENERAL TYPES OF INTERCHANGES The ability to accommodate high volumes of traffic safely and efficiently through intersections depends largely on the arrangement that is provided for handling intersecting traffic. The greatest efficiency, safety, and capacity, and least amount of air pollution are attained when the intersecting through traffic lanes are grade separated. An interchange is a system of interconnecting roadways in conjunction with one or more grade separations that provide for the movement of traffic between two or more roadways or highways on different levels. Interchange design is the most specialized and highly developed form of intersection design. The designer should be thoroughly familiar with the material in Chapter 9 before starting the design of an interchange. Relevant portions of the following material covered in Chapter 9 also apply to interchange design: • general factors affecting design • basic data required • principles of channelization • design procedure • design standards Material previously covered is not repeated. The discussion which follows covers modifications in the above-mentioned material and additional material pertaining exclusively to interchanges. The economic effect on abutting properties resulting from the design of an intersection at-grade is usually confined to the area in the immediate vicinity of the intersection. An interchange or series of interchanges on a freeway or expressway through a community may affect large contiguous areas or even the entire community. For this reason, consideration should be given to an active public process to encourage context sensitive solutions. Interchanges must be located and designed to provide the most desirable overall plan of access, traffic service, and community development. -
I-75/Laplaisance Road Interchange Reconstruction Presentation
I-75 / LAPLAISANCE ROAD INTERCHANGE RECONSTRUCTION PROJECT OVERVIEW END construction limits along PROJECT LIMITS LaPlaisance Road Limited ROW Albain Ramp E City of Monroe Road Davis Ramp C Drain Monroe Township Fire Station No. 2 LaPlaisance Creek Limited Monroe Charter Township extends through ROW the project limits Ramp D Monroe Links of Lake Boat Club Erie Golf Course adjacent to Ramp B project limits Harbor Marine Trout’s Yacht Ramp A Basin Lake Erie BEGIN construction limits along LaPlaisance Road PROJECT DETAILS Interchange study completed to determine best alternative for design and construction Structure study approval from Federal Highway Reconstruction of LaPlaisance bridge over I-75 Reconstruction of LaPlaisance Road interchange Reconstruction of LaPlaisance Road Reconfiguration of interchange PROJECT TIMELINE Project Letting March 5, 2021 Spring 2021 to Spring 2022 Construction! Bridge and • LaPlaisance Rd bridge over I-75 and LaPlaisance Road pavement constructed in 1955 condition • LaPlaisance Rd interchange ramps reconstructed in 1974 • 25-year (2045) traffic projections Interchange • Reconfiguration of interchange Modernization • Shorter bridge to reduce upfront and future maintenance costs PROJECT NEED SPECIFIC PROJECT INFORMATION (INTERCHANGE RECONFIGURATION) LaPlaisance Road over I-75 (existing condition) Bridge currently closed to traffic Requires replacement due to current condition Existing 14 ft-3 inch (SB) minimum posted underclearance LaPlaisance Road and Ramps The existing interchange operates at an -
GUIDELINES for TIMING and COORDINATING DIAMOND November 2000 INTERCHANGES with ADJACENT TRAFFIC SIGNALS 6
Technical Report Documentation Page 1. Report No. 2. Government Accession No. 3. Recipient's Catalog No. TX-00/4913-2 4. Title and Subtitle 5. Report Date GUIDELINES FOR TIMING AND COORDINATING DIAMOND November 2000 INTERCHANGES WITH ADJACENT TRAFFIC SIGNALS 6. Performing Organization Code 7. Author(s) 8. Performing Organization Report No. Nadeem A. Chaudhary and Chi-Leung Chu Report 4913-2 9. Performing Organization Name and Address 10. Work Unit No. (TRAIS) Texas Transportation Institute The Texas A&M University System 11. Contract or Grant No. College Station, Texas 77843-3135 Project No. 7-4913 12. Sponsoring Agency Name and Address 13. Type of Report and Period Covered Texas Department of Transportation Research: Construction Division September 1998 – August 2000 Research and Technology Transfer Section 14. Sponsoring Agency Code P. O. Box 5080 Austin, Texas 78763-5080 15. Supplementary Notes Research performed in cooperation with the Texas Department of Transportation. Research Project Title: Operational Strategies for Arterial Congestion at Interchanges 16. Abstract This report contains guidelines for timing diamond interchanges and for coordinating diamond interchanges with closely spaced adjacent signals on the arterial. Texas Transportation Institute (TTI) researchers developed these guidelines during a two-year project funded by the Texas Department of Transportation. 17. Key Words 18. Distribution Statement Diamond Interchanges, Capacity Analysis, Traffic No restrictions. This document is available to the Signal Coordination, Traffic Congestion, Signalized public through NTIS: Arterials National Technical Information Service 5285 Port Royal Road Springfield, Virginia 22161 19. Security Classif.(of this report) 20. Security Classif.(of this page) 21. No. of Pages 22. Price Unclassified Unclassified 50 Form DOT F 1700.7 (8-72) Reproduction of completed page authorized GUIDELINES FOR TIMING AND COORDINATING DIAMOND INTERCHANGES WITH ADJACENT TRAFFIC SIGNALS by Nadeem A. -
Recommended Ramp Design Procedures for Facilities Without Frontage Roads
Technical Report Documentation Page 1. Report No. 2. Government Accession No. 3. Recipient's Catalog No. FHWA/TX-05/0-4538-3 4. Title and Subtitle 5. Report Date RECOMMENDED RAMP DESIGN PROCEDURES FOR September 2004 FACILITIES WITHOUT FRONTAGE ROADS 6. Performing Organization Code 7. Author(s) 8. Performing Organization Report No. J. Bonneson, K. Zimmerman, C. Messer, and M. Wooldridge Report 0-4538-3 9. Performing Organization Name and Address 10. Work Unit No. (TRAIS) Texas Transportation Institute The Texas A&M University System 11. Contract or Grant No. College Station, Texas 77843-3135 Project No. 0-4538 12. Sponsoring Agency Name and Address 13. Type of Report and Period Covered Texas Department of Transportation Technical Report: Research and Technology Implementation Office September 2002 - August 2004 P.O. Box 5080 14. Sponsoring Agency Code Austin, Texas 78763-5080 15. Supplementary Notes Project performed in cooperation with the Texas Department of Transportation and the Federal Highway Administration. Project Title: Ramp Design Considerations for Facilities without Frontage Roads 16. Abstract Based on a recent change in Texas Department of Transportation (TxDOT) policy, frontage roads are not to be included along controlled-access highways unless a study indicates that the frontage road improves safety, improves operations, lowers overall facility costs, or provides essential access. Interchange design options that do not include frontage roads are to be considered for all new freeway construction. Ramps in non- frontage-road settings can be more challenging to design than those in frontage-road settings for several reasons. Adequate ramp length, appropriate horizontal and vertical curvature, and flaring to increase storage area at the crossroad intersection should all be used to design safe and efficient ramps for non-frontage-road settings. -
Interchange Modification Report
INTERSTATE 75 AND STATE ROAD 884 (COLONIAL BOULEVARD) INTERCHANGE LEE COUNTY, FLORIDA INTERCHANGE MODIFICATION REPORT Prepared for: Florida Department of Transportation – District One February 2015 Interchange Modification Report Interstate 75 and State Road 884 (Colonial Boulevard), Lee County, Florida I, Akram M. Hussein, Florida P.E. Number 58069, have prepared or reviewed/supervised the traffic analysis contained in this study. The study has been prepared in accordance and following guidelines and methodologies consistent with FHWA, FDOT and Lee County policies and technical standards. Based on traffic count information, general data sources, and other pertinent information, I certify that this traffic analysis has been prepared using current and acceptable traffic engineering and transportation planning practices and procedures. ______________________________ Akram M. Hussein, P.E. #58069 ______________________________ Date TABLE OF CONTENTS Page SECTION 1 EXECUTIVE SUMMARY ......................................................................... 1-1 SECTION 2 PURPOSE AND NEED .............................................................................. 2-1 SECTION 3 METHODOLOGY ...................................................................................... 3-1 SECTION 4 EXISTING CONDITIONS ......................................................................... 4-1 4.1 DATA COLLECTION METHODOLOGY ........................................................................ 4-5 4.2 TRAFFIC FACTORS ......................................................................................................... -
Diverging Diamond Interchange (DDI)
What Why How CFI - SR 400 @ SR 53, Dawson County, GA Intersection Control Evaluation A performance-based approach to objectively screen alternatives by focusing on the safety related benefits of each. Traditional Intersections SR 11 @ SR 124, Jackson County, GA Johnson Rd @ SR 74, Fayette County, GA Dogwood Trail @ SR 74, Fayette County, GA Roundabout SR 138 @ Hembree Rd, Fulton County, GA Roundabout • 215+ Existing • 50+ On System/or GDOT $$ • 165+ Off System • 20+ Currently Under Construction • 155+ Planned/programmed RBTs 6 Diverging Diamond Interchange (DDI) I-95 @ SR 21, Port Wentworth, Chatham County, GA Diverging Diamond Interchange (DDI) • 6 Existing • 2 Design/under construction • 10+ Under consideration Total: 18+ Continuous Green T SR 120 @ John Ward Rd SW, Cobb County, GA Single Point Urban Interchange (SPUI) SR 400 @ Lenox Rd NE, Fulton County, GA Reduced Conflict U-Turn (RCUT) SR 20 @ Nail Rd, Henry County, GA Continuous Flow Intersection (CFI) SR 400 @ SR 53, Dawson County, GA Unsignalized Signalized • Minor Stop • Signal • All-Way Stop • Median U-Turn • Mini Roundabout • RCUT • Single Lane Roundabout • Displaced Left Turn (CFI) • Multilane Roundabout • Continuous Green-T • RCUT • Jughandle • RIRO w/Downstream U-Turn • Diamond Interchange (signal) • High-T (unsignalized) • Quadrant Roadway • Offset-T Intersections • Diverging Diamond • Diamond Interchange (Stop) • Single Point Interchange • Diamond Interchange (RAB) • Turn Lane Improvements • Turn Lane Improvements • Other Intersection Control Evaluation Deliver a transportation -
Diverging Diamond Interchange Agenda
Diverging Diamond Interchange Agenda . DDI Design . DDI vs. SPUI . SPUI Lessons Learned . DDI Retrofit Design . DDI – I-15/Pioneer Crossing What is a DDI? A DDI is a concept that requires drivers to briefly cross to the left, or opposite side of the road at carefully designed crossover intersections, to eliminate a signal phase. Primary Goal: Better accommodate left turns and eliminate a phase in the signal cycle. What is a DDI? Advantages Disadvantages . Reduces Signal Phases; . Lower Speed Through Improves Operations Interchange . Reduces Conflict Points; . Requires Longer Footprint Improves Safety Between Intersections . Reduces Bridge Area; . Not Practical with a One-way Lowers Costs Frontage Road DDI Design Signal Phasing Alternating Progression Left Turn Progression DDI Design Safety . About 50% Fewer Points of Conflict . Conflict Comes From Only One Direction . Lower Speed Conflicts (less severity, fewer accidents) DDI Design . When is a DDI a possible solution? • Heavily Congested Locations • Intersections Spacing of Approximately 500 Feet or More • Skewed Intersections Work Well Interchange Design DDI Intersection DDI Facts: First 5 Constructed in 3 States DDI Facts: Currently 34 Locations in 14 States SPUI Facts: First 3 Constructed in 3 States SPUI Facts: Currently over 250 in 35 States SPUI’s in Arizona: First Constructed . University Dr/Hohokam Expwy (SR-143) . I-10/7th Street and 7th Avenue . SR-51 (Squaw Peak Parkway) SPUI’s in Arizona: ADOT Comments . Early Designs Work Well . Tight Footprint is Most Effective . Right Turns can be an Issue . Pedestrian Crossings need more research . Left Turn Design is Critical University/Hohokam, Phoenix, AZ DDI Retrofit Design - St George, Utah DDI Retrofit Design - St George, Utah DDI Retrofit Design - SR 210/Baseline DDI Retrofit Design - SR 210/Baseline DDI Retrofit Design - Graves Mill Rd/US 501 DDI Retrofit Design - Graves Mill Rd/US 501 CPHX Examples I-10/University Drive CPHX Examples SR 101/Thunderbird Selection of DDI - I-15/Pioneer Crossing . -
Detail of Toll Plazas at Lahore Ring Road
DETAIL OF TOLL PLAZAS AT LAHORE RING ROAD Location Sr. No. Name of Toll Plaza Name of Interchanges / Underpasses / Cuts 1 1 Gulshan Ravi Main Toll Plaza Main Carriage Way 2 2 Saggian (Alpha) Saggian Interchange 3 3 Saggian (Bravo) 4 4 Sabzi Mandi (Bravo) Niazi Shaheed Interchange 5 5 Main Toll Plaza (Bravo) 6 6 Amir Cut (Alpha) Cut on main Carriage Way 7 7 Amir Cut (Bravo) 8 8 Karol (Alpha) Karol Under Pass 9 9 Karol (Bravo) 10 10 Mehmood Booti (Alpha) TrafficCircleShaheedNiazi Mehmood Booti Interchange 11 11 Mehmood Booti (Bravo) 12 1 Shareef Pura (Alpha) Shareef Pura/Bhini Road Under Pass 13 2 Shareef Pura (Bravo) 14 3 Quaid-e-Azam (Alpha) Quaid-e-Azam Interchange 15 4 Quaid-e-Azam (Bravo) 16 5 Harbanspura (Alpha) Herbanspura Interchange 17 6 Harbanspura (Bravo) 18 7 A-Gul (Alpha) NORTHERN LOOP 19 8 A-Gul (Bravo) Abdullah Gull Interchange 20 9 Chungi Daghaij 21 10 Air Port (Alpha) 22 11 Air Port (Bravo) Cut on main Carriage Way 23 12 Sajpal (Bravo) 24 13 Ghazi (Alpha) TrafficCircleAbdullah Gull 25 14 Ghazi Phase 8 (Alpha) Ghazi Interchange 26 15 Ghazi (Bravo) 27 16 Nawaz Sharif (Alpha) 28 17 Badian (Bravo) Nawaz Shareef Interchange 29 18 Phase 6 (Bravo) 30 1 Kamahan (Alpha) Kamahan Interchange 31 2 Kamahan (Bravo) 32 3 Masjid Aysha (Alpha) On main Carriage Way 33 4 Camp Office Kamahan (Bravo) 34 5 Ashiana (Alpha) Ashiana Interchange 35 6 Ashiana (Bravo) 36 7 Gaju Matta 1 (Alpha) Traffic Circle Kamahan Gajju Matta Interchange 37 8 Gaju Matta 1 (Bravo) 38 1 Kahna Kacha (Alpha) Kahna Kacha Interchange 39 2 Kahna Kacha (Bravo) 40 3 Haluki (Alpha) SOUTHERN LOOP Haluki Interchange 41 4 Haluki (Bravo) 42 5 Lake City (Alpha) Lake City Interchange 43 6 Lake City (Bravo) Traffic Circle Adda Plot 44 7 Adda Plot (Alpha) Adda Plot Interchange. -
Upgrade U.S. 30 Whitley County
Upgrade U.S. 30 Whitley County A Concept for a U.S. 30 Freeway across Whitley County, Indiana Whitley County U.S. 30 Planning Committee January 2017 TABLE OF CONTENTS Executive Summary ........................................................................................................................................................ 5 Introduction ....................................................................................................................................................................... 7 Existing Conditions ......................................................................................................................................................... 9 Public Participation ...................................................................................................................................................... 15 The Concept for U.S. 30 ............................................................................................................................................... 19 Improvement Examples .............................................................................................................................................. 37 Implementation Strategies ........................................................................................................................................ 41 WHITLEY COUNTY U.S. 30 PLANNING COMMITTEE Ryan Daniel, Mayor Mark Hisey, Vice President of Facilities Design City of Columbia City Parkview Health George Schrumpf, Commissioner Jon Myers, -
TM 27 – NJ-29 Interchange Roundabout Evaluation Study
Prepared for: I-95/Scudder Falls Bridge Improvement Project TM 27 – NJ-29 Interchange Roundabout Evaluation Study Contract C-393A, Capital Project No. CP0301A, Account No. 7161-06-012 Prepared by: Philadelphia, PA In association with: Kittelson & Associates, Inc March 2006 TM 29 – NJ-29 Interchange Roundabout Evaluation Study Contract C-393A, Capital Project No. CP0301A, Account No. 7161-06-012 I-95/Scudder Falls Bridge Improvement Project TABLE OF CONTENTS Table of Contents ................................................................. i Introduction ........................................................................ 1 Project Background .............................................................. 1 The KAI Assessment Scope ................................................... 3 Development of Additional Alternative Interchange Options4 Option 1A Modified: DMJM Folded Diamond w/Roundabout ........ 4 Option 1C Modified: NJDOT Roundabout Modified ..................... 5 Operational Assessment...................................................... 6 Assessment Tool Selection .................................................... 6 Assessment Results.............................................................. 6 I-95 Northbound Ramps/NJ-29 (Southern Intersection)............. 7 Intersection Levels of Service (LOS) ......................................................................... 7 Volume to Capacity Ratio (V/C) ............................................................................... 9 Intersection Delay .............................................................................................. -
Fact Sheet Diverging Diamond Interchange (Ddi)
FACT SHEET NEPA and Preliminary Design Project DIVERGING DIAMOND INTERCHANGE (DDI) Following additional screening and analysis of interchange configuration alternatives in late 2016, and public review in early 2017, the Colorado Department of Transportation (CDOT) identified a Diverging Diamond Interchange as the Preferred Alternative for reconstruction of the interchange at I-70 and Kipling Street. What is a DDI? A DDI crosses traffic to the left side of the road across a grade- I-70 travels separated interchange (in this case, under I-70) and allows over Kipling vehicles to have direct access to freeway ramps without having Street to wait at a traffic signal. Vehicles cross to the opposite side of the road at a traffic signal. Left turns at the interchange do not cross oncoming traffic, which results in fewer crashes because there are fewer potential conflict points. Crashes that do occur are likely to not be as damaging as the T-bone crash that can occur with left turns at typical intersections. A DDI configuration is able to move high volumes of traffic through an interchange without increasing the number of lanes and traffic signals. Where have DDIs been implemented? There are over 100 DDIs currently operating throughout the country, with three present in Colorado: US 36 and McCaslin Boulevard in Louisville I-25 and Fillmore Street in Colorado Springs I-70 and US 6/50 in Grand Junction Anticipated Benefits of a DDI How would I use a DDI at I-70/Kipling? at I-70/Kipling Although DDIs can seem unclear and unusual in an aerial view, traveling through them is usually a pleasant surprise. -
G37 Interchange — Stage 1 Detour
CANADIAN CONSULTING ENGINEERING AWARDS 2011 G37 Interchange — Stage 1 Detour Category: Project Management Client/Owner: The City of Calgary Transportation Infrastructure Subconsultants: Thurber Engineering Ltd. ENMAX Power Services Corporation HFP Acoustical Consultants Corp. K-3 Project Management Ltd. General Contractor: PCL Construction Management Inc. May 2011 2011 CCE AWARDS G37 Interchange — Stage 1 Detour 2 ISL Engineering and Land Services | CH2M HILL Canada Ltd. | May 2011 G37 Interchange — Stage 1 Detour 2011 CCE AWARDS G37 Interchange — Stage 1 Detour FROM CONCEPT TO COMPLETION IN FIVE MONTHS On November 6, 2009, ISL Engineering and Land Services Ltd. and CH2M HILL Canada Ltd. were selected by The City of Calgary to provide engineering consulting services for the planning, design and construction administration for the grade separation of Glenmore Trail at 37 Street SW (the G37 Project.) At that time, the scope of work required refining the opening day concept plan, previously developed by ISL and endorsed by Calgary City Council in early September 2009, followed by design of detailed plans to start construction in Spring 2010 and open the interchange by Fall 2010. These tight timelines required a running start, innovative approaches and concentrated, dedicated team work. As leading local consultants, our firms pooled the resources necessary to provide a cohesive, complete team for the City. The project design team included members with specific responsibility for Project Management, Quality Management, Alternate Delivery, Transportation Planning, Roadway Design and Construction, Structural Design and Construction, Drainage and Utility Design, Geotechnical Engineering, Noise Analysis, Road Safety Audit, Erosion and Sediment Control Plans, Streetlighting, and Partnering. Eventually, this single project team concept was extended to include the general contractor, PCL Construction Management Inc., and their major subcontractors Lafarge Canada Inc.