IRC : 92-1985

GUIDELINES FOR THE DESIGN

OF
INTERCHANGES
IN
URBAN AREAS

THE INDIAN ROADS CONGRESS

1985

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 !RC :922985

GUIDELINES FOR THE DESIGN

OF
INTERCHANGES
IN
URBAN AREAS

Published by
THE INDIAN ROADS CONGRESS
Jamnagar House, Shahjahan Road,
New DeIbUllO 011
1985 ••,

<< ~‘ ~
Price RU~
(Pius packing and postage)
IRC 92-i9S~

First published December, 1985

(The Rights of Publication and of Trar~~!ation

are resened)

<<
Printed by PRINTAID, New DeItd
 lac: 92-1983

CONTENTS

Me
1. Introduction ... 1
2. DefinItions ... 3
3. Warrants for Interchange ... 3
4. Type of Interchanges ... 4
S. Geometric Design Standards for
Interchange Elements ... 8
6. Design of Interchanges ... 14

LIST OF TABLES

Table
No.
I. Speed, Horizontal Curvature and
Sight Distance for Ramp Design ... 9
2. Length ofVertical Curve ... 9
3. Length of Speed-Change Lanes ... 11

LIST OF FIGURES

Fig.
No.
I. Different Types ofRamps 4
2. TypIcal 4-Leg Interchange Designs 6
3. Typical Designs for Entry and Exit Terminals ... 13
4. Traffic Flow Diagrams 15
5. TypIcal 4-Leg Interchange in Urban Area ... 19

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 IRC : 924985

GUIDELINES FOR Ti. F DESIGN OF INTERCHANGES

IN UR BAN AREAS

* INTRODUCTiON
1.IL Grade separation is a form of intersection in which one
orniore conflicting movements of intersecting highways are segre—
gatcd in space~ An interchange is a grade separation with
connecting roadways which allow route transfer between the
intersecting highways. An interchange is, therefore, the highest
form of intersection design. It should, however, be understood
that interchanges are essentially intended for highways carrying
predominantly fast moving motorised traffic.

1.1 The type of interchange, the shape and pattern of the

interchange ramps for the various turning movements, and their
design are governed by several factors such as the importance of
the intersecting highways, the number of intersccting legs, the
design volumes of through and turning traffic movements includ-
ing their composition, the design speeds, available right—of—way
and topography. Interchanges, therefore, are necessarily designed
individually in light of the above considerations. This publication
s gmdthnLs for helping the designer in developing apptoprtate
designs for interchanges under different situations in urban areas.

13. interchanges are costly and a treatment of this type

cannot be justified unless the benefits likely to accrue to the com-
munity are so high as to exceed the high. cost associated with such
i mprove meats.

i~4, The Traffic Engineering Committee at its meeting held

in October, 1977 while considering a draft on the subject prepared
by Shri ASK. Bandopadhyaya, set up a Subcommittee to flnalise
the document, On the authorisation of this Subcommittee, the
draft was finahsed jointly by S/Shri AK. Bhattacharya and
D. Sanyal. This document was considered by the Traffic Engi-
neering Committee at its meeting held in September, 1982 when
it decided that the document may be revised by Shri K.
Arunaclialam in light of the comments received, from the
various members, The document as revised by Shri K.
Arunachalam was approved by the Traffic Engineering Corn—

<< 1
tRC 924985

rnittee (personnel given below) in their meeting held at Nagpur on

the 11th January, 1984.

Dr. N.S. Srinivasan Convenor

r). Sanyal Member-Secretary

Prof. G.M.Andavaa R. Thfllainayagam

:K. Arunacha lam V.V. Thakar
AK. Baadopadhyaya D.L. Vaidya
P.S. Bawa P.O. Valsankar
AK Bhattacharya P.R. Wagh
A.G, Borkar P,D. Wani
P. Das ‘K. Yegnanarayana
T, Ghosh C.E. (N.H.), Kerala
Dr K, Gupta Director, Transport Research,
,logindar Singh Ministry of’ Transport (R.C’.
Dr. C.ILG. Justo Sharrna)
L. R. Kadiyali The Chief, Transport & Com-
Dr. S.K. Ktzanna munications Beard, B,M.R.D,A.
K.S.. Logavinayagam (R.Y. Tamhe)
P.3,. Mehta 513., Traffic Engg, & Manage-
Dr. S.P. Palaniswamy ment CeH, Madras
S. NI, Parulkar (V. Gurus urthy)
P. Patnaik President, Indian Roads Congress
Dr. S. Raghava Chari (V.5. Raae) -Ex-officio
t’rof. Ni.S.V Rao Director General ‘(Road Develop.
Prof. N. Ranganathan ment) & Addi. Secy, to the Govt.
Dr. os. Sahgal of India (K.K. Sarin) —Pie officio
0. \P Sahni Adviser. Indian Roads Congress
Dr. SM. Sarin (P.C. Bhasia) -Ex’oflicio
H .C . Set hi Secretary, Indian Roads Congress
H.M. Shah (Ninaa Koshil -Ex—officio

The, revised guidelines were approved by the Specifications

and Standards Committee in their meeting held at New Delhi on
the. 21st August, 1985 subject to necessary changes sugge.ste’ d by
the Committee.

Later on the above guidelines were considered and approved

by the. Executive Committee in their meeting held a New Delhi on
the 22nd August, 1985.. ‘The Council in their l 14th meeting
Lid d at Panaji (Goa) on the 6th September, 1985 approved the
same for being published by the Indian Road.s congress..
2
<<
 IRC: 92-t985

2. DEFiNITIONS

2.1. Grade Separation

A. grade separation is a crossing of two or more highways, a
highway and a rail road, or a highway and any other typ:e of
facility such as a pedestrain walk way or a bicycle way.

2,2. Ramp
A.n inter-connecting roadway or any connection between
highways a’t difidrent levels, or between parallel highways, on
which vehicles may enter or leave a de.signated roadway. ‘The
components of a ramp are a terminal at each end and a connect-
ing road.,, usually with some curvature and on a grade.

2.3.. interchange
An interchange is a grade separated intersection with con-
necting roadways (ramps) for turning traffic between highway
app roaches.

3. WARRANTS FOR INTERCHANGE

3.1. interchanges, in general, are expensive to construct
and a major factor influencing the cost is the type of arrangement
made for the various traffic movements. The arrangement may
rang,e from separating only one tral... c movement from other to the
complete separation of each traffic movement from every other
movement so th.~atonly merging and diverging movements remain.
Similarly, the vehicle operatin...g, cost will vary depending on the
type of ramp arrangement, from direct conflict—free connections
to indirect connections involving extra travel distance. As inter-
changes .are custom designed to suit the prevailing conditions, it
will he necessary to carry out eost’henefit study’’taking into
account the total transportation cost, i.e. the cost of construction,
maintenance and vehicle operation, to evaluate the techno—
economic merits of the individual cases before a final decision is
n Hovv vu, the tollLn~tog points mny be helpful in guiding
the choice of an interchange at the preliminary planning. stage:
(i) interchange wilt be necessary at all crossings of a highway which is
to he developed to completely access controlled standard, Simlariy,
interchanges will also be required at alt ‘major crossings on highways
developed to expressway standard,

3
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IRC 92-1985

(ii) An interchange may he justified a the crossing of a major arterial

road with ann th er road of sirnita r category carrying heavy t raflic
(iii) An interchange may he justified when an at grade inter-section fails
to hit nd Ic the volume of traffic result jug in serious congest iOn and
frequent choking of the inter-section. This attuation may artse
when the total Era Ilic of all the arms of the intersection is in excess
of 10,01)0 pcu’s per hour.
(iv) High and disproportionate rate of fatal and major accidents at an
intersection not found to respond E o other traffic cont rot or improve-
ment measures may warrant an interchange
(v) in some situations, the topography is such that interchanges are the
only type that can be constructed economically.
4 TYPE OP INTERCHANGES

4. 1 Interchanges are. generally described by the pattern of

the varjnt.ts turning roadways or ramps which determine their
geoniet nc configuration. The ramps can be broadly classified
into the following four basic types, also illustrated in, Fig. 1

D~A~IOA~ L

OIRECT flAP SHOWA oeylral:~

IS rDp LLUST flON AMO DOfl •
~ ~ OP t#4~
AtfAc AAND(

Fig I Different types of ramps

ji) Left turning roadway referred to as diagonal ramp or outer connec-

tion depending ott its shape or type of interchange.
(ii) A loop which is a ram p for right t antis accompi shed by a left exit
tsnd torn to the left through about 270’

4
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 IRC :92.1913
(Ill) tiemi.direct connection %hlch isa ramp for right turns accomplIshed
through • partial deviation from the Intended path.
(lv) Direct connection which lea ramp for right lures accomplIshed by
a right directional and natural manoeuvre Involving lent extra travel
distance.
4.2. The common geometric configurations of interchanges
are the trumpet, diamond, cloverleaf, rotary and directional, see
Figs. I and 2 for typical examples. Within each type of interch-
ange, there can be several variations such as split diamond, partial
cloverleaf, etc. depending on the ramp arrangements. The broad
operational characteristics of each of the common Interchange
types are brought out In paras 4.3. to 4.7.
4.3. Trumpet lates’ebaage
Pig. I, shows a typical 3-leg Interchange which takes the
shape oftrumpet. This Is the simplest Interchange form adaptable
to •r or 1)11 IntersectIons. Of the two right turning movements,
one is negotiated by a loop while the other is by a send-direct
connection. Diagonal ramps are provided for left turning move-
ments. There can be several variations or the design depending on
the type of connection provided. The typo of connection provided
for the right turning movements should be based on traffic volumes.
The ramps catering lbr heavy traffic volumes should preferably
be provided with direct connections. Fig. I, Illustrates the replace-
ment of a loop ramp by a direct connection.
4.4. DIamend lateretauge
4.4.1. Fig. 2(a) shows a typical diamond Interchange.
Diamond Interchange Is the simplest of 4-leg Interchange designs
and is particularly adaptable for major-minor highway intersec-
tions. The ramps which provide for one way movement are
usually elongated along the major hIghway and may be curved or
parallel to the major highway. The ramp terminals on lbs. minor
road are at-grade intersections providing for right and left turning
movements. These at-grade intersections may be controlled by
signals if warranted by traffic volumes or in the absence of ade-
quate sight distance.
4.4.2. The diamond design requires minimum land, Invokes
only a small extra travel distance for right turning traffic, Is the
least costly, and will be found ideal for most of the cases bolli in
urban and rural areas. However, this type of interchange has the
demerit of limited capacity because of the at-grade terminals on the
minor road. The situation can be Improved b’y widening the cross
<< 3
IRC 92~i9~5

ta~~

~u u~ c ~ C ~c

~‘d~~
1. These sketeb~siRus~ratecom~nc’ntypes of 44.eg ~nterchanges~ There
be variatiOfl:~depending on traflic rrquirement~ s~te condi~
tionsp c1c~
<< 2. See para 4 for operational characteristics of these designs
F~g~ 2~ Typica’ 4~ieginterchange designs
6
 IB.C 924955
road Eli rough the interchange area, or the ramp terminals, or both.
Further improvements can be effected by having a split diamond
or 3-level diamond, bitt this will involve more than one bridge.

4.5. Cioverleaf Interchange

4.5.1. Fig. 2 (h), shows a typical cloverleaf interchange. The
design consists of one ioop ramp for right turning traffic and one
outer connection for left turning traffic in each quadrant. Vehicles
desiring to turn right are required to turn left through about 270
degrees before attaining the desired direction.

4.5.2.. This type of interchange provides for continuous

movement to all interchanging traffic and is particularly suitable
for the crossing of two major roads of equal importance in rural
areas. In urban areas, this type of interchange tends to use up too
much of costly urban space.

4.5.3. Cloverleaf design involves appreciable extra travel

distance for the right moving traffic and requires a large space.
1 bough all crossing movement conflicts are eliminated, a weaving
section is created between the exit and entry points near the siruc-
ture along each direction of travel on the intersecting roads, These
weaving sections constitute a critical element in the design, and
unless these are designed to have adequate length and capacity,
there may be serious loss in capacity besides increased hazards.
4.5.4. In cases where at-grade crossing on one of the roads
can be tolerated, full cloverleaf development will not he required
For such cases, partial cloverleaf which is a modification that com-
bines sonic elements of a diamond interchange with one or more
loops to eliminate only the more critical conflicts can be adopted.
A number of variations are possible for meeting the different site
conditions and traffic distribution. Fig. 2 (c), depicts one design
of partial cloverleaf,
4.6, Rotary Interchange
4.6.1. This type of design is particularly useful where a
number of roads intersect at the interchange and in locations where
sufficient land is available. It requires the construction of two
bridges and generally neciessitates more land than for a diamond
layout. The main highway goes over or under the rotary intersec-
tion and turning movements are accommodated by the diagonal
ramps. Fig. 2 (d), shows a typical rotary interchange.
4.6.2. The capacity of a rotary interchange is sin.iila r to that

<< 7
IRC 92-1985

of at-grade rotary. High speed operations cannot he maintained

on the minor road because of the usually short weaving distances.
It can, however, operate satisfactorily at low speeds. Also this type
of design entails only a little additional travel distance for inter-
changing traffic which is a specific advantage when slow moving
traffic is present.
4.7. DIrectional Interchange
Directional interchanges have ramps for right turning traffic
which follow the natural direction of movement. This type of
design requires more than one structure, or a 3-level structure.
Though operationally more efficient than other designs, these
generally turn out to be very expensive.
5. GEOMETRIC DESIGN STANDARDS FOR 1NTERCIRNGE
ELEMI.N[S
5.1. Ramps
5.1.1. Design speed, horizontal curvature and sight distance
Design speed of a ramp should be related to the design speed of
the major intersecting highway. Ramp design speeds correspond-
ing to the highway design speeds of 80 and 100 km~hare given
in Table I. Design speeds of 80 km/b are applicable to inter-
changes on urban highways.
Minimum radius of horizontal curve and sight distance
corresponding to the design speeds are also indicated in Table 1,
The sight distance values are for safe stopping conditions and
should he cnsu~ed both in the horizontal and vertical directions,
The srght distance should be measured between two points, one
at a height of 1.2 in above the road level representing the dri’~er’s
eye and the other 0.15 m above the road level denoting the
object.
Horizontal curvature of ramps should preferably be of
circular curve with transitions at either ends. Where this is not
feasible, 2-centred compound curves may he employed provided
that the radius of any curve is not less than one-half the radius
of the preceding curve.
5.1.2. Grade and profie : Ramp profiles usually consist
of a section of tangent grade between two vertical curves, valley
curve at the lower end and si,.immit curve at the. upper end. The
tangent grades on ramps should be as fiat as feasible, and desi-
rably, it should be limited to a maximum of 4 per cent and
in no case should it exceed 6 per cent.
<< 8
 11W: 92-1985
tABLE, 1 Pam, HoRtzo~N’Ar. CuRVATURE AND Sic;wr Din ANCE FOR
RAMP Dssicu

Design value’s for major highway

designs speed of
~or loop ra nips

Fart ieuhtrs SO ktnhr 100 km/hr

Sin— Desir— Mini- Desir- ‘Mini- Desk-

n’tum able n:turn able mum able

K a ~npdes’ign
speed (km Ii) 40 50 50 65 30 40
Radius of
curvature (mt 60 90 90 155 30 60
Stopping sighi’
distance (m) 45 60 60 90 25 45

Notes .‘ 1, The major highway design speeds oF SO kin/his approprtate for high—
ways in urban areas,
2. The radius of curvature values have been worked out for a maximum
.superelevation of 7 per cent.

TABLit 2. Lsnct’ru OP VERTICAL Cuava

Lengrh~of vertical curve Absolute

Design Safe stopping for safe stopping sight minimum
St. speed sight distance distance (mj length of
‘No, (kni/h) (in) vertical
, curve
Summit Valley (~
curve , curve

1 2 3 4 5 6

30 30 2,OA 3,5,A 15
2. 40 45 4,6A 6.M 20
3, 50 60 8,2A 10 A 30
4. 65 90 i8~4A 174A 40
5, 110 120 32.6A 25,3A 50
6. too ISO 73.6A 41 .5A 60

I, ‘A” in columns 4 an,d 5 is the algebraic difference in grades expressed

as percentage.
2~. Where the length given by columns 4 or 5 is less than that given in
column 6, the latter value should be adopted.

9
<<
11W : 92-1985

The vertical curves at either ends of the ramp should. he

designed to pros ide for atleast the safe stopping sight distance
corresponding to the design speed of the ramp, The length of
vertical curves for design speeds of 30 to 100 km/h are given in
Table 2.

5, 1.3, Cross-sectIon : The ramp may he for one-way or

two- way operation. If for two-way, divided type of cross-section
should be used with a minimum width of’ 1.2 in for the median.

The width of pavement to be provided for each way will

depend on the design hour traffic volume expected to use the
ramp. ‘The capacity for unidirectional flow given below will be
helpful in choosing,, the appropriate pavement width. The minimum
width of shoulders should be 2 in of which at least one metre
should ‘be paved~The shoulders should he properly delineated
by means of pavement markings (see I’RC: 35 ‘Code of Practice
for Road Markings with Paints), different surfacing material,
etc.

Pavement width Capacity, pca’.,c, hoar

I. Single lane, 3.75 in wide 1500
2. Intermediate lane, 5,5 in wide 2000
3. ‘Two-lanes, 7,0 m wide 2500
Note: The above capacity tigures are On roads provided with
one metre wide paved shouldets on either side.
5.2. Ramp Terminals
5.2.1. General: Ramp terminal is that portion adjacent
to the through travelled way including speed change lanes, tapers
and islands. Free-flow type ramp terminals where ramps traffic
merges svith (entrance terminal) or diverges from (exit terruinn!)
high speed through highway at fiat angles should invariably be pro-
vided with speed change lanes i.e. acceleration lane at entrance ter-
minal and deceleration lane at exit terminal, The speed change
lanes should be carefully sited to ensure that they are not hidden
from thc view of approaching traffic by horizontal or vertical
curves.

5.2,2. Entrance terminal The entrance terminal should

provide for sufficient length of acceleration lane to enable a driver
to increase his speed from that on the turning ramp road-way to
that of the operation speed of the high way as also to provide
manoeuvring space so that the driver can watch and take advan-
tage of an opening in the adjacent stream of through traffic and
10
<<
 iRC 92~4985

move laterally into it~At the end of the acceleration lane, it is

tillporta at dint there should be no kerb or other obstr uction
~sherb nlleht he dangerous ft~ra driver unebble to merge with the
traffic stream on thc near side lane within the length of the accele~
F CLtIOO lane.

Acceleration lanes are designed in two general forms,

namely, the direct taper type and the paralld type. The taper
type works on the prineiphe of direct entry at a flat angle and
part of the lane is separated from the through pavement of the
hrghway~Though this form is gene rally preferred by the vehicles1
it reruires more space with the turning curve located farther
away from the edge of the main highway. The parallel type has
an additional lane built on the highway itse~F fbr speed change
purposes. Both types wil I operate satisfactorily if designed pro-
pe ny, though the direct taper type will be appropriate for most
cases,

The length of acceleration lane is governed by the difference

between the running speeds of the entrance curve of the ramp
and of the highway. The minimum and desirable lengths of
acceleration lane are given in Tabk 3. These lengths are particularly
iafluencr dl by gradient. On down gradient, the length given in
Table 3 may be reduced to (l-O~O8G)times and on up gradient
increased to (I +O,i2G) times, where 0 is the gradient expressed
as a percentage.

TABLE 3, LENGTH OF SPEED-CHANGE LANES

Aeceleralion lane 250

Deceleration lane 120 90

5.2~3. Exit termina’ The exit terminal should be provi-

ded with sufficient length of deceleration lane to enable vehicles
leaving the highway at high speeds to reduce their speeds to nego-
tiate the turning curve on the exit rarnp~ Similar to acceleration
lane, deceleration lane can be of two forms, namely, direct taper
type and parallel type~ Recommended minim urn and desirable
lengths of deceleration iane are also indicated in ‘Fable 3~Where the
ii
<<
IRC 92-1985

lanes are in up gradient1 their length may be red uced to (I —0,030)

times and while on down gradient increased to (i + 0.060) times
the values given in the Table 3, where 0 is the gradient expressed
as a percentage.
Typical designs for exit terminal provided with deceleration
lane are also shown in Fig. 3. It may be noted that the nose
scparat~ng the through lane from the turning lane is off—set from
the edge of the through lane by 2 m to enable an errant vehicle
which has inadvertently left the through lane to return with
minimum disruption to through traffic, It is also important that
the ~Core” area formed by the edges of the through and the turn-
ing lanes immediately beyond the point of divergence should be,,
kept free of all hazardous obstructions so as to provide a clear
recovery area for out of control vehicles,

5.3. Weaving Sections

‘Weaving manoeuvres take place at interchanges wise re succes-
sive entry and exit terminals are located near to each other as in
a cloverleaf design~ The capacity of the weaving sections which
depends on the length, the number of weaving lanes and the
proportion of weaving traffic should be adequate enough for per-
lbrming the weaving manoeuvre without appreciable loss in speed.
The recommended desirable and minimum lengths of weavinj
sections are 300 m and 200 m respectively.
5.4. Clearance
5,4.1. lateral clearance For underpass roadways’, desir-
ably the full roadway width at the approaches should be carried
through the underpass. This implies that the minimum lateral
clearance (i.e. the distance between the extreme edge of the carri-
ageway and the face of nearest support, whether solid abutment
‘pier or column) should equal the normal shoulder width, For more
details on clearances, reference may be made to 1RC 54-1974
“Lateral and Vertical Clearance at ‘Underpasses for Vehicular
i’ra ffic”.
For overpass structures, the clearances are not that critical
as in the case of underpasses since the drivers do not gene rally get
the feeling of constriction. A cross-section with 225 mm wide
k’erh and open-type parapet will generally be suitable for most
cases.
5.4.2. Vertical clearance Vertical clearance at underpass
should be minimum 5.5 m in urban areas, after snaking allowance
for any future raising/strengthening of the underpass roadway.
12
<<
 IRC 92-i985
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‘.3
IRC 92-1985

6. DESIGN OF mi’rERCHANGES

6.1. Selection of interchange Type

6.1 .1. Selection of the most appropriate type of interchange
fur the pm evailing conditiuns is an important step in de~iin. The
spe~’i’hc form or type of interchange ~vilI depend on the physical
conditions of the site such as topography, available right-of-way,
land-use and developments alongside the intersecting roads,
expected volumes of through and turning traffic including their
composition, orientation of’ the intersecting highways, etc.

6.1.2. At an interchange, not all the traffic streams need he

grade separated in most of the cases. A study of the desi~npeak
hour traffic on all the arms and the directional distribution will
clearly bring out the major conflict points and the traffic, strea ins
which should be grade separated to provide for free flow condi-
tions and satisfy the capacity requirements. For design traffic pro-
jection, a horizon of 20 years may be adopted. For directional
distribution of traffic in the design yenr, unless the factors expected
to change the pattern are known, a distribution similar to the one
derived from the current traffic surveys may he adopted. From
the traffic data, design peak hour traffic flow diagram should he
prepared, a sample of which is shown in, Fig- 4 (a). Once a
particular type of interchange is chosen for preliminary design, a
traffic distribution diagram should be prepared for facilitating the
design of the individual components. A. diagram for a typical
dia niond interchange is shown in, Fig. 4 (b) for illustration. For
sin’ phcity, this diagram shows only the fast traffic in terms of
pcu’s. Similar d iaprnm should be prepared for slow traffic for
checking the adequacy of design. For converting fast vehicles into
pcu’s, the ibliowing equivalency factors may be adopted
Vehicle type Eqalvafem’y factor
1. Passenger car, tempo, auto—rickshaw, or
agricultural tractor I 0
2. Cycle, motor cycle as scooter 0,5
3, Truck, bus or agricul ural tract or—trailer
unit 3,0
6.1.3. Study of the physical conditions of the site should in-
clude:
(i~The topngraph~r‘-— this wilt bring out the roadway that can he made
to Ilyover or run in a subway as also the pa~tern and porsi hi e locat-
ion at the ramps for maximum economy.
(ii) Locat/on, alignment and design jiiarares of the Intersecting
highways.— this u ill help to identify or diuinguish the major highway

<< 14
 IRC 921985

I $ CAST
NAME S LIJflYION
~‘ $L0’a
OP INTEnSECT1GN
TI~ TOTAL CAST
Ifli souP
till tOTAt SLOW
DiTE t

VP

NOTE
AL:L THE TCAfl~C flOUNO
AWE IN NIJMIfl or
YE N’CLI $

NOTE
ALL TAAFFIC FIGLmES ~nr
IN T5NM$ Of FAST PCU~

J1flj_Lli!!sjaSTfl1uvT OW S22&!S!t$O?&SLA.!9!tt.JflCIIANOE

Fig. 4. Traffic. flow diagrams

15
<<
11W 92-1985

where free flow type ramp terminals may be necessary. On a high-

way with frequent at—grade intersect ions, Ihe ramp terntin ats should
also be at-grade. Similarly, terminals on highways carrying more
than 10 per cent slow traffic (i.e. carts, bicycles, etc.) should be at-
grade.
(iii) Roadside developments, the design should be conducive to provide
access to roadside properties and connection to existing access roads.
This may call for construction of frontage road or cotlector roads
with connection to the highway at appropriate points.
(iv) Practicability of inairrtaielng traffic during con.rtrurtiorr this is i nt
protant where t he intersecting roads are etsist ing roads. When the
fly—over structure is under construction, it should be possible to pr
vide lhr at-grade connections to all traffic movements,
(v) Fit’ ribilit w far future adjll rtinent and stage devrioptnent this should
include a study of the design vis-a—vis the ptanned developments in
the adjoining area, augmenta t ion or services and ci her improve
ment 5,
6.1.4. Based on a study of the traffic data (para 6.1.2.) in
cotijttnctiort with the c.onstderations given in para 6.13 and the
operational characteristics of the different types of interchanges
explained in para 4, study sketchcs for a. number of interchange
designs which are sttitable to meet the traffic needs and are practi-
cable for the site conditions should be prepared. These should he
examined and short I isted for preparing prelitiiina ry plan and pro-
file, While doing so, the following principles shoe Id be kcpt in
vie sv:
(i) Adoptability and attainability in the particular situation.
lii) Impact on access to adjoining properties becat.tse of’
the provision of the interchange,
(iii) Relative operational features and capacity potentials.
(iv) Flexibility for future adjustment and espansion,
The design selected at this stage should he further evaluated
i’rtr initial constrttction cost and cost of vehicle operation and the
best among the alternatives selected for final design.

6.2. Decision as to which Road sbonld Fly-over

62.1. The following factors should be kept in view wl’tile
deciding on the. road to fly-over the other road:
(i) A design that best fits the existing topography will be the most plea-
sing and economical to construct and maintain, and this becomes
the first consideration in the choice of the road to be elevated.
(ut Where turning tratlic is significant, the ramp profiles are best fitted
when the major road is at the lower level. The ramp grades assist
turning vehicles to decelerate as they leave the major highway and to
accelerate as they approach it.

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 1RC 92-!98~
(iii As far as possible, the gradeline of the maji:ir highway should not
be unduly disturbed, Where the widths of the roads are greatly
different, the quantity of earthwork for the approaches makes
this arrangement more economical,
(iv) Troublesome drainage problems may be sulliclent reason in some
cases for choosing to carry the major highway (nrc r the m in a r t:iad
lv) Where new ldghway crosses an eidsting route carrying a large
volume of traffic, over~crossingby the new highssay wit cause the
least disturbance to the existing route.

6.3. Location of Ramp Terminak

6.3.1. The ramp terminals should he located sufficiently
away from the grade separation structure so that vehicles entering
or leaving the highway have sufficient visibility distance for pe r~
forming the turning manoeuvres with safety.

6.3.2. At-grade ramp terminals, as on the minor road in the

case of diamond design, should he located at a distance equal to
atleast the safe stopping sight distance corresponding to the design
speed of that road.
6.3.3. As regards the free tiow type ramp terminals, the dis-
tance between the structure and the nose of the exit terminal on
the far side of the structure should at least be 75 at lbr exit drivers
to have a good view of the terminals and leave the through
lanes without undue hindrance to the through traffic, The corr-
esponding distance for far side entrance terminals should he at—
least 150 m to enable entrance drivers in having a clear view well
back on the through road ahead or to their right. :Hotvever, for
terminals on the near side of the structure, this separation distance
is not critical for entrance drivers since their view back along the
highway is not affected by the structure. Such terminals could he
located at a distance equal to the acceleration lane, and where
this is not possible, at a distance of at least 15 m with the accelera-
tion lane continuing through or over the structure.

6.4. Lane Balance

The basic number of lanes should be uniform for a substan-
tial length of the highway. The basic number of lanes to he used
on the highway and the minmum number of lanes required for
ramps are determined by a capacity analysis of the design traffic
volumes. To realise efficient traffic operation through and beyond
the interchange, there should be a balance in number of traffic
lanes required on the highway and on the ramps. Ifadditional
traffic lanes are needed on the highnay to maintain lane balance
with the ramp, it should be accomplished by adding auxiliary

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lRC~a2-:l9S.i

In nes rather than changing basic number of lanes. Lane balance

should be checked on the basis of the. following principles:
(if 1 he number of lanes beyond merging of two traffic streams should
not be less than the turn ot all traffic lanes on tite merging, minus one.
(ii) in eontunct ion with the two4a ne entra nec, the highway he yer net t he
ramp entrance should be at least one lane wider than the highway
approaching the entrance.
(iii) In conjunct ion with two~tane exit, the number of lanes on the
highway should be reduced by one lane downstream front the ramp
exit,
(iv) Highway carriagevay should be red uced by not more than tine t rattic
lane at a time.
(s) For cloverleaf designs where an exit ramp closely follows an entrance
cam p. it will be preferable to combine t he speed—change lanes of
these terminals tnto a full~widthauxittary lane,

6.5. Prosisions for Slow ‘[raffle

6.5,1. interchanges are essentially intended for highways
carrying. fast moving traffic. Slow irtoving traffic like, carts and
bicycles if present in appreciable numbers *iil cause serious
obstruction to the free operation, particularly at the free—t’low type
ramp terminals. For example, the purpose of long acceleration
lane will he completely lost even if one slow vehicle conies in the
way if fast vehicles at the ramp terminal, Another major
problem is the tendency on the part of the slow vehicles in not
its ing detours in the form of indirect connections like loops and
in finding shorter routes by cutting across the medians or in moving
in the wrong direction, all leading to confusic,in and hazardous
situation, Where slow traffic present in any of the intersecting
highways is more than about i 0 per cent, the classical forms of
interchange designs will require modifications, particularly in
respect of the following
(t) Designs involving loops should he avoided as far as possible. Rotary
or diamond type ititerchange with parallel ramp.s will he more
appropriate.
Ii o The accetera lion and dcccl era t ion lanes witt serve more for proi iding
nianoeuvring space than for their intended purpose. 1 heir lengths
recommended in pa~a 4 could therefore he reduced by 25 per cent
without much loss in efficiency,
(iitt irrespective of traffic volume, it wilt he preferable to have a
carriageway width of at least 5~5rn for the ramps so as to facilitase
easy overtaking of the slow traffic hy the faster ones,
(iv) As it is desirable to ban the movement of slow traffic on the elevated
major road, the slow traffic can be permit ted on the. roads on either
side of the bridge and across the minor road at appropriate places
with stgnat control as shown in, Fig. 5,

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 IRC 92~1985
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IRC 92-1985
6,5.2. A typical design for an interchange in urban area
having provisions for slow traffic is illustrated in, Fig. 5,
6,6. Signing of Interchanges
6.6,1, The signs on the interchanges should serve the
fbI lo tv i ng fti n ct ions
(i) i’hese should furnish advance notice of the approach to the
interchange,
(ut These should direct drivers into appropriate lanes welt in advance
of diverging or merging movements,
(iii) ‘These should identify routes and directions on these routes,
(iv) These should show distances to destinations.

(v) These should provide other information of importance to the driver

6.6,2, The size and lettering ofinterchange signs should

correspond to the type of highway on which the interchange is
situated. However, the letters, numerals, symbols and borders
should he reile.ctorised for better visibility,
6,6.3. The signing plan showing the type and location of the
different signs should he prepared simultaneously with the design
of the interchnng..e~,

6.7. 1..~andscapeDevelopment
6.7, I. An interchange in an urban area is an integral part
of the city strucuture and aesthetically it must he treated as such.
The retaining walls and aM other large and exposed concrete mass
should be suita.bly softened. Perspective drawings, including
scale rnodei,s must be prepared so that best arrangements for
landscaping could be developed,

6~7.2. For more. information on landscaping of highways,

reference may he made to IRC Special Publication : 21 ‘Manual
on Landscaping of Roads’.

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