By Charters Samuel

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Individually or combined, these factors influence planning and design decisions for ramp and interchange spacing. 4 Signing Controls This section discusses signing considerations and how they influence ramp and interchange spacing. For example, depending on a project’s context, a complex isolated interchange with multiple destinations may increase the needed number of sign panels and message units. The number of message units and the minimum sign spacing requirements could conceivably be a primary control in determining an interchange location or ramp configuration.

Exhibit 4-2 schematically presents these conditions. Exhibit 4-2 Merge and Diverge Influence Areas Merge and diverge areas are limited by definition to the right two lanes of the freeway and the associated acceleration or deceleration lane because studies have shown that this is where most turbulence occurs (5, 23). The methodology of the HCM identifies influence areas to be approximately Operational and Safety Considerations 1,500 ft in length. However, certain designs could increase this length.

The minimum spacing is measured between the centerlines of streets with ramps, and is determined by weaving volumes, ability to sign, signal progression, and length of speed-change lanes. In urban areas, spacing of less than one mile may be developed by grade separating ramps or adding C-D roads. In addition to the Green Book, AASHTO also publishes A Policy on Design Standards Interstate System (14). ” Table 3-1 compares the interchange spacing guidance in these two AASHTO documents. These Guidelines de-emphasize interchange spacing values between cross street centerlines and emphasize ramp design needs and associated ramp spacing values.

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A sermon on alms by Charters Samuel

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