Serbian Road Design Manual: 5. Functional Road Elements and Surfaces

REPUBLIC OF SERBIA
TRANSPORT REHABILITATION PROJECT
SERBIAN ROAD DESIGN MANUAL
5. FUNCTIONAL ROAD ELEMENTS AND

SURFACES
5.2 INTERCHANGES AND JUNCTIONS
BELGRADE, 2012
Publisher: Public Enterprise Roads of Serbia, Bulevar kralja Aleksandra 282, Belgrade
Edition:
No. Date Description of amendments

1 30.04.2012 First edition
Serbian Road Design Manual Interchanges and junctions
CONTENTS
5.2.1 INTRODUCTION ........................................................................................................... 1

5.2.1.1 AREA OF APPLICATION .............................................................................................. 1
5.2.1.2 KEY TERMS .................................................................................................................. 1
5.2.2 BASIC GUIDELINES FOR DESIGN OF JUNCTIONS AND INTERCHANGES .......... 4
5.2.2.1 GENERAL ...................................................................................................................... 4
5.2.2.2 TRAFFIC SAFETY......................................................................................................... 4
5.2.2.3 TRAFFIC FLOW-RATE.................................................................................................. 4
5.2.2.4 TRAFFIC ECONOMY .................................................................................................... 5
5.2.2.5 TRAFFIC MANAGEMENT (WITH TRAFFIC EQUIPMENT) ......................................... 5
5.2.3 BASIC PARAMETERS.................................................................................................. 5
5.2.3.1 INPUT DATA.................................................................................................................. 5
5.2.3.2 ESTABLISHMENT OF PRIMARY ROAD ...................................................................... 5
5.2.3.3 DESIGN SPEED IN THE INTERCHANGE.................................................................... 5
5.2.3.4 DISTANCES BETWEEN JUNCTIONS AND INTERCHANGES ................................... 6
5.2.3.5 POSITION OF A JUNCTION OR INTERCHANGE WITH REGARD TO THE PRIMARY
ROAD ............................................................................................................................. 7
5.2.4 SYSTEMS OF JUNCTIONS AND INTERCHANGES ................................................... 7
5.2.4.1 BASIS FOR SELECTION OF JUNCTION AND INTERCHANGE SYSTEM ................. 7
5.2.4.2 RAMP TYPES................................................................................................................ 8
5.2.4.3 JUNCTIONS AND INTERCHANGES ............................................................................ 8
5.2.5 JUNCTIONS ................................................................................................................ 13
5.2.5.1 THREE-LEG JUNCTIONS........................................................................................... 13
5.2.5.2 FOUR-LEG JUNCTIONS............................................................................................. 14
5.2.6 DIMENSIONING AND SHAPING ................................................................................ 15
5.2.6.1 GENERAL .................................................................................................................... 15
5.2.6.2 RAMPS ........................................................................................................................ 16
5.2.6.3 EXITS........................................................................................................................... 21
5.2.6.4 ENTRIES ..................................................................................................................... 27
5.2.6.5 INTERWEAVING LANES ............................................................................................ 32
5.2.6.6 POINTS OF ACCESS OF RAMPS TO MINOR ROADS............................................. 32
5.2.6.7 SIGHT DISTANCES .................................................................................................... 35
5.2.6.8 JUNCTIONS ON TWO-LANE ROADS ........................................................................ 37
5.2.7 EQUIPMENT................................................................................................................ 38
5.2.7.1 PRINCIPLES................................................................................................................ 38
5.2.7.2 SIGNS FOR TRAFFIC STEERING ............................................................................. 38
5.2.7.3 LIGHTING OF JUNCTIONS AND INTERCHANGES.................................................. 38
5.2.7.4 LANDSCAPING OF JUNCTIONS AND INTERCHANGES ......................................... 38
5.2.7.5 DRAINAGE OF JUNCTIONS AND INTERCHANGES ................................................ 38
PE Roads of Serbia i
partly due to the cost-efficiency, but primarily

due to their function of connecting and
5.2.1 INTRODUCTION splitting of the traffic flows. Namely, it is
justified to calm the traffic conditions and to
achieve a greater homogeneity of the traffic
Interchanges and junctions are used at
flow allowing drivers to carry out the required
intersection of roads of the same or different
traffic operations in a safer manner.
category, where it is impossible to execute
grade intersections due to the category of
roads connection into a network or due to the 5.2.1.1 Area of application
size of traffic flows.
The Manual is applicable to both newly
Junctions and interchanges are: pavements constructed structures and to reconstruction
of roads running through intersections, of junctions and interchanges at the
inbound and outbound points and connecting connection of two motorways or expressways
ramps (hereinafter referred to only as: that are, by the rule, executed with separated
ramps). As due to execution of alignments pavement lanes. Furthermore, they are used
and grade levels of ramps junctions and in all junctions of motorways and
road-forks mostly extend at larger areas and expressways with lower category roads.
in at least two height levels, they are never
st
completely visible for drivers; thus, the entire As to other roads: main roads of 1 category,
structure of a junction or of an interchange urban expressways and other roads, this
becomes unimportant for both traffic flow and Manual is applied where required due to the
traffic safety. traffic load, safety or other reasons. In such
cases individual elements have to be
However, areas of entries, exits, and adjusted to their purpose and need. As a
interweaving, as well as partly the ramps of rule, lower or the lowest values indicated in
junctions and interchanges are special areas the individual chapters of this Manual are
for drivers that require specific driving selected, or such examples are separately
techniques and a great drivers’ attention. denoted.
That is why this Manual specifies and unifies
these areas and only broadly indicates the To allow an easier decision, Table 1 presents
rules for their integration into junctions or the guidelines for application of interchanges
interchanges, as each interchange or junction and junctions.
represents a unique structure that depends
on a number of particularities related to the
location. 5.2.1.2 Key terms
The ramps themselves are by the rule Meaning of key terms is presented in Fig.
executed with reduced elements in 5.2.1.
comparison to the roads on open routes,
PE Roads of Serbia 1
Interchanges and junctions Serbian Road Design Manual
Table 5.2.1: Traffic and vehicular-technical characteristics of roads
Road Technical Characteristic qualities for planning and utilisation of roads

category: group
Traffic type Vdov Vpot Pavement Intersections2 Possible design speed 3,4
1 2 3 4 5 6 7 8
Out of settlements
1 A motor 130 80-100 Separated grade- 130 120 110 100

directions4 separated
2 A motor 90 60-80 two-way grade- 90 80

separated
3 A motor 110 70-90 separated grade- 110 100 90 80

directions separated
4 B mixed 90 50-70 two-way grade wid. 90 80 70 60
5 B mixed 90 60-80 separated grade wid. 90 80 70 60

directions
6 B mixed 90 50-70 two-way grade wid. 90 80 70 60 50 40
7 B, C tourist 70 Specif. two-way grade equ. 70 60 50 40 30
8 B mixed 70 40-60 two-way grade equ. 70 60 50 40 30
9 C local 50 - two-way grade min. 60 50 40 30
10 D access 50 - two-way grade without not specified
In settlements
11 A motor 100 60-90 separated grade- 100 90 80

directions separated
12 A motor 90 50-70 two-way grade- 90 80 70 60

separated
13 B motor 80 50-60 separated grade wid. 80 70 60

directions
14 B mixed 70 40-50 two-way grade wid. 70 60 50 40
15 C mixed 50 - two-way grade equ. 50 40 30
16 D mixed 50 - two-way grade min. not specified
17 D local 30 - two-way grade without not specified
18 D local at a - - - not specified

walking
pace
Legend:
1
to be selected in view of the distances between centres of traffic potential (the greater the
distance, the higher the vpot)
2
wid. (widening in intersections), equ. (complete traffic equipment), min. (minimum traffic
equipment),
without (without traffic equipment – traffic sign only)
3
to be selected in view of spatial conditions and continuity
4
lower Vzasn to be selected only where the environmental impacts undoubtedly affect the driver,
and the speed limitation is to be marked with an additional board "At rain"
2 PE Roads of Serbia
PE Roads of Serbia
Serbian Road Design Manual
INDIRECT
CONNECTING
DIRECT
CONNECTING RAMP INTERWEAVING
AREA
OVERTAKING LANE
LANES
CENTRAL RESERVE
PARALLEL RAMP
Figure 5.2.1: Basic terms

INTERWEAVING
MEDIAN RAMP
EMERGENCY LANE
DECELERATION ACCELERATION
TRAFFIC LANE LOOP
LANE LANE
SEMI-DIRECT
SECONDARY DIRECTION
CONNECTING RAMP
Interchanges and junctions
3
5.2.2 BASIC GUIDELINES FOR DESIGN split, joined, or intertwined. Selection of

OF JUNCTIONS AND the system of a junction or interchange is
INTERCHANGES of secondary importance.
Correct and primarily timely reaction of

5.2.2.1 General drivers can be achieved only by a proper and
timely announcement of such elements by
Junctions and interchanges must be so introducing an integrated traffic signalling.
executed as to meet the following basic Considering the foreseen speeds and the
requirements: speed changes, the design must also ensure
- Adjustment of traffic junction to the sufficient distances between individual
categories of roads in the network in order elements. It is necessary to emphasize here
to achieve uniform driving conditions and that transition from smaller elements into
all traffic operations on longer sections; larger ones requires smaller mutual distances
- Ensuring of traffic safety of all operations than otherwise. The minimum elements
before, at, and after a road junction; enabling the minimum speeds must be
- Traffic flow of individual junction or preliminarily announced by the laying out
interchange elements, as well as the total method, although aesthetics of individual
flow of the entire junction or interchange constituent elements might be thus affected.
must correspond to the traffic flow of the Such executions are indispensable to
intersecting roads; achieve comprehensibility, and can only be
- In ensuring the required safety and flow- supplemented by the traffic equipment.
capacity of an interchange, economic - The sight distance of a junction or an
justification of the junction or the interchange can be achieved by sufficient
interchange must be achieved. distances for a safe and continuous
change of the speed required between
5.2.2.2 Traffic safety individual elements. Of course, all
geometrical modifications of a junction
A junction or interchange can be considered such as primarily: reduction of the number
as traffic safe when its essential elements are of traffic lanes and splitter islands must be
timely identifiable and comprehensible, thus clearly marked. In addition, it is of utmost
becoming passable without difficulties or importance that the pavement is well
dilemmas in view of driving correctness and drained in all the areas where a change of
safety. speed is foreseen.
Due to a high level of services offered by Generally, in junctions exits must be located
motorways, and due to high speeds and before entries. Interweaving operations
evermore increasing traffic density, the should preferably be foreseen at median
conditions indicated above are of extreme ramps than on the road running through a
importance. Generally, those conditions are junction. It is also reasonable to increase or
fulfilled in the following ways: decrease the traffic lane number, depending
- Identification of a junction or an on the anticipated traffic loading.
interchange is achieved by their repeated
marking with distinctive and timely placed As traffic forecasts are often uncertain,
traffic signs; The points where traffic flows particularly concerning the turning traffic
get separated or connected must be flows, this must be considered when
explicitly and clearly marked primarily by designing junctions, by providing a possibility
conducting individual elements; Moreover, of executing additional lanes at least for
they shall be additionally marked with turning flows.
directional boards and road markings;
- Visibility of a junction or an interchange is Junctions and interchanges must be so
ensured if the individual elements of great designed as to balance the traffic and traffic-
traffic importance are provided with safety effects with the construction costs.
sufficient sight distance and visibility field
(view of the situation on other parts
5.2.2.3 Traffic flow-rate
approaching the element foreseen for a
traffic operation); As the traffic flow-rate of junctions and
- Comprehensibility of a junction or an interchanges has not yet been completely
interchange is achieved by a standardized investigated, approximate critical values can
execution of individual elements of an be indicated for individual elements only;
interchange where several traffic flows are these values also depend on the entire traffic
happening, traffic habits, and traffic minimum distance up to the next junction or
anticipations in a broader area (in our case, interchange, and has an essential influence
in the territory of the entire country). over the selection of the system of junctions
or interchanges. Therefore, the possibility of
Therefore, in this as well as in the placing signpost boards must already be
subsequent chapters where graphs for the considered at the conception stage of both
traffic dimensioning of individual elements classification and selection of junctions and
are presented, lower values should be interchanges.
assumed i.e. it is required, if feasible in view
of the given values, to increase dimensions
of the individual elements by one degree. 5.2.3 BASIC PARAMETERS
Traffic flow-rate (at D service level) per one

5.2.3.1 Input data
traffic lane is 1,800 vehicles per hour. When
this value is attained or even exceeded, The following information and bases are
conflict situations or complete jams will occur required to design a junction or interchange:
at exits, entries, and places of interweaving. - information on actual and forecast
properties of intersecting roads within a
For each conception of a junction or network;
interchange and prior to commencement of a - information on actual and forecast
more detailed design, a traffic analysis based function of a junction or a road-fork within
on a professionally recognised methodology a network;
should be worked out. - information on actual and forecast traffic
flows, both in total and by individual
5.2.2.4 Traffic economy foreseen directions at a junction, including
the traffic structure, and the information
Due to spatial restrictions, distances between on peak traffic loading;
junctions and economic reasons, it is not - information on location of a junction or a
feasible to require the same elements for a road-fork such as: topography, urbanism,
junction ramp as for an open road. By geological and soil-mechanical properties
introducing smaller elements the traffic flow- of the ground, water streams and ground
rate is generally not impaired, whilst the waters, present and foreseen use of land,
traffic safety is even improved. underground and above ground public
utilities, natural and cultural heritage,
possible special requirements with
5.2.2.5 Traffic management (with traffic respect to the traffic management during
equipment) construction, access to the land, etc.
The evermore increasing traffic volumes and

speeds have a substantial influence over 5.2.3.2 Establishment of primary road
correct traffic management. Traffic boards
and signpost panels play the most important The establishment of a primary road at an
role in announcing a change of driving mode, interchange depends on the following:
and in timely notification of drivers that they - position of the junction or the interchange
are approaching the area where they or other in the network;
drivers in the particular traffic flow, are going - ranking of the intersecting roads;
to change the driving mode. - traffic loading;
- turning traffic flows.
The following traffic safety elements In case of junctions of two motorways, the
substantially depend on correct traffic primary motorway is the one of a higher
management: identification, visibility and category in the network.
comprehensibility of the junctions and road-
forks. When turning traffic flows predominate at a
certain junction, the course of primary roads
Boards serving to direct the traffic must be running through the junction is adapted to
harmonized with other traffic equipment such flows only in exceptional cases.
elements.
5.2.3.3 Design speed in the interchange
The possibility of a correct placing of boards
intended for directing of the traffic (before Generally, primary roads in a junction must
and at junctions and forks) determines the have the same elements as outside the
junction, thus enabling the same speeds. In and 5 presented in Fig. 2 are designed, full
certain cases it is also possible to reduce the junctions to the primary road are abandoned.
speed, if so required for traffic safety reasons These connections must be compensated by
due to highly loaded exits, entries, and parallel roads.
interweaving zones.
If L<L minimum admissible
For determination of ramp elements at the
ramps of junctions, the lowest design speeds
will be assumed. To achieve the same driving
conditions at different junctions, the speeds
indicated in figures and tables in the
subsequent chapters of these SRDM will be Then:
assumed for the individual types of ramps.
Entries from intersecting roads to the ramps

will be so executed as to make the drivers 1. Change of ramp orientation
clear that the driving conditions will change.
Such construction execution should be
accentuated by designating the speed
admissible at the ramps.
2. Additional ramp for interweaving

5.2.3.4 Distances between junctions and
interchanges
The planned road network specifies the

distance between individual junctions and
interchanges depending on individual primary 3 Median ramp
and slip roads of a broader area.
The minimum distance between the junctions

or interchanges results from the possibility of
placing signs to direct the traffic, and from the
4. Intersecting ramp
desired or still admissible traffic flow quality
between two junctions.
Minimum distances between two junctions

which still do not affect the rules for placing 5. Extended ramp
signs to direct the traffic and the traffic
quality, are indicated in Table 2, columns 1
Figure 5.2.2: Auxiliary solutions for L<Lminimum
and 2. The distances indicated in the table
admissible
represent the distances between the entry
and exit islands of two consecutive junctions
or interchanges. If the distances indicated in
columns 1 and 2 cannot be executed in
certain exceptional cases, the value stated in
the column 3 may exceptionally be assumed,
however between maximum two adjoining
junctions or interchanges.
In case that even this minimum distance

cannot be realized, then the two adjoining
junctions or interchanges influence one
another in view of both traffic course and
traffic arrangement. If such an interaction can
be afforded, and there are no other possible
solutions (elimination of one junction and
parallel connection of roads), it is possible to
introduce one of the systems shown in Fig. 2.
Use of a special ramp for interweaving
requires, by the rule, specifically shaped and
placed boards to direct the traffic. If shapes 4
- Ascending exits and declining entries are

Table 5.2.2: Minimum distances between favourable with regard to the driving
junctions and road-forks dynamics and sight distance. However,
attention should be paid to ensuring the
Recommended minimum Minimum sight distance on the secondary road of
distance (m) admissible
Ranking of distance the junction.
junction or heavy less loaded with only - In areas where a primary road crosses
road-fork loaded section one over a valley in high fills or on a viaduct,
section announcing the junction position is unfavourable. In
board (m)
such cases it is most reasonable to place
1 2 3
an access road onto the brink of the
fork of two 2700+Lu+LI 2700+Lu+LI 600+Lu+LI valley.
motorways *) *) **)
600+Lu+LI 5.2.3.5.4 Maintenance of junctions and
Junction 2200+Lu+LI 1700+Lu+LI
interchanges
*)Lu – deceleration lane length Maintenance of junctions and interchanges is
Li – acceleration lane length practically identical with the maintenance of
**) Feasible with traffic boards on portals only intersecting roads. The only additional
problem is access for maintenance vehicles.
Access to individual ramps and to the
5.2.3.5 Position of a junction or surfaces within the connecting ramps should
interchange with regard to the be so designed as to make the traffic in the
primary road opposite direction on one-way ramps
impossible. Junctions of access roads should
5.2.3.5.1 General be executed at clearly visible locations, and
the access to non-service vehicles must be
In the junction area, the minimum elements prevented.
allowed for the open route must not be
adopted for the primary road.
5.2.4 SYSTEMS OF JUNCTIONS AND
To ensure basic principles of design of INTERCHANGES
junctions from Item 2, the following must be
considered in particular:
5.2.4.1 Basis for selection of junction and
5.2.3.5.2 Alignment interchange system
- Entries and exits should be situated on In addition to basic guidelines and

the stretched parts of the road; parameters of junctions and road-forks
- Entries should be located in sharp right indicated in Items 2 and 3, the following
curves due to unfavourable conditions should be also taken into consideration when
(backward view in the side mirror); selecting the system of a junction or road-
- If an exit from the left curve cannot be fork:
avoided, the primary road course must be - Roads that intersect or connect at a
accentuated. The exit ramp must junction must be designed with regard to
therefore be executed with a their ranking within the road network.
distinguishable right curve, and in no way - Both exits and entries must always be
tangentially to the primary road left curve. foreseen on the right side of the inbound
roads. Exceptions are admissible between
5.2.3.5.3 Grade level ramps within junctions, and in urban roads
and expressways.
- A good sight distance can be achieved by - For prevailing turning traffic flows at an
placing the key points of a junction or interchange, it is necessary to execute
interchange in a concave position. more favourable ramps for the selected
- Longitudinal falls of intersecting roads type of junction. It is important to take into
should be as small as possible, however account possible seasonal (daily, monthly
not smaller than required for effective or annual) traffic flows.
drainage. Both traffic flow-rate and safety - On intersecting roads, exits from these
are getting worse by increasing the fall at roads must be situated before entries to
the junction. If the down-grade is those roads.
substantial, difficulties with the grade level - As a rule, all traffic flows leaving a road
of ramps occur in individual quadrants of and entering a junction must run together
the junction. from that road into the junction. It is
difficult to clearly mark several successive

exits, and the traffic flow-rate is also
generally poor. Between more successive
exits, between the ramps within
interchanges, at least the minimum
required distances should be foreseen.
- As a rule, all the traffic flows entering a
junction must generally be connected, and
jointly conducted to the entry of a non-
intersecting road. Exceptionally, several Direct ramp
successive entries may be designed, if
the median ramp is overloaded, or in
cases when connecting within a junction
requires special and expensive measures.
- As a rule, in case of joining of ramps, or
ramps and median ramps, the total
number of lanes can be reduced by one
lane only. Deviations from this rule are
allowed only in exceptional cases with
accentuated care on execution and
Semi-direct ramp
marking of such joining.
- The execution of directing signs before
and at a junction can essentially affect the
selection of the type of such junction.
Therefore, the systems of placing these
traffic signs must be verified in due time,
and, if required, the junction must be
adapted already at an early design stage.
5.2.4.2 Ramp types
The following three possibilities of conducting Indirect ramp

ramps at a junction or interchange are
available (refer to Figures 5.2.3 and 5.2.25):
Figure 5.2.3: Types of ramps of junctions and
- Direct ramp;
road-forks
- Semi-direct ramp;
- Indirect ramp.
The identification ability, a fluent course of
the ramp alignment, and the traffic flow-rate
are best at direct ramps and the worst at
indirect ones.
5.2.4.3 Junctions and interchanges
5.2.4.3.1 General
Junctions and interchanges are used to join

two roads of the same or similar rank, or of
approximately the same traffic loading types
(e.g. two motorways, a motorway and an
st
expressway, a motorway and a 1 category
main road with heavy traffic loading).
Several basic types of junctions and

interchanges are known. They differ mostly in
conduction of ramps. Reasonable variations
of the basic types with regard to local
conditions or traffic flows are admissible.
However, attention must be paid to an
appropriate traffic management and
orientation by suitable traffic equipment, so

that the drivers are timely acquainted with the
modified driving conditions. To achieve such
goals, correct executions of specific parts of
a junction or interchange are much more
important than the type of a junction or
interchange itself.
5.2.4.3.2 Three-leg junctions and

interchanges
5.2.4.3.2.1 Trumpet
Considering the space consumption and Figure 5.2.4: Left trumpet

investment costs, a trumpet is the most
favourable type of three-leg junctions (the
minimum consumption of space, one
structure only).
Its weak point is an inner indirect ramp

generally executed with the smallest element
thus implying a substantial speed change
which negatively affects the identification
ability, traffic flow-rate, and traffic safety.
Such inner indirect ramp also determines the
size of this type of the junction.
Therefore, a trumpet is designed as a

junction only in cases where the scope of the
traffic flows in the A-C and B-C directions Figure 5.2.5: Right trumpet
significantly differs. This means that traffic
flows are very intensive in one of these
directions, whilst essentially weaker in the Variation of a trumpet is a bulb type which
other direction. A trumpet is orientated with requires more space, but improves driving
regard to the intensity of the predominating conditions along the inner ramp. Such
traffic flows, and thus we have left and right junction type also requires two structures.
execution of trumpets (Figures 5.2.4 and Two alternatives of bulb junctions can be
5.2.5). distinguished: preferential direction B-C (Fig.
5.2.6) and preferential direction C-A (Fig.
For a timely announcement of an inner 5.2.7).
indirect ramp it is very favourable to foresee
a relatively smaller pre-curvature at the leg C,
so that vehicles already partly reduce their
speed at this location.
The outer ramp embracing the inner indirect

ramp is best designed as a tricentric curve,
which only touches the inner ramp. In this
way more favourable elements can be
achieved, and sufficient speeds ensured.
Figure 5.2.6: Bulb with preferential direction

B-C
5.2.4.3.2.3 Fork
A fork is a specific triangle type, where, for

some reason such as subordination of traffic
flows, local particularities, etc., one turning
direction is excluded. From a specific point of
view, the missing directions can also be
substituted out of the area of such junction
(Fig. 5.2.10).
Figure 5.2.7: Bulb with preferential direction

A-C
5.2.4.3.2.2 Triangle
At a triangle all left turnings are directed by

semi-direct ramps. This type requires three
Figure 5.2.10: Fork
structures (Fig. 5.2.8) or a single two-storey
structure (Fig. 5.2.9).
5.2.4.3.3 Four-leg junctions and
It is possible to execute a triangle with interchanges
elements of any size allowing high
(unabated) speeds. However, the application 5.2.4.3.3.1 Cloverleaf
of ramps is not recommended for speeds of
V≥80km/h, as exits must be executed for At a junction or interchange of a cloverleaf
major elements as well. At these exits the type (Fig. 11), all the left turnings are
vehicle speed should not be too high, since conducted via indirect ramps. A single
an exit with acceleration lane to equalize the structure is required, the ramps are relatively
speed is a standard system for all the short, the identification capability and
junctions and interchanges. comprehensibility of the junction are simple,
and the space consumption is relatively small
in comparison with other types of four-leg
junctions or interchanges. An additional
characteristic, and the major problem at the
same time, is the need of traffic interweaving
on both sides of both intersecting roads. The
original cloverleaf shape consisted of four
symmetrical indirect ramps (refer to Fig.
5.2.11, quadrant III), and interweaving was
foreseen next to the traffic lanes. This
solution resulted in too short interweaving
Figure 5.2.8: A triangle with three structures lanes thus causing major troubles regarding
traffic flow-rate and safety. To solve this
problem with otherwise very favourable
junction type, a series of already
standardized solutions has been developed
(shaping of inner ramps as indicated in
quadrants II and IV, introduction of
interweaving lanes and median ramps). With
these improvements, the cloverleaf is the
most economical and therefore the most
frequently used four-leg junction. It can
always be designed when intensity of
interweaving traffic flows does not exceed
1.500 vehicles per hour, on condition that
sufficient lengths of interweaving ramps are
Figure 5.2.9: A triangle with a single two-
foreseen for this traffic operation.
storey structure
As a rule, median ramps should be foreseen - if placing of signalisation for direction of

at cloverleaves. Median ramps can be the traffic can be solved in a satisfactory
substituted by a separate interweaving lane manner;
in the following cases: - if minimum interweaving lane length of L ≥
- no capacity problems in interweaving 300 m can be ensured.
areas are expected;
- if maximum permitted speeds on
intersecting roads are between 80 km/h
and 100 km/h;
Figure 5.2.11: A cloverleaf with different conduction of ramps and median ramps in individual
quadrants
In the four quadrants in Fig. 5.2.11 different indispensable at the entry to the median
possibilities of execution of inner indirect ramp, although the area consumption is
ramps and median ramps are presented: the same as in a circular ramp.
- Circular ramps in quadrants I and III - A stretched form of indirect ramp
enable a uniform drive over the entire (quadrant IV) is recommended in cases
ramp length, and give opportunity to where we wish to achieve a greater
introduce the greatest radii at the same interweaving length on the median ramp,
area consumption. This ramp type may be or a just a greater length of the ramp as
introduced on condition that sufficient such due to excessive longitudinal falls.
interweaving length is ensured. - Directly conducted ramps for right
- With an adapted (compressed) shape of turnings (quadrant I) allow high speeds,
the inner indirect ramp (quadrant II), the however larger areas are required.
interweaving length at the median ramp - Ramps adapted to right turnings
can be increased. However, some (quadrants II, III, and IV) require less
problems with uneven driving conditions space, and, as a rule, shorter legs of the
along the ramp can be noticed as a junction. Adaptation of these ramps is
consequence of unequal radii of the ramp more economical, and it allows lower
with an intermediate straight line. The speeds. When the adaptation method
ratio of radii may not exceed using arches and counter-arches at the
R1:R2=1.25:1. A relatively small radius is ramp is introduced, certain problems with
pavement dewatering in twisting areas Within a cloverleaf, problems in the

may occur. quadrants occur, where the median ramp
- Non-parallel median ramps with larger directly passes over into the indirect inner
curves adapted to other ramps (quadrants ramp. In such cases, special arrangements
I and II) are more favourable than the should be made such as: road markings,
partly non-parallel ones (quadrants I and directional traffic signs, and more signs for
IV, as well as II and III), or parallel median gradual speed reduction; however, the best
ramps (quadrants III and IV). At entries of solution is to place a counter-arch onto the
other ramps, interweaving distances median ramp before the entry to the inner
become greater, and the shaping of the indirect ramp.
exit is more favourable. Exits of other
ramps increase the interweaving length at 5.2.4.3.3.3 Special executions of four-leg
the median ramp. Directional traffic junctions and interchanges
signalisation can be so placed as to
increase their identification ability at When due to large turning arches, even
smaller required length of the legs of a modified cloverleaf forms from paragraph
junction. In addition, a speed reduction is 4.3.3.2 do not ensure sufficient traffic flow-
achieved by the bending of the alignment rate, we can apply a so-called “windmill” (Fig.
before the interweaving area. 5.2.14), conducting all the vehicles turning
left by semi-direct ramps. This system
Attention should be paid to twisting of median occupies larger areas, requires five
ramp alignments, as they should be executed structures, and substantially higher
in both optically and vehicular-technically construction costs.
correct and harmonised manners. A proper
interweaving length and a straight line, being When no other solution is feasible, a
the most favourable geometrical element for “Maltese cross” (Fig. 5.2.15) should be used
interweaving, can be achieved in such a way where all the turnings are conducted directly.
that twisted adjustments are executed at both Such an interchange is the most demanding
ends between the ramps for vehicles turning one in view of both space consumption and
right and for the inner indirect ramp, whilst construction costs. It requires conduction of
the mutual distance should run in a straight ramps in four levels.
line, parallel to the intersecting roads.
5.2.4.3.3.2 Cloverleaf modifications
As already mentioned in the previous

paragraph, left turnings represent a difficulty
at cloverleaves. Therefore, various
modifications of the fundamental cloverleaf
form have been developed for the case
where one turning traffic flow is extremely
intensive. Such modifications are shown in
Figs. 5.2.12 and 5.2.13.
In figures 5.2.12 and 5.2.13, two

modifications are presented for the case
when turning traffic flows are extremely
intensive in one direction, thus they are
conducted by semi-direct ramps. Figure
5.2.12 presents the conduction of a semi-
direct ramp within a cloverleaf, winding other
internal loops. In Fig. 5.2.13, such a ramp is
conducted past the other inner cloverleaf
loops. Figure 5.2.12: Modified cloverleaf with
conduction of one left turning with a semi-
The said modifications represent classical direct ramp
modified cloverleaf executions. In view of
traffic flows and modification particularities,
numerous other modifications are feasible
(refer to professional literature).
In items 4.3.2 and 4.3.3., the basic and the

most frequent types of interchanges are
presented. In accordance with specific traffic,
field, urban and landscaping features,
numerous modifications of these fundamental
types have been developed; they can be
found in the professional literature.
5.2.5 JUNCTIONS
Junctions are used to connect subordinate

roads to primary roads.
Systems for execution of junctions have

already been developed and approved and
perfected in practice. They differ in
Figure 5.2.13: Modified cloverleaf with conduction of ramps, and in connecting to
conduction of one left turning with a direct subordinate roads.
ramp
By their shape and length, ramps must be so
conducted as to allow a speed change from
the speed on a higher ranked road
(motorway) up to the grade intersection on a
subordinate road, where it must be
considered that the vehicles have to stop.
Grade intersections are executed in
compliance with the Road Design Manual,
part Interchanges and junctions.
Total flow-rate on a grade intersection on a

subordinate road is essential for the selection
of the junction type, as it must be ensured
that possible traffic jams within grade
intersections will not cause jams on the
primary road.
A decision on the type of a grade-separated

junction depends on local conditions and
Figure 5.2.14: Windmill
facts. If possible, the junction type must be so
selected, that the most intensive traffic flow at
the grade intersection on the subordinate
road is conducted as a right turning.
5.2.5.1 Three-leg junctions
As a rule, a trumpet type is designed for a

three-leg junction. Generally, provisions
indicated in Item 4.3.2.1 apply, except that
regarding the other functions we may select
smaller elements. The difference is actually
in the fact that the speed differences between
primary and secondary roads are greater,
and thus the passing over of a secondary
road into ramps of a junction should be
executed by oppositely oriented radii for the
previously already reduced speeds.
Figure 5.2.15: Maltese cross In addition to the trumpet, numerous specific
solutions are designed also having grade
intersections or interweaving lanes on the

subordinate road.
For shorter distances running up to the

adjoining junction or fork, a semi-cloverleaf
type is particularly suitable (Fig. 5.2.16).
Figure 5.2.18: Unsymmetrical semi-cloverleaf

with inner lanes for vehicles turning left
Figure 5.2.16: Semi-cloverleaf shaped

junction – adapted execution type
5.2.5.2 Four-leg junctions
For four-leg junctions, semi-cloverleaves or

“diamonds” are mostly used.
5.2.5.2.1 Semi-cloverleaf
In case of a semi-cloverleaf, both intersecting Figure 5.2.19: Unsymmetrical semi-cloverleaf

roads are linked with the ramps situated in with inner and parallel lanes for vehicles
two quadrants. Both position and shape of turning to the left
the ramps depend on local conditions, traffic-
technical parameters, and vertical alignments
of both roads. Mostly, such solutions are
favourable in view of both traffic and space.
In Figs. 5.2.17 to 5.2.20, the most frequent
solutions are presented.
Figure 5.2.20: Symmetrical semi-cloverleaf
Distribution of ramps in individual quadrants

depends on the traffic flows (more intensive
Figure 5.2.17: Unsymmetrical semi-cloverleaf traffic flows should turn to the right on a
with outer lanes for left turning secondary road), whereas the ramp shape
depends on the distance required between
both at-grade access points on the
secondary road, or on vertical alignment
conditions, or on the necessary placement of
left turning lanes. It is possible to distribute
the left turnings between both junctions in
various ways and in accordance with the
Manual for interchanges and junctions.
5.2.5.2.2 ”Diamond” Traffic flow-rate of both grade intersections

on a secondary road determines the distance
In case of a “diamond”, both intersecting between those intersections, which is part of
roads are linked by one-way ramps in all the this type of grade separated pavement. For
four quadrants. Due to insignificant space higher traffic load where more traffic lanes in
consumption, short distances required in the one direction are required at grade
direction of the secondary road, good intersections, the widths on the secondary
orientation on the secondary road, as well as roads become substantial, and the
to proportionally good traffic flow-rate, orientation at entries to individual lanes is
“diamonds” represent very favourable poor.
solutions for substantially loaded junctions in
limited spatial conditions such as urbanized Diamond shapes shown in Figs. 5.2.23 and
areas. 5.2.24 provide a better traffic flow-rate. The
shape presented in Fig. 5.2.23 requires a
In Figs. 5.2.21 to 5.2.24, basic “diamond” roundabout. The shape presented in Fig.
execution systems are presented. It is almost 5.2.24, where both grade intersections are
a rule that grade intersections on secondary united into single one, requires traffic lights at
roads should be equipped with traffic lights. such intersection, whilst all the vehicles
turning right may drive without stopping.
Figure 5.2.23: ”Diamond” with roundabout
Figure 5.2.21: ”Diamond” with inner parallel

lanes for left turnings
Figure 5.2.24: ”Diamond” with outer lanes for

left turnings
5.2.6 DIMENSIONING AND SHAPING
5.2.6.1 General
Figure 5.2.22: ”Diamond” with inner parallel
lanes for left turnings If possible, individual traffic lanes which
merge or diverge in grade separated junction
or pavement have to be designed along the 1. ramps linking together two motorways
unchanged alignment or grade level element. (grade-separated – grade-separated); and
Where this is impossible or technically or 2. ramps linking together a highway and a
economically unacceptable, then primarily secondary road (grade-separated – at-
the traffic lanes of a secondary road are grade).
adapted.
Division of ramps by types is indicated in
5.2.7.2.1.
5.2.6.2 Ramps
With respect to the method of conduction,
5.2.6.2.1 Groups and types of ramps ramps can be divided in freely conducted
ramps, and adapted ramps.
There are two groups of ramps:
Table 5.2.3: Minimum elements for dimensioning of ramps
Designatio Minimum elements for design values

n vR [km/h]
ELEMENT
30 40 50 60 70 80
Minimum radius R [m] 25 50 80 130 190 280
upgrad
+s [% ] 5.0
Maximum longitudinal e
fall down-
-s [% ] 6.0
grade
Convex curve radius Rconvex [m] 500 1000 1500 2000 2800 4000
Concave curve radius Rconcave [m] 250 500 750 1000 1400 2000
Minimum cross fall q[ % ] 2.5
Maximum cross fall qk [ % ] 6.0

0.1 *a
Minimum fall of ramp twisting ∆s [ % ] a = distance between twisting axis and ramp
edge
Min. stopping sight distance Lz [ m ] 25 30 40 60 85 115
In Fig. 5.2.25, types of both groups of ramps Fig. 5.2.25 shows the recommended design
are shown, including approximate design speeds for different ramp groups and types.
speeds.
The ramp design cannot fully retain the
In Table 5.2.3, the elements are presented characteristics which apply to an open road
for shaping of both the alignment and the alignment (designing of both the alignment
grade level with respect to the design speed. and the grade level in space). Only the
design criterion regarding a sufficient sight
5.2.6.2.2 Design elements of ramp distance must be preserved. It is often
alignment and grade level necessary to advisedly design the ramps
incoherently in order to emphasize the
5.2.6.2.2.1 Bases minimum elements that cannot be avoided in
junctions and interchanges.
For both groups and by individual types,
elements for designing both alignments and The minimum elements of the alignment and
grade levels are indicated in Table 5.2.3 with the grade level are used only for shaping of
regard to the design speed (Vdes = 30-80 ramps of the junctions and interchanges. For
km/h). elements at-grade, provisions dealing with
the design of grade intersections apply.
The ramps’ lengths depend on the alignment Before connected to a secondary road, the
conditions, sufficient spatial and time exit ramps should be so conducted as to
distances between individual points (exits, ensure the sight distance in the length of at
entries, interweaving), traffic signs, traffic least 50 m. Otherwise, adequate signalisation
division, etc. for grade intersections on a subordinate road
should be already placed before or on the
The greatest lengths of parallel ramps should ramp.
not exceed 200-300 m in order to avoid the
impression of a multiple lane road.
Type of Group of ramps 1: grade-separated – grade- Group of ramps 2: grade-separated – at-grade

ramp separated
Route alignment
Conduction Unadapted Adapted Unadapted Adapted
of
traffic
Direct
Semi-direct
Indirect 40 Exit 40 Exit 40 Entry

Entry 30
Direct
Median ramp
Figure 5.2.25: Types of ramps and recommended design speeds [km/h]
5.2.6.2.2.2 Alignment To achieve sufficient and timely visibility of

the median triangular island, as well as a
A straight line can be used without correct speed reduction on exits, the fracture
restrictions as a road alignment element. angle of the exit ramp to the main direction
should be minimum 11°. To meet this
Minimum radii for certain design speeds requirement, in median and parallel ramps a
should be taken from Table 3, or from the multiple twist of the ramp must be executed
graph q=f(R) in Fig. 5.2.26. as shown in Fig. 26a-c. When such a twist is
impossible, a parallel or median ramp must
For all the transitions between the alignment be so shifted as to achieve the fracture angle
elements with various curvature, a of minimum 5.5° (Fig. 5.2.26). In such cases,
transitional curve in a form of a clothoid the interweaving on the ramp itself will be
should be used, generally in the range of R/3 executed according to types IR1 and IR3
< A < R. (Fig. 5.2.32). When twisted median and
parallel ramps are executed, the interweaving
To enable correct twisting of a ramp is executed according to types IR2 and IR4
pavement, transitional curves of A=R should (Fig. 5.2. 32).
be often selected for radii of R=30-60 m.
Traffic flow-rate at the entries is increased if
before the interweaving point such conditions
are attained as to allow vehicles to increase

the speed (road alignment elements, sight
distance of the entry and primary roads). This
can be achieved in such a way that, in a) Parallel ramp
addition to other sight distance conditions,
the interweaving at the smallest possible
angle to the main direction is foreseen (3-5°). 5°30'
b) Median parallel ramp
≥11°
c) Median twisted ramp
carriageway
emergency lane detail
Figure 5.2.26: Twisting of parallel and

median ramps
Cross fall at curve
Curve radius
Figure 5.2.27: q=f(R)
design speeds, should be taken from Table

5.2.6.2.2.3 Grade level 3. At greater longitudinal falls of main
directions of a junction or an interchange,
The greatest longitudinal falls of ramps for these values can be exceeded up to the
individual types of ramps, as well as the maximum value smax = 10% at individual
ramps, but only in cases where the The size of radii of vertical curves should be
considered ramp is conducted as stretched in taken from Table 3. Those radii can also be
horizontal alignment. However, attention smaller, provided that the requirements of
should be paid to sufficient twisting length, so sufficient visibility for the stopping distance at
that the resulting falls remain within the the foreseen design speed are met.
permitted limits.
5.2.6.2.3 Cross-section elements
In order to achieve a satisfactory ramps’
drainage, we must take into consideration 5.2.6.2.3.1 Normal cross-section
that at twisting points the minimum
longitudinal fall of the ramp should be equal Group of ramps 1 (grade-separated –
to or greater than the fall of the twisting ramp. grade-separated)
The cross-section NPP1 is used when
Twisting is executed around the ramp axis to permitted by both length and traffic loading of
be selected with regard to the normal cross- a ramp (graph in Fig. 29). Independently from
section (NPP) of the ramp, as indicated in the ramp length such cross-section is always
Fig. 5.2.28. The ramp axis selected in this foreseen in loops, except in three-leg
way ensures, with respect to the alignment junctions and interchanges, as well as at
and grade levels, correct fitting of ramps onto junctions with median ramps.
and from main directions of a junction or
interchange. Moreover, twisting around this The ramp length is the distance between
axis ensures proper conducting of ramps both splitter islands of entry and exit, or
from and onto the main roads of a junction or between splitting and connection of the
interchange. ramps in the interchange area where traffic
conditions remain unchanged. This criterion
also applies to interweaving lanes.
road axis
road axis
road axis
entry U2 entry U1 entry U4/5

two-lane ramp with one-lane ramp with one- two-lane ramp with two-
one-lane entries lane entries lane entries
Figure 5.2.28: Axis position on the interchange ramp
The type NPP2 is applied when this is way, possibility of overtaking is achieved with
required by the length and traffic loading a greater length of the ramp.
respectively (refer to graph in Fig. 29). In this
The type NPP3 is to be applied in case of If the main directions of an interchange are
traffic loading exceeding 1,200 vehicles per executed with cross-section elements that
hour on the considered section of the ramp. are weaker than determined for NPP2 and
NPP3, the same cross-section will be used
Application of types NPP2 or NPP3 is for continuous ramps as well.
recommended for median ramps.
Interweaving lanes are always added to the Group of ramps 2 (grade-separated – at-
basic ramp’s cross-section. Where no grade)
sufficient space is available to execute a full For this type of ramps cross-sections NPP1,
two-lane ramp cross-section with one NPP2, and NPP4 may be used. In cases
interweaving lane, then a one-lane ramp with where special median lanes are foreseen on
one interweaving lane is executed. two-way ramps, the ramps can be of different
cross-sections composed of the elements of
At a three-leg junction or interchange of the NPP2 cross-section. Access points to a
roads of the same ranking (a star), ramps minor road will be designed in compliance
running directly between the main directions with the Road Design Manual, part
will be executed with cross-sections of the Interchanges and junctions. Both exits from
main directions, or NPP2 and NPP3. and entries into the main directions must be
designed according to types NPP1 or NPP2.
At exits from and entries into the main The NPP2 cross-section is suitable especially
directions, the same cross-sections as on the in cases where more than one lane is
other ramp parts will be executed. Narrowing required for the connection to a secondary
required for traffic operations will be executed road (changing lanes at a grade intersection).
by means of road marking. In this way, the jam effect on the priority road
is prevented at the at-grade access point.
CROSS-SECTION CROSS-SECTION CROSS-SECTION APPLICABILITY

DESCRIPTION ELEMENTS
NPP1 one-lane
cross-
Vehicle density on the ramp [veh/h]
NPP3
section
NPP2 two-lane 0.50 0.50 NPP2

cross-
section
NPP1
NPP3 two-lane 0.50
cross-
section with
emergency Ramp length (m)
lane
NPP4 two-lane 0.50 0.50 For ramps shorter than 125 m, a splitter
cross- island is recommended.
section with
two
opposite
directions
* 1.0 m in cuts
** For R≤130 m, in compliance with Item 5.2.3.4 where widening of pavement is required
Figure 5.2.29: Normal cross-section of a ramp
Where a one-lane cross-section is sufficient, with a median lane between them. When the
the NPP1 can be selected for each direction parallel traffic course is longer than 125 m, a
more economical cross-section NPP4 will be 5.2.6.2.3.4 Widening of ramps in curves

selected. In application of a median lane, it is
admitted to provide each traffic lane with its For ramps of types NPP1, NPP2, and NPP3,
own grade level. We must take into account where the traffic runs in one direction only, no
that the difference can be overcome by a widening in curves is necessary. For the
median lane (dewatering and cross-fall of the NPP4 type (two-way traffic), widening is
median lane). executed by introducing radii of R≤130 m, in
compliance with the design regulations for
5.2.6.2.3.2 Ramp cross-fall roads out of settlements.
Ramps are executed at one-sided cross-fall 5.2.6.2.3.5 Adding or deducting of lanes

including marginal strips and emergency
lanes. To achieve proper drainage, the A change in the traffic lanes’ number must be
minimum cross-fall will be 2.5%, whereas the carried out at a suitable length. Unfavourable
maximum cross-fall in curves will be 7% optical effects in case of a curved ramp
(8%). Cross-falls for individual radii can be should be particularly avoided (without
read from the graph indicated in Fig. 26. At counter-curvatures). A favourable course is
ramps, shaping of individual edges in the ensured, when the following inequation
sense of the grade levels is extremely applies to a greater radius in the width
sensitive. Therefore, a counter-cross-fall of modification area:
2.5% can be foreseen at curves of R>1,000
m, if this is more favourable for the edge L2z
R<
design. 4 ⋅i
Lz [m] length of width modification
For combined one-way curves, a greater
cross-fall can be designed for a curve with a And (m) width modification
greater radius (with regard to the graph), if
this is favourable for conduction of the ramp
edges. Such a principle also applies to a Pavement edges can be aligned
straight line between two curves of the same independently of the road axis, or they can
direction. The cross-fall of a ramp must be calculated assuming the initial values Lz
generally be the same as that of the road, or indicated in Table 3.
of the ramp to which it is connected. In
special cases which should be economically
justified, the difference between these cross- 5.2.6.3 Exits
falls may be maximum 5%.
5.2.6.3.1 Shaping of exits
5.2.6.2.3.3 Cross-section twisting
Exits must be uniformly designed in
Cross-section twisting is executed between accordance with standardized types. Exits at
the ramp areas with a different degree or ramps may be designed in a less complex
direction of curvature. way than those from the main directions.
The minimum fall of the twisting ramp is To the exit design, in addition to the traffic
indicated in Table 3. As a rule, twisting is operations of reducing the speed and exiting
executed at the transitional curve length. the main direction, two properties are
essential as well: identification capability and
For both exits and entries one may traffic flow-rate. Therefore, exits must
exceptionally omit the rule that parallel lanes generally be designed with parallel
should have the same direction and fall as deceleration lanes.
the main directions. If twisting, for reasons of
conduction of ramps’ grade levels or for other An emergency lane in the deceleration lane
reasons, is required at both exits and entries, area is executed only in exceptional cases;
a wedged surface of a fall of maximum 5% at however, the shoulder extending up to the
the triangle side can be allowed between the safety barrier should be sufficiently wide to
main direction and deceleration or allow vehicles to stop without any substantial
acceleration lane at the beginning of the obstacles for the traffic.
splitter island. In this way, twisting of the exit In the area of the deceleration lane and in the
or entry can be extended up to the end of the area of the exit, a durable road marking
transition to the deceleration or acceleration should be executed.
lane.
5.2.6.3.1.1 Types of exits from main point of this type of exit is aggravated
direction orientation, and it is therefore
recommended to place a directing board
Selection of the exit type depends on the exit with inner illumination. A wide (0.5 m)
ramp cross-section. The types of exits are interrupted line representing a
presented in Fig. 30. continuation of the splitter island should
- A one-lane exit ramp with a single not be shorter than 150 m. In this way, the
deceleration lane should be designed in vehicles that wrongly changed lanes are
compliance with the I1 type. The exit ramp still allowed to continue to move in the
cross-section is NPP1. driving direction.
- A two-lane exit with a single deceleration
lane should be designed according to the 5.2.6.3.1.2 Types of exits from ramps
I2 type, if the exit ramp is of NPP2 type.
The traffic flow-rate of such a type can be The type of exit from a ramp depends on the
very high, particularly if a two-way exit in required cross-sections of ramps both before
the main direction is timely and correctly and after the exits. The minimum distance
marked. To achieve better flow-rate the between successive exits from a ramp
exit opening should not be too curved; this (distance between the splitter island and the
would allow higher speeds, and primarily beginning of island road marking of the
greater optical safety. The alignment subsequent exit) is 180 m for IR1 and IR2
elements should ensure the same design types, and 260 m for IR3 and IR4 types
speed as on the main route, or the speed (interweaving). The types of exits from ramps
on the main route should be reduced are presented in Fig. 32.
before the exit. - The IR1 type with a single-lane exit from a
- The I3 type represents a solution for a single-lane ramp is used if both ramps are
two-lane exit ramp according to the NPP3 executed with a NPP1 cross-section. In
cross-section with a double deceleration the deceleration lane area the NPP2 type
lane. It is used only when the exiting can also be executed, if the required
traffic is very intensive, i.e. when its widening and narrowing of the main ramp
volume exceeds the traffic volume of the can be executed in an optically favourable
main direction. This type of exit requires manner.
marking by portals. - The IR2 type is a simple fork used in
- The I4 exit type represents a solution longer ramps (exceeding of the given
where a two-lane exit ramp of NPP3 distance requires a two-lane cross-
cross-section is used, and where the main section), or when this execution is
direction consists of three or more lanes, favourable for conduction of the ramp
thus, after the exit, the number of lanes alignment (e.g. in twisted median ramps).
can be reduced by one, taking account of - The IR3 type represents a one-lane exit
the traffic loading. In this type, one lane of from a two-lane ramp. It is used in cases
the main direction passes directly into the where a short and less loaded ramp
turning ramp. To this lane, a deceleration (NPP1) branches off from a long or highly
lane is added on the right side, flowing loaded main continuous ramp with a
into the second lane of a two-lane turning normal cross-section NPP2 or NPP3.
ramp. Marking with portals on the main - The IR4 type represents a two-lane exit
direction is also required with this type; from a two-lane ramp. It is designed in
the portals should be supplemented by cases where the turning traffic flows are
road markings – arrows. heavier than the traffic remaining in the
- In I2, I3, and I4 types, the exit ramps are original direction. The exit is fork-shaped.
executed as one motorway direction, if it
passes directly into the other direction Recommendations for placement of traffic
without an exit (three-leg motorway marks:
interchanges I5). - for IR2, IR3, and IR4 types, traffic signs
- The exit type I5 is a variant of the exit type on portals are used;
I4. This type is recommended in cases of - for IR2 and IR4 types (forks), additional
extremely significant traffic flows turning road markings (arrows) are required;
to the right, thus relieving the extreme - for IR1 and IR3 types, directional signs
right lane prior to the exit. Directing traffic placed after the splitter island (detail A)
signs on portals are mandatory. A weak can be introduced.
Cross-section H
Cross-section NPP1
250 m (out of settlement)
detail A 160-190 m (in settlement)
Road axis
Cross-section H
Cross-section NPP2
detail A 250 m (out of settlement)

160-190 m (in settlement)
Road axis
Cross-section 500 m (out of settlement)

NPP3
detail A
Road axis
b1 = 375 in the HW direction

b1 = 350 in ramps
Cross-section H
Cross-section NPP3
detail A
Road axis

b1 = 350 in ramp
Cross-section H b1 = 250 in the HW direction
Figure 5.2.30: Types of exits from main direction
Detail A
shoulder
DETAIL A – PLAN
shoulder
shoulder
shoulder
DETAIL A – ELEVATION
EXIT
Figure 5.2.31: Types of exits from main direction – detail A
detail A
Cross-section
NPP1
Cross-section H
detail A
Cross-section NPP1
Cross-section point
of both ramps'
curbs
Alternative at straight-line
conduction of the
carriageway left edge
detail A
NPP2 or NPP3
70 m at NPP2
150 m at NPP2 140 m at NPP3
200 m at NPP3
Cross-section H alternative
detail A
NPP2 or
NPP2 or NPP3
70 m at NPP2
140 m at NPP3
Cross-section H
alternative
NPP2 or
NPP3
Figure 32: Types of exits from ramps
value fT adm)
5.2.6.3.2 Dimensioning of deceleration s [%] longitudinal fall of the road grade
lanes level
u [-] coefficient of air resistance
Deceleration lane lengths depend on the (dynamical air resistance)
lengths required for speed reduction (driving
dynamics), as well as on the lengths 2
necessary to perform the traffic weaving  V 
u = 0, 461 ⋅ 10 −4  
manoeuvre. It is evident from researches  3,6 
performed abroad that calculations generally
provide insufficient lengths, and that they To acceleration and deceleration lengths
signify a massive simplification of relatively calculated in this way a length to perform the
complicated and heterogeneous topic, which manoeuvre, and a length to change the LZ
can only be comprehended by statistical width from Table 3 should be added. The
processing of observations of the integral calculation of the manoeuvring length should
traffic operation. This results in a length of take into account the vehicle speed which
deceleration lanes of 250 m for one-lane should be the same as on the main road.
exits and 500 m for two-lane exits According to the assumptions from the
respectively. literature, vehicles should carry out the
manoeuvre in three (3) seconds.
In special cases (substantial longitudinal fall)
it is reasonable to carry out a length control In case of execution of I1 and I2 types,
following the dynamic patterns, however only deceleration lanes can also be longer than
taking into account the lengths greater than 250 m, if the main direction consists of more
those indicated in the paragraph above i.e. than two lanes or in case of a substantial
that the lengths presented in Fig. 5.2.30. share of freight traffic in the traffic in general.
However, the deceleration lane length should
FORMULA: generally exceed 500 m. Execution of the
widening for additional traffic lanes can also
Lz = L1 + L2 be shorter than the lengths indicated in Fig.
30 when this is reasonable due to the limiting
V0 factors (structure). Such reduction must not
L1 = ⋅ tr
3,6 exceed a half of the normal length. The
V2
beginning of the widening should be clearly
1 V marked (detail A, Fig. 31), which contributes
3,62 ⋅ g V∫
L2 = dv
s to a higher flow-rate and better safety of the
1 fT (V) + + u(V)
100 traffic course.
V2 = V0 = V1 = Vzasn or The deceleration lane width should be equal

where: to the main direction traffic lanes’ width. If the
traffic lanes in the main direction are 3.75 m
Lz [m] stopping distance wide, the deceleration lane width may be
L1 [m] vehicle driving distance in time tr 3.50 m wide. For road marking it is not
L2 [m] distance at the stage of vehicle necessary to foresee additional widths.
stopping from the moment when
the driver presses the brake, up 5.2.6.3.3 Shaping of splitter islands
to the final speed
V (km/h) speed Splitter islands at exits should be attentively
V0 (km/h) initial speed designed to achieve the identification
V1 (km/h) vehicle speed after completion of capability and safety of the exits. The exit
braking (final speed) itself should be therefore marked with
V2 (km/h) vehicle speed just before suitable directional boards visible at night as
beginning of braking (initial well. Moreover, smaller radii should also be
speed), V2= 90%V0 marked if they appear immediately after the
tr [s] response time: exit, or when no sufficient guarantee for
tr=2.0 s for technical group A, and timely identification ability is given by the
tr=1.5 s for technical groups B, ramp alignment and by the ramp course.
and C Before the island, a closure surface should
g [m/s ]
2
gravitational acceleration be foreseen, which should be included in the
fT [-] coefficient of friction in tangential preceding road marking. The cusp of the
direction (admissible maximum island should be 1.5 m wide. It should be
rounded off only if the execution with raised 5.2.6.4.2 Types of entries
curbs is foreseen. The surface behind the
island cusp should be at the same height as 5.2.6.4.2.1 Types of entries to main
the pavement, if feasible. directions
Types of entries primarily depend on the

5.2.6.4 Entries normal cross-sections of both main direction
and entry ramps. The types of exits are
5.2.6.4.1 Shaping of entries presented in Fig. 5.2.33.
For shaping of entries in the main direction The admissible traffic loading on an entry
and entries to the ramps within the ramp with regard to the traffic loading of the
interchange area, it is essential to achieve main direction and to different speed ratios,
the smallest possible speed differences thus can be read from the diagram in Fig. 5.2.34.
better safety and higher flow-rate. Therefore,
acceleration lanes should be foreseen at all
entries.
Road axis
250 m (out of sett.)

200 m (in the sett.)
Cross-section H
Road axis
250 m (out of sett.)

200 m (in the sett.)
Cross-section H
Road axis
NPP1 or
NPP2
Cross-section H
Road axis
in U4 type
600 m (out of sett.) min. 500 m
300 m (in the sett.) to the end
of 3rd lane
Cross-section H b1 = 375 in the HW direction
b1 = 350 at ramp
Figure 5.2.33: Types of entries to main directions
The U1 type represents an entry with a one- The U3 type represents a one-lane entry with
lane ramp and one acceleration lane. The convergence of traffic lanes in the main
one-lane ramp of NPP 1 cross-section of direction. It is used where the entry ramp is
5.00 m width can be narrowed by a directing executed with NPP1 or NPP2 cross-sections,
traffic area located before the splitter island and where interweaving is no longer feasible
of the entry to the acceleration ramp traffic on the one-way acceleration ramp due to the
lane width, which should be equal to that in large traffic volume in the main direction.
the main direction.
The U4 and U5 types represent an execution
The admissible traffic loading is given in the with a two-lane ramp and a NPP3 cross-
diagram in Fig. 5.2.35. section, and with double acceleration lanes.
The left traffic lane of the entry ramp is added
The U2 type represents an entry with one to the main direction, whilst the right one
acceleration lane, and a two-lane entry ramp merges into the acceleration lane – U5 type.
with the NPP2 cross-section; the ramp is In cases where a three-lane road is not
narrowed to a one-lane ramp reduced to an necessary, the third, added lane may be
acceleration lane before the entry. This width cancelled, however not before than 500 m
reduction is carried out by a directing traffic after the termination of the U4 type
area on the left lane of the two-lane ramp, so acceleration lane. The end of the additional
that a one-lane weaving is achieved. In lane should be timely marked.
ramps with insufficient sight distance at the
entry, and where the length of the prescribed If a two-lane entry ramp passes directly into
directing traffic area is not sufficient for timely the main direction (three-leg motorway
identification of the narrowing, the directing interchange), the ramp is executed as a one-
traffic area should be extended. way motorway.
Vr – mean velocity on entry ramp

Vg – mean velocity on main direction
Traffic intensity on the ramp [veh/h]
Traffic volume in main direction
Figure 5.2.34: Admissible loading of entries
lane
Traffic intensity on connecting ramp,

g
U5
Mg [vehicles/h]
U4
g
U3
U1 + U2
Traffic intensity in main direction

(Mg = M1 + M2) [vehicles/h]
Figure 5.2.35: Applicability of entry ramp types
5.2.6.4.2.2 Consecutive entries and if the traffic loading in the main direction,
as well as on entry ramps meets the
Where, in special cases, more consecutive requirements of the graph indicated in Fig.
entry ramps are conducted one by one 5.2.34.
towards the main direction, the ZU entry
types shown in Fig. 5.2.36 should be The ZU1 and ZU3 types are applied if either
introduced. of the entry ramps is executed with the NPP3
cross-section.
In the interchange area, such ramps should
be connected and conducted in a Entry details should be designed as in the
concentrated way (by one entry) to the main types of single entries. To achieve higher
direction. traffic flow-rate and better safety of entries,
higher values as those indicated in Fig.
The ZU1 type is used if both entry ramps are 5.2.36 should be targeted.
executed with NPP1 or NPP2 cross-sections,

200 m (in the settlement)
road axis

200 m (in the settlement)
road axis
In type U4
min. 500 m
up to the end
of 3rd lane
500 m (out of the settlement)
300 m (in of the settlement)
road axis
In type U4
min. 500 m
up to the end
of 3rd lane
Figure 36: Consecutive entries
5.2.6.4.2.3 Types of entries into ramps The UR2 type represents a solution with
summing up of two ramps, when they are
For the design of these types of entries, executed according to NPP1 or NPP2 types,
cross-sections of ramps before and after the and where a two-lane ramp of types NPP2 or
entry are decisive. Executions are possible NPP3 is required after the entry due to length
with acceleration lanes or by convergence of or the traffic loading.
lanes from both ramps (uniting of ramps).
The distance between two successive entries The UR3 type is used when a ramp of NPP1
should be equal to or greater than the values or NPP2 type should be connected to a two-
indicated in Fig 5.2.37. lane ramp of NPP2 or NPP3 type, and if the
interweaving traffic is of a secondary
The UR1 type represents an entry ramp with importance.
one traffic lane and one acceleration lane.
We use it when the traffic running after the A direct or tangential connecting of entries to
entry does not exceed the conditions for the the main direction should be avoided.
U1 type of the entry to the main direction.
cross-section
NPP1 or NPP2
cross-section H
Cross-section
NPP1 or NPP2
150 m at NPP3 NPP2 or NPP3

NPP1 or NPP2 300 m at NPP2
NPP2 or NPP3
50 m at NPP3
NPP1 or NPP2 100 m at NPP2
cross-section H
Figure 5.2.37: Types of entries into ramps
5.2.6.4.3 Dimensioning of acceleration

lanes 5.2.6.4.4 Shaping of splitter islands
In dimensioning of acceleration lanes’ At entries, splitter islands must not be filled

lengths, the same rules, considerations, and up with visual obstacles such as structures,
forms are applied as with lengths of traffic signs, etc. By conducting the edges of
deceleration lanes indicated in paragraph the entry and the directing traffic area, a
5.2.7.3.3. splitter island should be so designed as to
achieve timely identification capability of the
The lengths of acceleration lanes and entry, and as immediate observing possibility
execution of different types of entries are of traffic on the motorway in the side mirror
shown in Figures 5.2.33, 5.2.36 and 5.2.37. as possible. The splitter island is 1.50 m wide
and rounded off (by r = 0.75 m) when
Acceleration lanes are of the same width as executed with raised curbs.
the traffic lanes along which they run. Road
marking does not influence the cross-section
width.
5.2.6.5 Interweaving lanes Interweaving lanes at ramps are generally

applied in case of cloverleaves. The
5.2.6.5.1 Interweaving lanes along main execution is indicated in Fig. 5.2.38.
direction
After the point where an interweaving lane is
Interweaving lanes along the main direction connected to the median ramp, a length of
may be used only in exceptional cases. In 50–80 m for a parallel drive of interweaving
cases where due to an insufficient distance vehicles should be foreseen (full line). After
between two consecutive junctions the that follows a clear interweaving length of
problem cannot be solved in another way or minimum 250 m. In this way, a total
in case of cloverleaves where turning traffic interweaving length of minimum 300 m is
flows are insignificant in comparison with achieved. Such execution ensures sufficient
those in main directions, etc. In such cases it quality of the traffic flow up to a total volume
should be verified whether the required traffic of 1,900 vehicles per hour. Values to be
operations can be signalled timely and introduced for the assessment of the traffic
sufficiently, and whether due to interweaving flow quality reduction are indicated in the
in the main direction disturbances to traffic graph in Fig. 5.2.39.
flow-rates and safety will occur.
Where either the length or the traffic loading
Where such lanes are shorter than 500 m, requires a median ramp of NPP2 or NPP3
vehicle speed in the main direction must be cross-sections, then an interweaving lane
reduced to 80–100 km/h. Deceleration lanes should be attached to this ramp as shown in
by the interweaving lanes are not required; Fig. 38. In case that the entire width is not
however, shoulders reaching up to the safety available due to some restrictions, the
barriers in width of 2.0 m should be provided, interweaving lane should be primarily
which satisfies the urgent needs. executed before a two-lane median ramp.
cross-section I- I
Figure 5.2.38: Execution of interweaving lanes along the ramps
5.2.6.6 Points of access of ramps to variations of execution occur only in case of

minor roads proximity of two points of access which
should be mutually combined. The following
Points of access of ramps to a minor road are examples offer proposals regarding the
executed in compliance with the rules that execution of characteristic points of access
apply to grade intersections. Special (Figs. 5.2.40-5.2.45).
traffic at ramp Mg [vehicles/h]
Vr – mean velocity at ramp

Vg – mean velocity at median ramp
Traffic at median ramp Mg [vehicles/h]
Figure 5.2.39: Traffic flow quality in the

interweaving lane as a function of traffic flow
intensity
Figure 5.2.40: Execution of points of access
at a roundabout (refer also to Fig. 5.2.23)
Figure 5.2.41: Execution of points of access on a minor road at an asymmetrical semi-cloverleaf

type, with outer lanes for left turnings (refer also to Fig. 5.2.17)
Figure 5.2.42: Execution of points of access on a minor road at an asymmetric semi-

cloverleaf type, with inner lanes for left turning; the lanes can be either successive or parallel
(refer also to Figs. 18 and 19). The distance between intersections depends on the required
lengths of left turning lanes.
Figure 5.2.43: Execution of points of access on a subordinate road at a symmetrical semi-

cloverleaf type (refer also to Fig. 5.2.20)
Figure 5.2.44: Execution of points of access at a “diamond” with inner lanes for left turning; the
lanes can be either successive or parallel (refer also to Figs. 5.2.21 and 5.2.22). Roundabouts may
be used instead of channelled intersections.
Figure 5.2.45: Execution of points of access at a “diamond” with outer lanes for left turning (refer
also to Fig. 5.2.24)
applied, particularly to certain parts: Entries,
5.2.6.7 Sight distances exits, interweaving lanes and minimum
elements that suddenly appear along ramp
5.2.6.7.1 General alignment due to restricting conditions.
In junctions and interchanges all the Basically, it is necessary to comply with the
requirements in view of the sight distance are Road Design Rulebook and its provisions
relating to sight distances.
Sight distance chord on a primary road or ramp L[m]

All the traffic signs at exits and the exits
themselves must be visible from a distance of
minimum 180 m. At dividing points within the
ramps this distance may be reduced to 100
m.
On the ramp alignments special attention

must be paid to minimum horizontal and
vertical elements. They should be
recognizable at sufficient distance, so that
drivers can adjust the driving mode. In case
of small radii it is optically favourable if the
further course of the ramp after the minimum
element is visible as well.
In the entire ramp area a minimum stopping

sight distance must be ensured. Speed at primary road or ramp [km/h]
In the entry area, the entering sight distance Figure 5.2.46: Chords of the entering sight
must be ensured from the entry island to the distance
acceleration lane end. This sight distance
represents a safety sight distance. To
achieve the highest possible flow-rate of an When an entry is exceptionally situated at
entry, the sight distance should be ensured in right curve of either the main direction or the
the approach area. ramp, the visibility field for sufficient entering
sight distance extends out of the road profile.
For the control of the upper sight distances, a Figure 47 presents the ratio between the
height of 1.0 m is assumed as the height of curve radius of the main direction and the
the eyes of passenger vehicles' drivers. For required chord height which ensures the
goods vehicles, the height of 2.0 m should be necessary entering sight distance.
considered.
Special attention must be paid to the entering
In the access areas of ramps to a minor road, sight distance at locations of convex vertical
the same regulations regarding the sight curves.
distances at grade intersections are to be
applied. When a sufficient entering sight distance
cannot be ensured, the speed in the main
5.2.6.7.2 Entering sight distance direction or on the ramp must be limited by
traffic signs.
The entering sight distance is the distance
that must be provided for a driver who is
forced, for any reason, to stop his vehicle at
the entry point or anywhere on the
acceleration lane, in order to enter the
preferential traffic lane or median ramp
without any danger, and to equalize the
speed with the speeds of vehicles driving on
the traffic lane to which the driver is entering.
Whenever possible, the entering sight
distance must be also ensured by a view in
the side mirror. Entering sight distance
control is performed for passenger cars.
The sight distance chord is obtained either

depending on the vehicle speed in the main
direction or on the ramp and it can be read
from the graph indicated in Fig. 5.2.46.
Arrow of the right curve in priority road or ramp h [m]
optimal
minimum
Figure 5.2.48: Optimum and minimum

visibility field for sight distance
in the approach area
Radius of the right curve on the priority When driving from an entry ramp onto a
road or ramp R [m]
entering sight
preferential road or a ramp, a view at an
distance angle of 90° should be aspired to. If this is
not feasible, the point behind which the sight
distance should be ensured is to be moved
arrow h (up to the towards the splitter island of the entry. When
right edge of the the angle to the point in the main direction
traffic lane)
exceeds 130°, the alignment of the entry
Driver's field of vision + ramp should be so modified as to make the
ramp run parallel with the main direction at
Figure 5.2.47: Required radii and heights of the required length, and to make sure it is
radii for ensuring the entering sight distances connected to the main direction at an angle
in right curves of 3 to 5°. In this way, the approaching sight
distance is ensured in the side mirror of a
5.2.6.7.3 Sight distance in the approach
vehicle.
area
This sight distance is the distance that must Minimum distances are used only in cases
be available to the vehicle approaching the where no other solutions are economically
entry to the main direction or the ramp. With acceptable.
regard to both course of the alignment and
the grade level, it can be provided either by a 5.2.6.8 Junctions on two-lane roads
direct view on the main direction or the ramp,
or, at a parallel course, by the side mirror of On two-lane roads with very intensive traffic
vehicles approaching the entry. flows and of high speeds as well, it is
reasonable – in view of the traffic loading – to
Sight distance in the approach area serves apply a junction, if for well-established
the following purposes: reasons it is not possible to use any other
- it allows a vehicle approaching the entry type of grade intersections.
to timely perceive the preferential road or
ramp, as well as the entering location; When junctions are applied on two-lane
- it enables an entering vehicle to timely roads, it is also necessary to execute the
assess the traffic situation on the main exclusion and inclusion lanes in addition to
direction or the ramp, and to adjust the right turning lanes, if the entries are located
driving mode accordingly, especially the on an ascending section, or when they are
speed; connected to a preferential road of higher
- it enables placing of traffic signs and ranking at a very sharp angle. The lengths of
execution of road marking on the such inclusion lanes should be minimum 150
pavement. m for speeds of v≥70 km/h, and 250 m for
speeds of v≥90 km/h.
The required visibility field for the
approaching sight distance is evident in the It is particularly important to examine the
Fig. 5.2.48. This figure also indicates the overtaking conditions for the reasons of traffic
minimum admissible visibility field. safety. Namely, researches have proven it
reasonable to prescribe and mark within the
junction area where overtaking is permitted,
and where it is not.
5.2.7 EQUIPMENT 5.2.7.3 Lighting of junctions and

interchanges
5.2.7.1 Principles Lighting of interchanges should only be
foreseen when an interchange is situated in
Information regarding the equipment of a the urban area, and when roads that are
junction or an interchange is an already equipped with adequate lighting
indispensable constituent part of the connect at the interchange.
interchange design, as the driving behaviour
required for traffic flow-rate and safety cannot
be ensured solely by a suitable selection of 5.2.7.4 Landscaping of junctions and
elements of a junction or interchange. interchanges
The principles of the traffic engineering imply In creation of technical documentation for
that construction, design and utilisation of the interchanges, appropriate landscaping must
road traffic should be determined as a whole; be considered at all stages, and impacts of
also, the traffic equipment design should be the junction or the fork to the cultural
worked out parallel to the junction or landscape of a broader area should also be
interchange design. verified.
5.2.7.2 Signs for traffic steering 5.2.7.5 Drainage of junctions and

interchanges
5.2.7.2.1 General
Due to special conditions resulting from
Traffic directional boards at a junction or fork speed changes, frequent drive direction
must ensure timely directing of vehicles with changes, changing of traffic lanes,
regard to the geometrical characteristics of accelerating, and braking, it is of particular
the junction or the fork. importance to have the elements of a junction
so designed as to prevent the occurrence of
Both adding and deduction of traffic lanes aquaplaning.
represent specific features.
Drainage of slopes of cuts and fills, as well as
Boards should be placed at sufficient of areas close to the fills, and particularly of
distance from the announced situation; they the surfaces within individual ramps of
should also comprise the information on this junctions and interchanges, is executed
distance (additional board). according to drainage principles applying to
open road sections. The main principle is: the
Boards with signs to direct the traffic are not simpler the drainage type, the most effective
necessary for dividing the traffic flows, and the most suitable for maintenance it is.
provided that the reduction of the traffic lane Usually, due to very different geometrical
number is indicated by arrows on signpost situations occurring at junctions and
panels. On interweaving lanes longer than interchanges, almost all known drainage
500 m, boards should be placed (adding of systems should be combined.
traffic lanes).
5.2.7.2.2 Adding of traffic lanes
Adding of traffic lanes should be marked with

boards when an interweaving traffic lane runs
by the main direction lane at a length of at
least 500 m.
5.2.7.2.3 End of a traffic lane
Where a multiple-lane road is narrowed by

one traffic lane, boards should be placed
indicating the beginning of the narrowing, and
an additional board indicating the distance up
to this narrowing.

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REPUBLIC OF SERBIA

TRANSPORT REHABILITATION PROJECT

SERBIAN ROAD DESIGN MANUAL

5. FUNCTIONAL ROAD ELEMENTS AND

5.2 INTERCHANGES AND JUNCTIONS

No. Date Description of amendments

5.2.1 INTRODUCTION ........................................................................................................... 1

partly due to the cost-efficiency, but primarily

Table 5.2.1: Traffic and vehicular-technical characteristics of roads

Road Technical Characteristic qualities for planning and utilisation of roads

1 A motor 130 80-100 Separated grade- 130 120 110 100

2 A motor 90 60-80 two-way grade- 90 80

3 A motor 110 70-90 separated grade- 110 100 90 80

4 B mixed 90 50-70 two-way grade wid. 90 80 70 60

5 B mixed 90 60-80 separated grade wid. 90 80 70 60

6 B mixed 90 50-70 two-way grade wid. 90 80 70 60 50 40

7 B, C tourist 70 Specif. two-way grade equ. 70 60 50 40 30

8 B mixed 70 40-60 two-way grade equ. 70 60 50 40 30

9 C local 50 - two-way grade min. 60 50 40 30

10 D access 50 - two-way grade without not specified

11 A motor 100 60-90 separated grade- 100 90 80

12 A motor 90 50-70 two-way grade- 90 80 70 60

13 B motor 80 50-60 separated grade wid. 80 70 60

14 B mixed 70 40-50 two-way grade wid. 70 60 50 40

15 C mixed 50 - two-way grade equ. 50 40 30

16 D mixed 50 - two-way grade min. not specified

17 D local 30 - two-way grade without not specified

18 D local at a - - - not specified

Figure 5.2.1: Basic terms

5.2.2 BASIC GUIDELINES FOR DESIGN split, joined, or intertwined. Selection of

Correct and primarily timely reaction of

Traffic flow-rate (at D service level) per one

The evermore increasing traffic volumes and

Entries from intersecting roads to the ramps

2. Additional ramp for interweaving

The planned road network specifies the

The minimum distance between the junctions

Minimum distances between two junctions

In case that even this minimum distance

- Ascending exits and declining entries are

- Entries and exits should be situated on In addition to basic guidelines and

difficult to clearly mark several successive

5.2.4.2 Ramp types

The following three possibilities of conducting Indirect ramp

5.2.4.3 Junctions and interchanges

Junctions and interchanges are used to join

Several basic types of junctions and

orientation by suitable traffic equipment, so

5.2.4.3.2 Three-leg junctions and

Considering the space consumption and Figure 5.2.4: Left trumpet

Its weak point is an inner indirect ramp

Therefore, a trumpet is designed as a

The outer ramp embracing the inner indirect

Figure 5.2.6: Bulb with preferential direction

A fork is a specific triangle type, where, for

Figure 5.2.7: Bulb with preferential direction

At a triangle all left turnings are directed by

As a rule, median ramps should be foreseen - if placing of signalisation for direction of

pavement dewatering in twisting areas Within a cloverleaf, problems in the