CROSSING ROADWAYS

Technical Field

[0001] The present invention relates to roadway structures, and, more particularly, to an interchange system for continuous vehicular movement between crossing roadways.

Background

[0002] Interchanges, such as overpasses, flyovers, grade separators, etc., may be required at most intersections to regulate and ease traffic pressure. A minimum height clearance for interchanges, for example, is generally 5.5 meters (or above) for a smooth passage of all types of vehicles. For example, such minimum height clearance may be required so that heavy or larger vehicles, e.g., trucks, may also utilize the interchange for their movement, along with smaller vehicles. The minimum height clearance in interchange structures requires that the interchange structures meet several design related requirements, e.g., a minimum height requirement. However, meeting such requirements may not be possible at all intersections because of factors, such as land availability, geological conditions, etc., thus making a full-fledged interchange development at many intersections difficult and challenging. Moreover, designing and developing such interchange structures (having high construction volumes) consumes lot of labor, time, and money, apart from needing increased land or real estate.

[0003] U.S. Patent No. 8,366,342 discloses a system for improved vehicular movement between first and second roadways in crossing alignment. The second roadway forms an overpass over the first roadway. The system includes a first turn roadway to allow a vehicle traveling on the first roadway in the first roadway first direction to continuously travel onto the second roadway in the second roadway first direction, and a second turn roadway to allow a vehicle traveling on the first roadway in the first roadway first direction to continuously travel onto the second roadway in the second roadway second direction. Also, the system includes a third turn roadway to allow a vehicle traveling on the second roadway in the second roadway first direction to continuously travel onto the first roadway in the first roadway first direction, and a fourth turn roadway to allow a vehicle traveling on the second roadway in the second roadway second direction to continuously travel onto the first roadway in the first roadway first direction. The second turn roadway and the third turn roadway each at least in part form a first multi-turn ramp that traverses and is provided above the second roadway.

Summary of the Invention

[0004] In one aspect, the disclosure is directed to an interchange system between a first roadway and a second roadway in crossing alignment. The interchange system includes a first carriageway, a second carriageway, and an elevated interchange section. The first carriageway facilitates traffic movement in a first direction along the first roadway. The first carriageway includes a first ramp extending from a first portion of the first roadway, a second ramp extending from a second portion of the first roadway, and a first intermediate ramp extending between the first ramp and the second ramp over and across the second roadway. The second carriageway facilitates traffic movement in a second direction along the first roadway. The second carriageway includes a third ramp extending from the first portion of the first roadway, a fourth ramp extending from the second portion of the first roadway, and a second intermediate ramp extending between the third ramp and the fourth ramp over and across the second roadway. The elevated interchange section includes a first longitudinal deck, a second longitudinal deck, a first connecting deck, and a second connecting deck. Each of the first longitudinal deck and the second longitudinal deck extends along a length of the first roadway. The first connecting deck extends from the first longitudinal deck to the second longitudinal deck over and across the first ramp and the third ramp to define a first clearance height with respect to the first ramp and the third ramp. Also, the second connecting deck extends from the first longitudinal deck to the second longitudinal deck over and across the second ramp and the fourth ramp to define a second clearance height with respect to the second ramp and the fourth ramp. Further, the interchange system includes a fifth ramp and a sixth ramp. The fifth ramp extends from the first portion of the first roadway to the first connecting deck to divert traffic exceeding the first clearance height onto the elevated interchange section from the first carriageway. The sixth ramp extends from the second portion of the first roadway to the second connecting deck to divert traffic exceeding the second clearance height onto the elevated interchange section from the second carriageway. The elevated interchange section defines a first threshold elevation with respect to an existing ground level or a finished road level. In addition, the first threshold elevation of the elevated interchange section is less than the first clearance height and the second clearance height.

[0005] In another aspect, the disclosure relates to a method for traffic movement between a first roadway and a second roadway in crossing alignment. The method includes providing a first carriageway to facilitate traffic movement in a first direction along the first roadway. The first carriageway includes a first ramp extending from a first portion of the first roadway, a second ramp extending from a second portion of the first roadway, and a first intermediate ramp extending between the first ramp and the second ramp over and across the second roadway. Further, the method includes providing a second carriageway to facilitate traffic movement in a second direction along the first roadway. The second carriageway includes a third ramp extending from the first portion of the first roadway, a fourth ramp extending from the second portion of the first roadway, and a second intermediate ramp extending between the third ramp and the fourth ramp over and across the second roadway. Also, the method includes providing an elevated interchange section. The elevated interchange section includes a first longitudinal deck, a second longitudinal deck, a first connecting deck, and a second connecting deck. Each of the first longitudinal deck and the second longitudinal deck extends along a length of the first roadway. The first connecting deck extends from the first longitudinal deck to the second longitudinal deck over and across the first ramp and the third ramp to define a first clearance height with respect to the first ramp and the third ramp. Also, the second connecting deck extends from the first longitudinal deck to the second longitudinal deck over and across the second ramp and the fourth ramp to define a second clearance height with respect to the second ramp and the fourth ramp. In addition, the method includes providing a fifth ramp and a sixth ramp. The fifth ramp extends from the first portion of the first roadway to the first connecting deck to divert traffic exceeding the first clearance height onto the elevated interchange section from the first carriageway. The sixth ramp extends from the second portion of the first roadway to the second connecting deck to divert traffic exceeding the second clearance height onto the elevated interchange section from the second carriageway. The elevated interchange section defines a first threshold elevation with respect to an existing ground level or a finished road level. In addition, the first threshold elevation of the elevated interchange section is less than the first clearance height and the second clearance height. Brief Description of the Drawings

[0006] FIGS. 1 and 2 illustrates a plan view of an exemplary interchange system between a first roadway and a second roadway, in accordance with an aspect of the present disclosure;

[0007] FIGS. 3 and 4 illustrates a perspective view of the exemplary interchange system as viewed from corresponding first and second portions of the first roadway, in accordance with an aspect of the present disclosure;

[0008] FIGS. 5 and 6 illustrates a perspective view of the exemplary interchange system as viewed from corresponding first and second portions of the second roadway, in accordance with an aspect of the present disclosure; and

[0009] FIG. 7 illustrates a perspective view of an area of the interchange system where the first roadway extends over and across the second roadway, in accordance with an aspect of the present disclosure.

Detailed Description

[0010] Reference will now be made in detail to specific embodiments or features, examples of which are illustrated in the accompanying drawings. Generally, corresponding reference numbers will be used throughout the drawings to refer to the same or corresponding parts.

[0011] Referring to FIG. 1, an interchange system 100 between a first roadway 104 and a second roadway 204 is shown. The first roadway 104 is in crossing alignment with respect to the second roadway 204. As shown, both the first roadway 104 and the second roadway 204 may be generally linearly extending roadways, although profiles of the roadways may differ in actual practice and application from what has been illustrated and/or disclosed in the present disclosure.

[0012] Both the first roadway 104 and the second roadway 204 includes corresponding first portions and second portions. For example, the first roadway 104 includes a first portion 108 and a second portion 110 and the second roadway 204 includes a first portion 208 and a second portion 210. The first portion 108 of the first roadway 104 may be defined towards a first side 120 of the interchange system 100, while the second portion 110 of the first roadway 104 may be defined towards a second side 120' of the interchange system 100. Similarly, the first portion 208 of the second roadway 204 may be defined towards a third side 122 of the interchange system 100, while the second portion 210 of the second roadway 204 may be defined towards a fourth side 122' of the interchange system 100. In some embodiments, the first portion 108 and the second portion 110 of the first roadway 104 are at an existing ground level (EGL) or a finished road level (FRL). Similarly, in some embodiments, the first portion 208 and the second portion 210 of the second roadway 204 are at the existing ground level (EGL) or the finished road level (FRL).

[0013] With continued reference to FIG. 1, the interchange system 100 includes a first carriageway 130 having a first ramp 132 and a second ramp 134, and a second carriageway 140 having a third ramp 142 and a fourth ramp 144. Also, the interchange system 100 includes an elevated interchange section 150, a fifth ramp 170, a sixth ramp 172, a seventh ramp 174, and an eighth ramp 176. Further, the interchange system 100 includes a third carriageway 230 having a ninth ramp 232 and a tenth ramp 234, and a fourth carriageway 240 having an eleventh ramp 242 and a twelfth ramp 244. Furthermore, the interchange system 100 includes a thirteenth ramp 250, a fourteenth ramp 252, a fifteenth ramp 254, and a sixteenth ramp 256.

[0014] The first carriageway 130 may be provided to facilitate traffic movement in a first direction (e.g., direction, A) along the first roadway 104, while the second carriageway 140 may be provided to facilitate traffic movement in a second direction (e.g., direction, B ) along the first roadway 104. As an example, the first direction may be opposite to the second direction. The third carriageway 230 may be provided to facilitate traffic movement in a third direction (e.g., direction, C) along the second roadway 204, while the fourth carriageway 240 may be provided to facilitate traffic movement in a fourth direction (e.g., direction, D ) along the second roadway 204. As an example, the third direction may be opposite to the fourth direction. As shown, the first carriageway 130, the second carriageway 140, the third carriageway 230, and the fourth carriageway 240 may be generally linearly extending carriageways, although profiles of the carriageways may differ in actual practice and application from what has been illustrated and/or disclosed in the present disclosure.

[0015] The first ramp 132 of the first carriageway 130 extends from the first portion 108 of the first roadway 104. Similarly, the second ramp 134 of the first carriageway 130 extends from the second portion 110 of the first roadway 104. The first carriageway 130 also includes a first intermediate ramp 190. The first intermediate ramp 190 extends between the first ramp 132 and the second ramp 134 over and across the second roadway 204. In that manner, the first intermediate ramp 190 interconnects the first ramp 132 with the second ramp 134 to facilitate traffic movement in the first direction (direction, A) over the first roadway 104.

[0016] The third ramp 142 of the second carriageway 140 extends from the first portion 108 of the first roadway 104. Similarly, the fourth ramp 144 of the second carriageway 140 extends from the second portion 110 of the first roadway 104. The second carriageway 140 also includes a second intermediate ramp 192. The second intermediate ramp 192 extends between the third ramp 142 and the fourth ramp 144 over and across the second roadway 204. In that manner, the second intermediate ramp 192 interconnects the third ramp 142 with the fourth ramp 144 to facilitate traffic movement in the second direction (direction, B ) over the first roadway 104.

[0017] The elevated interchange section 150 extends longitudinally along a length of the first roadway 104, with said length being defined from the first portion 108 to the second portion 110 of the first roadway 104. In that manner, the elevated interchange section 150 is provided partly towards one side of the second roadway 204 and partly towards another side of the second roadway 204. The elevated interchange section 150 is disposed along the length of the first roadway 104 such that the elevated interchange section 150 defines a first threshold elevation Έ with respect to the existing ground level or the finished road level (please see FIG. 5). In an embodiment, the first threshold elevation ΈG is less than 3 meters. In the present embodiment, the first threshold elevation ΈG is 1.5 meters. [0018] The elevated interchange section 150 includes a first longitudinal deck 152, a second longitudinal deck 154, a first connecting deck 156, and a second connecting deck 158. The first longitudinal deck 152 and the second longitudinal deck 154 extends along the length of the first roadway 104, with said length being defined from the first portion 108 to the second portion 110 of the first roadway 104. The first connecting deck 156 extends from the first longitudinal deck 152 to the second longitudinal deck 154, thereby connecting the first longitudinal deck 152 to the second longitudinal deck 154. The extension is such that the first connecting deck 156 spans (e.g., in a transverse manner) over and across the first ramp 132 and the third ramp 142 to connect the first longitudinal deck 152 with the second longitudinal deck 154. In that manner, the first connecting deck 156 defines a first clearance height Ή with respect to the first ramp 132 and the third ramp 142 (please see FIG. 3). Also, the first clearance height ΉG being more than the first threshold elevation ΈG of the elevated interchange section 150 (or the first threshold elevation ΈG of the elevated interchange section 150 is less than the first clearance height ΉG). In the present embodiment, the first clearance height Ή1 ’ is in a range of 3 meters to 4 meters. In an example, the first clearance height Ή1 ’ is 3 meters. In another example, the first clearance height ΉG is 3.5 meters.

[0019] Similarly, the second connecting deck 158 extends from the first longitudinal deck 152 to the second longitudinal deck 154, thereby connecting the first longitudinal deck 152 to the second longitudinal deck 154. The extension is such that the second connecting deck 158 spans (e.g., in a transverse manner) over and across the second ramp 134 and the fourth ramp 144 to connect the first longitudinal deck 152 with the second longitudinal deck 154. In that manner, the second connecting deck 158 defines a second clearance height Ή2’ with respect to the second ramp 134 and the fourth ramp 144. Also, the second clearance height Ή2’ being more than the first threshold elevation ΈG of the elevated interchange section 150 (or the first threshold elevation ΈG of the elevated interchange section 150 is less than the second clearance height Ή2’). In the present embodiment, the second clearance height Ή2’ is in a range of 3 meters to 4 meters. In an example, the second clearance height Ή2’ is 3 meters. In another example, the second clearance height Ή2’ is 3.5 meters. In the present embodiment, two connecting decks, i.e., the first connecting deck 156 and the second connecting deck 158, are provided to connect the first longitudinal deck 152 with the second longitudinal deck 154. However, in some embodiments, it is contemplated that more or less numbers of such connecting decks may be provided to connect the first longitudinal deck 152 with the second longitudinal deck 154.

[0020] In some embodiments, the first ramp 132 and the third ramp 142 may respectively include sections or decks depressed relative to a level defined by the first portion 108 of the first roadway 104 (or the existing ground level or the finished road level). In this regard, the first ramp 132 may be formed by a first slope portion 300 that extends (e.g., descends or slopes downwards) from the first portion 108 of the first roadway 104 and a second slope portion 302 that extends (e.g., ascends or slopes upwards) up to the first intermediate ramp 190 (please see FIG. 3). Similarly, the third ramp 142 may be formed by a third slope portion 304 that extends (e.g., descends or slope downwards) from the first portion 108 of the first roadway 104 and a fourth slope portion 306 that extends (e.g., ascends or slopes upwards) up to the second intermediate ramp 192 (please see FIG. 3). [0021] In some embodiments, a first deck 310 is defined between the first slope portion 300 and the second slope portion 302 of the first ramp 132 (please see FIG. 3). Similarly, in some embodiments, a second deck 312 is defined between the third slope portion 304 and the fourth slope portion 306 of the third ramp 142 (please see FIG. 3). Although not limited, the first deck 310 and the second deck 312 may be disposed (e.g., directly) under or beneath the first connecting deck 156. In some embodiments, the first deck 310 and the second deck 312 may be disposed at the same level with respect to each other such that the first connecting deck 156 defines the first clearance height ΉG with respect to the first deck 310 and the second deck 312. Further, although not limited, a depression defined by the first ramp 132 and the third ramp 142 may be maximum at the first deck 310 and the second deck 312 relative to a level defined by the first portion 108 of the first roadway 104 (or the existing ground level or the finished road level).

[0022] Similar to the first ramp 132 and the third ramp 142, in some embodiments, the second ramp 134 and the fourth ramp 144 may respectively include sections or decks depressed relative to a level defined by the second portion 110 of the first roadway 104 (or the existing ground level or the finished road level). In this regard, the second ramp 134 may be formed by a fifth slope portion 314 that extends (e.g., descends or slopes downwards) from the second portion 110 of the first roadway 104 and a sixth slope portion 316 that extends (e.g., ascends or slopes upwards) up to the first intermediate ramp 190. Similarly, the fourth ramp 144 may be formed by a seventh slope portion 318 that extends (e.g., descends or slope downwards) from the second portion 110 of the first roadway 104 and an eighth slope portion 320 that extends (e.g., ascends or slopes upwards) up to the second intermediate ramp 192.

[0023] Similar to the first deck 310 and the second deck 312, in some embodiments, a third deck 322 is defined between the fifth slope portion 314 and the sixth slope portion 316 of the second ramp 134. Similarly, in some embodiments, a fourth deck 324 is defined between the seventh slope portion 318 and the eighth slope portion 320 of the fourth ramp 144. Although not limited, the third deck 322 and the fourth deck 324 may be disposed (e.g., directly) under or beneath the second connecting deck 158. In some embodiments, the third deck 322 and the fourth deck 324 may be disposed at the same level with respect to each other such that the second connecting deck 158 defines the second clearance height Ή2’ with respect to the third deck 322 and the fourth deck 324. Further, although not limited, a depression defined by the second ramp 134 and the fourth ramp 144 may be maximum at the third deck 322 and the fourth deck 324 relative to a level defined by the second portion 110 of the first roadway 104 (or the existing ground level or the finished road level).

[0024] Continuing with FIG. 1, the fifth ramp 170 extends from the first portion 108 of the first roadway 104. The fifth ramp 170 extends toward and merges with the first connecting deck 156. In the present embodiment, the fifth ramp 170 is elevated with respect to the first ramp 132. In that manner, the fifth ramp 170 is provided to divert traffic exceeding the first clearance height ΉG onto the elevated interchange section 150 from the first carriageway 130. In this regard, the interchange system 100 facilitates a vehicle (travelling on the first carriageway 130) having a height more than the first clearance height ΉG to divert, via the fifth ramp 170, onto the elevated interchange section 150. In an example in which the first clearance height ΉG is 3 meters, the interchange system 100 facilitates a vehicle (having a height of 4 meters and travelling on the first carriageway 130) to divert, via the fifth ramp 170, onto the elevated interchange section 150 such that the vehicle may continuously travel either along the first roadway 104 or along the second roadway 204.

[0025] Similarly, the sixth ramp 172 extends from the second portion 110 of the first roadway 104. The sixth ramp 172 extends toward and merges with the second connecting deck 158. In the present embodiment, the sixth ramp 172 is elevated with respect to the fourth ramp 144. In that manner, the sixth ramp 172 is provided to divert traffic exceeding the second clearance height Ή2’ onto the elevated interchange section 150 from the second carriageway 140. In this regard, the interchange system 100 facilitates a vehicle (travelling on the second carriageway 140) having a height more than the second clearance height Ή2’ to divert, via the sixth ramp 172, onto the elevated interchange section 150. In an example in which the second clearance height Ή2’ is 3 meters, the interchange system 100 facilitates a vehicle (having a height of 4 meters and travelling on the second carriageway 140) to divert, via the sixth ramp 172, onto the elevated interchange section 150 such that the vehicle may continuously travel either along the first roadway 104 or along the second roadway 204.

[0026] The seventh ramp 174 extends from the first portion 108 of the first roadway 104. The seventh ramp 174 extends toward and merges with the first connecting deck 156. In the present embodiment, the seventh ramp 174 is elevated with respect to the third ramp 142. In that manner, the seventh ramp 174 is configured to merge traffic moving from the elevated interchange section 150 onto the second carriageway 140 to allow traffic movement towards the first portion 108 of the first roadway 104 in the second direction (direction, B).

[0027] Similarly, the eighth ramp 176 extends from the second portion 110 of the first roadway 104. The eighth ramp 176 extends toward and merges with the second connecting deck 158. In the present embodiment, the eighth ramp 176 is elevated with respect to the second ramp 134. In that manner, the eighth ramp 176 is configured to merge traffic moving from the elevated interchange section 150 onto the first carriageway 130 to allow traffic movement towards the second portion 110 of the first roadway 104 in the first direction (direction, A).

[0028] In the present embodiment, the fifth ramp 170 and the seventh ramp 174 are elevated with respect to the first ramp 132 and the third ramp 142. However, in some embodiments, it may be contemplated that the first ramp 132 and the second ramp 134 are elevated with respect to the fifth ramp 170 and the seventh ramp 174 such that each of the first ramp 132 and the second ramp 134 extends from the first portion 108 of the first roadway 104 towards and merges with the first connecting deck 156. Similarly, in the present embodiment, the sixth ramp 172 and the eighth ramp 176 are elevated with respect to the second ramp 134 and the fourth ramp 144. However, in some embodiments, it may be contemplated that the second ramp 134 and the fourth ramp 144 are elevated with respect to the sixth ramp 172 and the eighth ramp 176 such that each of the second ramp 134 and the fourth ramp 144 extends from the second portion 110 of the first roadway 104 towards and merges with the second connecting deck 158.

[0029] Referring to FIGS. 1, 5, and 6, the ninth ramp 232 of the third carriageway 230 extends from the first portion 208 of the second roadway 204. Similarly, the tenth ramp 234 of the third carriageway 230 extends from the second portion 210 of the second roadway 204. The third carriageway 230 also includes a third intermediate ramp 194. The third intermediate ramp 194 extends between the ninth ramp 232 and the tenth ramp 234 below and across the first roadway 104. In that manner, the third intermediate ramp 194 interconnects the ninth ramp 232 with the tenth ramp 234 to facilitate traffic movement in the third direction (direction, C) over the second roadway 204.

[0030] The eleventh ramp 242 of the fourth carriageway 240 extends from the first portion 208 of the second roadway 204. Similarly, the twelfth ramp 244 of the fourth carriageway 240 extends from the second portion 210 of the second roadway 204. The fourth carriageway 240 also includes a fourth intermediate ramp 196. The fourth intermediate ramp 196 extends between the eleventh ramp 242 and the twelfth ramp 244 below and across the first roadway 104. In that manner, the fourth intermediate ramp 196 interconnects the eleventh ramp 242 with the twelfth ramp 244 to facilitate traffic movement in the fourth direction (direction, D ) over the second roadway 204.

[0031] In some embodiments, the first intermediate ramp 190 and the second intermediate ramp 192 extends over and across the third intermediate ramp 194 and the fourth intermediate ramp 196 (please see FIGS. 1, 3, and 7). In this regard, the first intermediate ramp 190 and the second intermediate ramp 192 each define a third clearance height Ή3’ with respect to the third intermediate ramp 194 and the fourth intermediate ramp 196 (please see FIG. 5). Also, the third clearance height Ή3’ being more than the first threshold elevation ΈG of the elevated interchange section 150 (or the first threshold elevation Έ1 ’ of the elevated interchange section 150 is less than the third clearance height Ή3’). In the present embodiment, the third clearance height Ή3’ is in a range of 3 meters to 4 meters. In an example, the third clearance height Ή3’ is 3 meters. In another example, the third clearance height Ή3’ is 3.5 meters.

[0032] In some embodiments, the ninth ramp 232 and the eleventh ramp 242 may respectively include sections or decks depressed relative to a level defined by the first portion 208 of the second roadway 204 (or the existing ground level or the finished road level). In this regard, the ninth ramp 232 may be formed by a ninth slope portion 330 that extends (e.g., descends or slopes downwards) from the first portion 208 of the second roadway 204 up to the third intermediate ramp 194 (please see FIG. 5). Similarly, the eleventh ramp 242 may be formed by a tenth slope portion 332 that extends (e.g., descends or slope downwards) from the first portion 208 of the second roadway 204 up to the fourth intermediate ramp 196 (please see FIG. 5). [0033] Similarly, in some embodiments, the tenth ramp 234 and the twelfth ramp 244 may respectively include sections or decks depressed relative to a level defined by the second portion 210 of the second roadway 204 (or the existing ground level or the finished road level). In this regard, the tenth ramp 234 may be formed by an eleventh slope portion 334 that extends (e.g., descends or slopes downwards) from the second portion 210 of the second roadway 204 up to the third intermediate ramp 194 (please see FIG. 6). Similarly, the twelfth ramp 244 may be formed by a twelfth slope portion 336 that extends (e.g., descends or slope downwards) from the second portion 210 of the second roadway 204 up to the fourth intermediate ramp 196 (please see FIG. 6).

[0034] Although not limited, the third intermediate ramp 194 and the fourth intermediate ramp 196 may be disposed under or beneath the first longitudinal deck 152 and the second longitudinal deck 154. In some embodiments, the third intermediate ramp 194 and the fourth intermediate ramp 196 may be disposed at the same level with respect to each other such that each of the first longitudinal deck 152 and the second longitudinal deck 154 defines the fourth clearance height Ή4’ with respect to the third intermediate ramp 194 and the fourth intermediate ramp 196 (please see FIG. 5). Also, the fourth clearance height Ή4’ being more than the first threshold elevation ΈG of the elevated interchange section 150 (or the first threshold elevation ΈG of the elevated interchange section 150 is less than the fourth clearance height Ή4’). In the present embodiment, the fourth clearance height Ή4’ is in a range of 3 meters to 4 meters. In an example, the fourth clearance height Ή4’ is 3 meters. In another example, the fourth clearance height Ή4’ is 3.5 meters. [0035] The thirteenth ramp 250 extends from the first portion 208 of the second roadway 204 (please see FIGS. 1 and 5). The thirteenth ramp 250 extends toward and merges with the first longitudinal deck 152. In the present embodiment, the thirteenth ramp 250 is elevated with respect to the ninth ramp 232. In that manner, the thirteenth ramp 250 is configured to divert traffic exceeding the fourth clearance height Ή4’ onto the elevated interchange section 150 from the third carriageway 230. In this regard, the interchange system 100 facilitates a vehicle (travelling on the third carriageway 230) having a height more than the fourth clearance height Ή4’ to divert, via the thirteenth ramp 250, onto the elevated interchange section 150. In an example in which the fourth clearance height Ή4’ is 3.5 meters, the interchange system 100 facilitates a vehicle (having a height of 4 meters and travelling on the third carriageway 230) to divert, via the thirteenth ramp 250, onto the elevated interchange section 150 such that the vehicle may continuously travel either along the second roadway 204 or along the first roadway 104.

[0036] Similarly, the fourteenth ramp 252 extends from the second portion 210 of the second roadway 204 (please see FIGS. 1 and 6). The fourteenth ramp 252 extends toward and merges with the second longitudinal deck 154. In the present embodiment, the fourteenth ramp 252 is elevated with respect to the twelfth ramp 244. In that manner, the fourteenth ramp 252 is configured to divert traffic exceeding the fourth clearance height Ή4’ onto the elevated interchange section 150 from the fourth carriageway 240. In this regard, the interchange system 100 facilitates a vehicle (travelling on the fourth carriageway 240) having a height more than the fourth clearance height Ή4’ to divert, via the fourteenth ramp 252, onto the elevated interchange section 150. In an example in which the fourth clearance height Ή4’ is 3.5 meters, the interchange system 100 facilitates a vehicle (having a height of 4 meters and travelling on the fourth carriageway 240 in the fourth direction, D ) to divert, via the fourteenth ramp 252, onto the elevated interchange section 150 such that the vehicle may continuously travel either along the second roadway 204 or along the first roadway 104.

[0037] The fifteenth ramp 254 extends from the first portion 208 of the second roadway 204 (please see FIGS. 1 and 5). The fifteenth ramp 254 extends toward and merges with the first longitudinal deck 152. In the present embodiment, the fifteenth ramp 254 is elevated with respect to the eleventh ramp 242. In that manner, the fifteenth ramp 254 is configured to merge traffic moving from the elevated interchange section 150 onto the fourth carriageway 240 to allow traffic movement towards the first portion 208 of the second roadway 204 in the fourth direction (direction, D).

[0038] Similarly, the sixteenth ramp 256 extends from the second portion 210 of the second roadway 204 (please see FIGS. 1 and 6). The sixteenth ramp 256 extends toward and merges with the second longitudinal deck 154. In the present embodiment, the sixteenth ramp 256 is elevated with respect to the tenth ramp 234. In that manner, the sixteenth ramp 256 is configured to merge traffic moving from the elevated interchange section 150 onto the third carriageway 230 to allow traffic movement towards the second portion 210 of the second roadway 204 in the third direction (direction, C).

[0039] In the present embodiment, the thirteenth ramp 250 and the fifteenth ramp 254 are elevated with respect to the ninth ramp 232 and the eleventh ramp 242. However, in some embodiments, it may be contemplated that the ninth ramp 232 and the eleventh ramp 242 are elevated with respect to the thirteenth ramp 250 and the fifteenth ramp 254 such that each of the ninth ramp 232 and the eleventh ramp 242 extends from the first portion 208 of the second roadway 204 towards and merges with the first longitudinal deck 152. Similarly, in the present embodiment, the fourteenth ramp 252 and the sixteenth ramp 256 are elevated with respect to the tenth ramp 234 and the twelfth ramp 244. However, in some embodiments, it may be contemplated that the tenth ramp 234 and the twelfth ramp 244 are elevated with respect to the fourteenth ramp 252 and the sixteenth ramp 256 such that each of the tenth ramp 234 and the twelfth ramp 244 extends from the second portion 210 of the second roadway 204 towards and merges with the second longitudinal deck 154. [0040] Each of the first ramp 132, the second ramp 134, the third ramp 142, the fourth ramp 144, the fifth ramp 170, the sixth ramp 172, the seventh ramp 174, the eighth ramp 176, the ninth ramp 232, the tenth ramp 234, the eleventh ramp 242, the twelfth ramp 244, the thirteenth ramp 250, the fourteenth ramp 252, the fifteenth ramp 254, and the sixteenth ramp 256, may be one or more of linear, curved, bent, and/or may possess a multitude of other profiles, as may be warranted at actual sites based on factors such as land availability, cost, feasibility, geological conditions, etc. Accordingly, the shapes and configurations of each of the first ramp 132, the second ramp 134, the third ramp 142, the fourth ramp 144, the fifth ramp 170, the sixth ramp 172, the seventh ramp 174, the eighth ramp 176, the ninth ramp 232, the tenth ramp 234, the eleventh ramp 242, the twelfth ramp 244, the thirteenth ramp 250, the fourteenth ramp 252, the fifteenth ramp 254, and the sixteenth ramp 256, as illustrated and disclosed in the present disclosure, need to be seen as being purely exemplary.

[0041] In some embodiments, each of the first ramp 132, the second ramp 134, the third ramp 142, the fourth ramp 144, the fifth ramp 170, the sixth ramp 172, the seventh ramp 174, and the eighth ramp 176, may define a length (see example length, Li, in FIG. 2). Similarly, in some embodiments, each of the ninth ramp 232, the tenth ramp 234, the eleventh ramp 242, the twelfth ramp 244, the thirteenth ramp 250, the fourteenth ramp 252, the fifteenth ramp 254, and the sixteenth ramp 256, may define a length (see example length, L2, in FIG. 2). It may be noted that length, Li, is commonly demarcated for each of the first ramp 132, the second ramp 134, the third ramp 142, the fourth ramp 144, the fifth ramp 170, the sixth ramp 172, the seventh ramp 174, and the eighth ramp 176, and the length, L2, is commonly demarcated for each of the ninth ramp 232, the tenth ramp 234, the eleventh ramp 242, the twelfth ramp 244, the thirteenth ramp 250, the fourteenth ramp 252, the fifteenth ramp 254, and the sixteenth ramp 256. In actual practice or application, however, a length of one ramp may differ from a length of another ramp. Therefore, the lengths of said ramps may be understood as extensions of the ramps from the corresponding first/second portions of the corresponding first/second roadways to the corresponding decks.

[0042] While commonly a ramp may be built at 1% - 6 % gradient or slope, said lengths (i.e., lengths LI) of one or more of the first ramp 132, the second ramp 134, the third ramp 142, the fourth ramp 144, the fifth ramp 170, the sixth ramp 172, the seventh ramp 174, and the eighth ramp 176, may be minimum 37.5 meters in length at 4% gradient or slope. Similarly, the lengths (i.e., lengths L2 ) of the one or more of the ninth ramp 232, the tenth ramp 234, the eleventh ramp 242, the twelfth ramp 244, the thirteenth ramp 250, the fourteenth ramp 252, the fifteenth ramp 254, and the sixteenth ramp 256, may be minimum 37.5 meters in length at 4% gradient or slope.

[0043] In some embodiments, each of the first intermediate ramp 190 and the second intermediate ramp 192, may define a length (see example length, L3, in FIG. 2). The lengths, L3, of said first intermediate ramp 190 and said second intermediate ramp 192 may be at least one of: minimum (175 + W) meters in length at 4% gradient or slope, wherein ‘W’ defines an overall width of the number of lanes crossing the first intermediate ramp 190 and said second intermediate ramp 192; minimum (233.2 + W) meters in length at 3% gradient or slope; minimum (350 + W) meters in length at 2% gradient or slope; or minimum (700 + W) meters in length at 1% gradient or slope, according to certain scenarios.

[0044] It may be noted that the ramp lengths, Li, L2, and L3, are selected to minimize area distribution of the interchange system 100, i.e., both first moment of area and second moment of area along axes X, Y, and Z, passing through a centroid ‘P’ of the interchange system 100 (please see FIGS. 2 and 5). Such ramp lengths at their corresponding gradients or slopes may enable other structures (e.g., pedestrian and non-motorized vehicle interchange, low height public transport corridors, parking facilities, etc.) be built relatively close or in adequate proximity to the interchange system 100, may not obstruct an entry / exit of societies disposed adjacent to the interchange system 100, may ease moving of slow moving traffic on the ramps, may be less costly and cumbersome to build, etc.

[0045] Accordingly, in some embodiments, the interchange system 100 may also include a pedestrian walkway 400 (please see FIG. 2). The pedestrian walkway 400 may be provided to facilitate pedestrians or slow-moving vehicles, or non-motorized vehicles (e.g., bicycles, wheelchairs, etc.) to move either along the first roadway 104 or along the second roadway 204 without any vehicular traffic hindrance. Although not limited, the pedestrian walkway 400 may be provided at the existing ground level or the finished road level. [0046] As shown in FIG. 2, the pedestrian walkway 400 includes a first outer sidewalk 402, a second outer sidewalk 404, a third outer sidewalk 406, and a fourth outer sidewalk 408. Further, the pedestrian walkway 400 includes a first inner sidewalk 412, a second inner sidewalk 414, a third inner sidewalk 416, and a fourth inner sidewalk 418. In addition, the pedestrian walkway 400 includes a first crossover lane 422, a second crossover lane 424, a third crossover lane 426, and a fourth crossover lane 428. Furthermore, the pedestrian walkway 400 includes a fifth crossover lane 442, a sixth crossover lane 444, a seventh crossover lane 446, and an eighth crossover lane 448.

[0047] The first outer sidewalk 402 extends between the first portion 108 of the first roadway 104 and the first portion 208 of the second roadway 204, while the second outer sidewalk 404 extends between the first portion 108 of the first roadway 104 and the second portion 210 of the second roadway 204. Similarly, the third outer sidewalk 406 extends between the first portion 208 of the second roadway 204 and the second portion 110 of the first roadway 104, while the fourth outer sidewalk 408 extends between the second portion 210 of the second roadway 204 and the second portion 110 of the first roadway 104. [0048] Each of the first inner sidewalk 412 and the second inner sidewalk 414 extends along the length of the first roadway 104, while each of the third inner sidewalk 416 and the fourth inner sidewalk 418 extends along the length of the second roadway 204. The first crossover lane 422 extends from the first outer sidewalk 402 towards and merges with the fourth inner sidewalk 418. The second crossover lane 424 extends from the second outer sidewalk 404 towards and merges with the fourth inner sidewalk 418. The third crossover lane 426 extends from the third outer sidewalk 406 towards and merges with the third inner sidewalk 416. The fourth crossover lane 428 extends from the fourth outer sidewalk 408 towards and merges with the third inner sidewalk 416. Similarly, the fifth crossover lane 442 extends from the first outer sidewalk 402 towards and merges with the first inner sidewalk 412. The sixth crossover lane 444 extends from the second outer sidewalk 404 towards and merges with the second inner sidewalk 414. The seventh crossover lane 446 extends from the third outer sidewalk 406 towards and merges with the first inner sidewalk 412. The eighth crossover lane 448 extends from the fourth outer sidewalk 408 towards and merges with the second inner sidewalk 414.

[0049] Each of the first outer sidewalk 402, the second outer sidewalk 404, the third outer sidewalk 406, the fourth outer sidewalk 408, the first inner sidewalk 412, the second inner sidewalk 414, the third inner sidewalk 416, the fourth inner sidewalk 418, the first crossover lane 422, the second crossover lane 424, the third crossover lane 426, and the fourth crossover lane 428, may be one or more of linear, curved, bent, and/or may possess a multitude of other profiles, as may be warranted at actual sites based on factors such as land availability, cost, feasibility, geological conditions, etc. Accordingly, the shapes and configurations of each of the first outer sidewalk 402, the second outer sidewalk 404, the third outer sidewalk 406, the fourth outer sidewalk 408, the first inner sidewalk 412, the second inner sidewalk 414, the third inner sidewalk 416, the fourth inner sidewalk 418, the first crossover lane 422, the second crossover lane 424, the third crossover lane 426, and the fourth crossover lane 428, as illustrated and disclosed in the present disclosure, need to be seen as being purely exemplary.

Industrial Applicability

[0050] Referring to FIGS. 1 - 6, heavier traffic (traffic exceeding the first clearance height ΉG, such as buses and trucks) flowing along the direction, A, on the first portion 108 of the first roadway 104 may be split such that the heavier traffic may divert and move onto the fifth ramp 170 to reach up to the elevated interchange section 150. At the elevated interchange section 150, said heavier traffic may weave (e.g., merge) with the traffic travelling on the first connecting deck 156 along the direction, A. Next, said heavier traffic may move onto the first longitudinal deck 152 to continue its movement along the direction, A. Once on the first longitudinal deck 152, said heavier traffic may change course to the fifteenth ramp 254 to continue travel along the direction, D; or continue along the first longitudinal deck 152 and advance on to the eighth ramp 176 along direction, A or change course to the second connecting deck 158 and further to the sixteenth ramp 256 to continue travel along the direction, C; or change course to the second connecting deck 158 towards the second longitudinal deck 154 to advance onto the seventh ramp 174 to continue travel along the direction, B. If required, the fifth ramp 170 may be used by the lighter traffic (traffic having height less than the first clearance height ΉG, such as small cars) as well.

[0051] Similarly, heavier traffic (traffic exceeding the second clearance height Ή2’, such as buses and trucks) flowing along the direction, B, from the second portion 110 of the first roadway 104 may be split such that said heavier traffic may divert and move onto the sixth ramp 172 to reach up to the elevated interchange section 150. At the elevated interchange section 150, said heavier traffic may weave (e.g., merge) with the traffic travelling on the second connecting deck 158 along the direction, B. Next, said heavier traffic may move onto the second longitudinal deck 154 to continue its movement along the direction, B. Once on the second longitudinal deck 154, said heavier traffic may change course to the sixteenth ramp 256 to continue travel along the direction, C; or continue along the second longitudinal deck 154 and advance to the seventh ramp 174 along direction, B or change course to the first connecting deck 156 towards the fifteenth ramp 254 to continue travel along the direction, D; or change course to the first connecting deck 156 towards the first longitudinal deck 152 to advance onto the eighth ramp 176 to continue travel along the direction, A. If required, the fifth ramp 170 may be used by the lighter traffic (traffic having height less than the second clearance height Ή2’, such as small cars) as well.

[0052] Lighter traffic (traffic having height less than the first clearance height ‘Hl’and the second clearance height Ή2’, such as small cars) flowing along the direction, A, from the first portion 108 of the first roadway 104 may advance onto the first ramp 132 to pass through the first deck 310, the first intermediate ramp 190, the third deck 322, and second ramp 134, to continue travel along the direction, A. Similarly, the lighter traffic flowing along the direction, B, from the second portion 110 of the first roadway 104 may advance onto the fourth ramp 144 to pass through the fourth deck 324, the second intermediate ramp 192, the second deck 312, and third ramp 142, to continue travel along the direction, B. [0053] Further, heavier traffic (traffic exceeding the third clearance height Ή3’ and the fourth clearance height Ή4’, such as buses and trucks) flowing along the direction, C, from the first portion 208 of the second roadway 204 may be split such that said heavier traffic may divert and move onto the thirteenth ramp 250 to reach up to the elevated interchange section 150. At the elevated interchange section 150, said heavier traffic may weave (e.g., merge) with the traffic travelling on the first longitudinal deck 152 along the direction, A. Next, said heavier traffic may move onto the first longitudinal deck 152 to advance to the eighth ramp 176 to continue travel along the direction, A; or change course to the second connecting deck 158 and further to the sixteenth ramp 256 to continue travel along the direction, C; or change course to the second connecting deck 158 towards the second longitudinal deck 154 to advance on to the seventh ramp 174 to continue travel along the direction, B or change course to the second connecting deck 158 towards the second longitudinal deck 154 and further change course to the first connecting deck 156 towards the fifteenth ramp 254 to continue travel along the direction, D.

[0054] Similarly, heavier traffic (traffic exceeding the third clearance height Ή3 ’ and the fourth clearance height Ή4’, such as buses and trucks) flowing along the direction, D, from the second portion 210 of the second roadway 204 may be split such that said heavier traffic may divert and move onto the fourteenth ramp 252 to reach up to the elevated interchange section 150. At the elevated interchange section 150, said heavier traffic may weave (e.g., merge) with the traffic travelling on the second longitudinal deck 154 along the direction, B. Next, said heavier traffic may move onto the second longitudinal deck 154 to advance to the seventh ramp 174 to continue travel along the direction, B or change course to the first connecting deck 156 and further to the fifteenth ramp 254 to continue travel along the direction, D or change course to the first connecting deck 156 and further to the first longitudinal deck 152 to advance on to the eighth ramp 176 to continue travel along the direction, A or change course to the first connecting deck 156 towards the first longitudinal deck 152 and further change course to the second connecting deck 158 towards the sixteenth ramp 256 to continue travel along the direction, C.

[0055] Furthermore, lighter traffic (traffic having height less than the third clearance height ‘FB’and the fourth clearance height Ή4’, such as small cars) flowing along the direction, C, from the first portion 208 of the second roadway 204 may advance onto the ninth ramp 232 to pass through the third intermediate ramp 194 (underneath the first longitudinal deck 152 and the second longitudinal deck 154), and the tenth ramp 234, to continue travel along the direction, C. Similarly, the lighter traffic flowing along the direction, D, from the second portion 210 of the second roadway 204 may advance onto the twelfth ramp 244 to pass through the fourth intermediate ramp 196 (underneath the first longitudinal deck 152 and the second longitudinal deck 154), and eleventh ramp 242, to continue travel along the direction, D.

[0056] With the heavier traffic splitting and moving over onto the fifth ramp 170, the sixth ramp 172, the thirteenth ramp 250, and the fourteenth ramp 252, the interchange system 100 regulates traffic burden. Such splitting helps in maintaining the first threshold elevation Έ of the elevated interchange section 150 relatively low (e.g. less than 3 meters). Also, such splitting helps in maintaining the first clearance height ΉG, the second clearance Ή2’, the third clearance height Ή3’, and the fourth clearance Ή4’, relatively low (e.g. between 3 meters to 4 meters) to minimize the area distribution of the interchange system 100, i.e., both first moment of area and second moment of area along axes X, Y, and Z, passing through the centroid ‘P’ of the interchange system 100 (please see FIGS. 2 and 5). This may result in reduction of both the construction cost and the operational cost associated with the interchange system 100.

[0057] Further, the interchange system 100 may enable other structures/amenities/facilities to be built relatively close or in adequate proximity to the interchange system 100 without negatively impacting interchange capacity of the interchange system 100. For example, one or more weaving (merging, or diverging, or both) moments of traffic may be constructed below the interchange system 100 (e.g. under or beneath the elevated interchange section 150) without increasing a clear span (or width) of the interchange system 100.

[0058] In another example, one or more of the first longitudinal deck 152 and the second longitudinal deck 154 may include a deck portion 500 extending therefrom to provide a platform i.e., one or more public transport corridors 502, 504 (e.g., bus stops, Halt and Go for Three-seater-auto-rickshaws, etc.) for public to access one or more of the first longitudinal deck 152 and the second longitudinal deck 154. Such one or more public transport corridors 502, 504 may be connected to the pedestrian walkway 400, via one or more stairs 510 (please see FIG. 7). Since the first longitudinal deck 152 and the second longitudinal deck 154 are constructed at relatively low height, such public transport corridors 502, 504 may provide an improved pedestrian and multimodal integration, and an improved pedestrian accessibility. In some embodiments, such public transport corridors, of low height, may also be provided adjacent to the third intermediate ramp 194 and the fourth intermediate ramp 196 under or beneath the first intermediate ramp 190, the second intermediate ramp 192, the first longitudinal deck 152, and the second longitudinal deck 154. In this way, the interchange system 100 enables vehicles and pedestrians to pass separately without any stoppage.

[0059] In some other embodiments, elevated parking facility 520 may also be provided relatively close or in adequate proximity to the interchange system 100, as shown in FIG. 2. For example, the elevated parking facility 520 may be provided in adequate proximity to at least one of the first connecting deck 156 or the second connecting deck 158. The elevated parking facility 520 may be a single level parking facility or a multilevel parking facility. The elevated parking facility 520 may be directly connected with the interchange system 100 (e.g., with the first longitudinal deck 152 and the second longitudinal deck 154) to provide direct entry and exit points for traffic flowing through the interchange system 100. In an example, in which two such elevated parking facilities are constructed (each in adequate proximity to the first connecting deck 156 and the second connecting deck 158), a continuous elevated platform (not shown) may also be constructed to interconnect said two elevated parking facilities, wherein said continuous elevated platform may be constructed to define an adequate clearance (e.g. 3.5 meters) with respect to the first intermediate ramp 190 and the second intermediate ramp 192.

[0060] It will be apparent to those skilled in the art that various modifications and variations can be made to the method and/or system of the present disclosure without departing from the scope of the disclosure. Other embodiments will be apparent to those skilled in the art from consideration of the specification and practice of the method and/or system disclosed herein. It is intended that the specification and examples be considered as exemplary only, with a true scope of the disclosure being indicated by the following claims and their equivalent.