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Stack interchange

A stack interchange is a grade-separated freeway interchange designed to connect two multi-lane highways that cross each other, featuring elevated ramps—typically on four levels—that allow all turning movements, including left turns, without interruption from crossing traffic.^[1] This configuration uses semi-directional flyover ramps for left turns and direct right-turn ramps, eliminating weaving sections where merging and exiting vehicles would otherwise conflict.^[1] Stack interchanges are particularly suited for high-volume urban corridors, providing free-flowing traffic movement across all directions.^[2] The first stack interchange in the world, known as the Four Level Interchange, opened to traffic on September 22, 1953, in Los Angeles, California, at the junction of U.S. Route 101 and State Route 110.^[3] Construction began in 1948, and it represented a pioneering engineering solution to accommodate the growing automobile traffic in postwar America, spanning four vertical levels.^[4] This design quickly became a model for handling complex intersections worldwide, influencing subsequent developments in highway engineering.^[5] Stack interchanges offer significant advantages, including very high vehicle capacity due to their fully directional ramps, which reduce travel distances and enhance safety by separating conflicting movements.^[6] They require less land than alternatives like cloverleaf interchanges while supporting heavy traffic volumes without signals or stoppages.^[1] However, their construction is costly owing to the multiple elevated structures, and they can be visually imposing in urban settings.^[7] Despite these drawbacks, stack interchanges remain essential for major metropolitan areas, with examples including the Judge Harry Pregerson Interchange in Los Angeles and the High Five Interchange in Dallas.^[6]

Overview

Definition and Purpose

A stack interchange is a type of grade-separated junction designed for controlled-access highways, where two or more roadways connect without any at-grade crossings. Grade separation refers to the physical elevation or depression of one roadway over or under another to prevent interference between traffic streams, ensuring continuous flow on both paths.^[8] Controlled-access highways, also known as freeways or expressways, are roadways engineered for high-speed, through traffic, with entry and exit limited to designated interchanges to minimize disruptions from adjacent properties or local roads.^[9] In essence, a stack interchange functions as a free-flow, fully directional connection between two highways, enabling all possible turning movements—left, right, and through—via dedicated ramps arranged in a vertical, multi-level configuration. This eliminates the need for vehicles to stop, yield, or weave across lanes, as ramps for opposing left turns are elevated or lowered to pass over or under the crossing highways. The structure typically comprises four levels in its standard form: the two primary highways occupy the base and upper levels, while left-turning ramps are stacked on intermediate levels to separate conflicting flows.^[1] The primary purpose of a stack interchange is to accommodate high-volume traffic in densely populated urban or suburban environments, where simpler interchanges like cloverleaves would cause bottlenecks due to merging and weaving. By fully separating all movements, it enhances capacity, reduces congestion at the junction, and improves overall safety through the elimination of cross-traffic conflicts. These interchanges are particularly suited to intersections of major freeways carrying substantial daily volumes, allowing uninterrupted progression for vehicles in all directions.^[1]^[7]

Historical Development

Stack interchanges emerged in the mid-20th century in the United States, driven by the post-World War II economic boom, rapid urbanization, and the explosive growth in automobile ownership that necessitated more efficient highway infrastructure to handle surging traffic volumes. As cities expanded and car culture dominated, traditional at-grade intersections and simple cloverleaf designs proved inadequate for high-speed, high-volume travel, prompting engineers to innovate vertical separation solutions. The world's first stack interchange, a four-level design, was the Four Level Interchange in Los Angeles connecting U.S. Route 101 and California Route 110, with construction completed in 1949, partial openings in 1952, and full operations commencing on September 22, 1953.^[3]^[5] This $5.5 million structure, spanning just half a mile, symbolized the era's ambitious freeway building and replaced hazardous weaving patterns in earlier interchanges with fully directional ramps.^[3] Its success paved the way for widespread adoption during the 1950s and 1960s, coinciding with the Federal-Aid Highway Act of 1956 that launched the Interstate Highway System and funded thousands of miles of limited-access roads across the U.S. By the 1960s, stack interchanges proliferated in American cities as part of Interstate construction to manage growing suburban commutes, while international adoption followed in the late 1960s and 1970s amid similar motorization trends in developed nations. A notable early example outside the U.S. was the UK's Almondsbury Interchange, linking the M4 and M5 motorways near Bristol, which opened on September 8, 1966, as the country's first four-level stack and a hallmark of its emerging motorway network.^[10] Key milestones in the evolution included the introduction of five-level stacks in the 2000s to accommodate even denser traffic in sprawling metropolitan areas, exemplified by the High Five Interchange in Dallas, Texas, connecting Interstate 635 and U.S. Highway 75, which completed construction in 2005 at a cost of $261 million.^[11] More recently, post-2020 developments have focused on expansions and new builds, such as the five-level interchange at Interstate 10 and Loop 1604 in San Antonio, Texas, where multiple flyover ramps began phased openings in late 2024, with the first connecting eastbound Loop 1604 to westbound I-10 in December 2024; as of November 2025, additional ramps including the sixth and seventh have opened, with full completion expected in 2027.^[12]^[13]^[14] These advancements were propelled by escalating traffic demands in megacities, breakthroughs in reinforced concrete and steel fabrication for taller structures, and policy shifts emphasizing congestion relief through high-capacity, free-flow designs.^[15]^[16]

Design Features

Basic Components and Structure

A stack interchange consists of two perpendicular highways positioned at the base level, forming the foundational structure, with elevated levels dedicated to ramps that facilitate direct connections for both left and right turns. These core components include off-ramps and on-ramps that provide grade-separated access, supported by a network of piers, abutments, and bridge decks to ensure stability across multiple elevations. The piers, typically constructed as reinforced concrete columns, bear the vertical loads from the upper structures, while abutments anchor the ends of the bridge spans at the approaches to the interchange. Bridge decks, often composed of precast or cast-in-place concrete slabs, span between the supports and accommodate the roadways and ramps.^[2]^[17] The structural layout employs vertical stacking, where the ramp roadways are elevated to cross above or between the lower highways, allowing uninterrupted flow for all directions of travel. In a typical four-level configuration, the two main highways occupy the lowest two levels, with the third and fourth levels reserved for the ramp structures, enabling semi-directional left turns and fully directional right turns without the need for looping. This arrangement often utilizes continuous spans or cantilevered designs for the ramps, where segments extend outward from central supports to minimize the footprint and optimize clearance beneath the upper levels. The overall height can reach up to 75 feet or more, depending on the number of levels and local topography.^[1]^[2] Engineering aspects emphasize the use of reinforced concrete for its durability and load-bearing capacity, with steel reinforcement providing tensile strength to withstand the stresses from heavy traffic and environmental factors. In seismic zones such as California, designs incorporate expansion joints to accommodate thermal expansion, contraction, and earthquake-induced displacements, ensuring the structure remains functional post-event; for instance, support lengths at hinges are calculated to include seismic displacement demands, typically requiring gaps of 0.5 to 0.75 inches and minimum support of 18 inches for in-span elements. These features, including shear keys and PTFE bearings, help maintain elastic behavior under overstrength demands.^[17]^[18] The construction process is typically phased to minimize traffic disruption, beginning with site excavation and geotechnical preparation, followed by the installation of deep foundations such as driven piles or drilled shafts to support the piers and abutments. Sequential deck installation then proceeds level by level, often using precast concrete elements for rapid assembly, with grouted connections and post-tensioning to achieve structural integrity. This approach, common in accelerated bridge construction, can reduce overall timelines significantly, though costs are influenced by material expenses, labor for complex formwork, and the need for specialized equipment like self-propelled modular transporters for positioning large components. Total project costs may increase by 6-30% compared to simpler interchanges due to the multi-level complexity, but phased methods help offset user delay expenses.^[17]

Traffic Flow Configurations

In stack interchanges, traffic flow is managed through dedicated ramps that accommodate all eight possible turn combinations—left and right turns from each of the four approaching directions—without requiring traffic signals, at-grade merges, or cross-traffic interactions.^[1] Vehicles typically exit from the rightmost lane of the originating highway, with right turns handled via direct, low-level ramps and left turns via semi-directional flyover or underpass ramps that cross over or under the intersecting highway before merging onto the destination roadway.^[1] These ramps often spiral upward or loop between levels to achieve vertical separation, ensuring continuous movement and minimizing speed reductions.^[2] The standard configuration employs a semi-directional ramp system for four-way junctions between two controlled-access highways, where left-turn movements use semi-directional connections to provide direct access while right turns utilize fully directional paths.^[19] Variations, such as partial stack interchanges, adapt this design for three-way junctions by providing dedicated ramps for major movements only, omitting or simplifying less critical turns to reduce structural complexity and right-of-way needs.^[2] This free-flow arrangement eliminates weaving sections and bottlenecks, enabling stack interchanges to support high capacities of 10,000 to 15,000 vehicles per hour per direction, contingent on the number of lanes and approaching freeway segments rated at approximately 2,000 vehicles per hour per lane.^[20] Operational considerations emphasize clear navigation aids for multi-level travel, including advance guide signing with discrete arrows, separate panels for each movement, and distance indications to facilitate early lane selection and reduce driver workload.^[15] Adequate lighting is provided along ramps and structures to ensure visibility, particularly during low-light conditions, while integration with intelligent transportation systems—such as variable message signs and ramp metering—offers real-time guidance to optimize flow and alert drivers to incidents.^[15]

Advantages and Disadvantages

Key Benefits

Stack interchanges offer the highest traffic capacity among interchange types, enabling the efficient handling of high-volume, multi-directional flows without interruptions or bottlenecks. By providing dedicated ramps for all turning movements, including semi-directional paths for left turns, these structures support greater throughput, often exceeding that of cloverleaf or diamond interchanges by allowing vehicles to maintain higher speeds and avoid delays associated with merging conflicts.^[1]^[21] In terms of efficiency, stack interchanges minimize travel distances through shorter ramp lengths compared to looping designs, which reduces fuel consumption and vehicle emissions while enhancing overall operational performance in congested urban environments. The free-flow configuration ensures balanced traffic distribution across directions, making them particularly suitable for high-demand corridors where consistent movement is essential.^[21]^[22] Safety is significantly improved in stack interchanges due to the complete elimination of at-grade crossings and weaving sections, which are common sources of collisions in simpler designs like diamonds. This separation of traffic streams reduces conflict points, leading to lower crash frequencies; studies indicate crash modification factors of 0.43 for injury crashes (a 57% reduction) and 0.58 for all severities (a 42% reduction) when implementing fully grade-separated interchanges that avoid weaving.^[1]^[23] From a traffic management perspective, stack interchanges facilitate equitable multi-directional flows, optimizing operations in dense areas and allowing for scalable expansions—such as adding levels—without necessitating complete redesigns of existing infrastructure. This adaptability supports long-term urban planning by accommodating growth in vehicle volumes while maintaining smooth progression.^[22]^[21] Economically, these interchanges enhance regional connectivity by streamlining access between major roadways, thereby fostering commerce and economic activity in high-density zones through reduced travel times and reliable transport links.^[1]

Major Drawbacks

Stack interchanges incur substantial construction costs, typically ranging from $100 million to over $500 million depending on project scale, location, and complexity, primarily due to the need for multi-level bridges, extensive earthwork, and significant land acquisition. For instance, the High-Five interchange in Dallas, Texas, a five-level stack, cost $288 million to build in 2005 (equivalent to approximately $470 million as of 2025), encompassing 43 bridges and 3.4 miles of reconstructed freeway. ^[24] Similarly, the reconstruction of Milwaukee's Marquette interchange, a multi-level stack, exceeded $810 million. ^[25] Maintenance expenses for stack interchanges are notably higher than those for simpler interchange designs, owing to the intricate elevated structures that demand specialized inspections, corrosion prevention, and repairs on multiple bridge levels. These interchanges require considerable land, which can disrupt urban landscapes through displacement of existing developments and creation of barriers to pedestrian and community connectivity. ^[19] Their vertical profile generates visual obstructions, shadows over adjacent areas, and an imposing aesthetic that alters city skylines and reduces livability. ^[6] Environmentally, stack interchanges pose challenges including elevated noise and air pollution during prolonged construction phases, as well as long-term effects such as habitat fragmentation from expansive footprints and increased stormwater runoff from impervious surfaces. ^[15] Retrofitting stack interchanges into established urban environments is particularly challenging, requiring extensive coordination to minimize traffic disruptions, secure additional right-of-way amid dense development, and comply with evolving safety standards. ^[15] Additionally, if initial traffic volume projections overestimate future demand, these facilities risk underutilization, leading to inefficient use of public funds and persistent maintenance burdens for infrastructure designed for higher capacities.

Types by Number of Levels

Four-Level Stacks

The four-level stack interchange represents the standard configuration for this type of grade-separated junction, featuring two perpendicular highways positioned on the lowest two levels, with the crossing highway elevated over the base-level highway to allow unimpeded flow. The third level accommodates one set of directional ramps for left-turn movements from the base highway to the crossing highway, while the fourth level handles the opposing left-turn ramps, enabling full connectivity without weaving sections. This vertical stacking minimizes land use compared to at-grade alternatives like cloverleaves, though it requires multiple bridges—typically three or more—for the ramps and overpasses, often forming a distinctive "Maltese Cross" pattern when viewed from above due to the integration of right-turn slip roads.^[7]^[2] In terms of spatial requirements, a typical four-level stack occupies a substantial footprint, often spanning 1 to 2 kilometers (0.6 to 1.2 miles) in length to accommodate the ramp alignments and structural supports, though this can vary based on design speeds and traffic volumes. These interchanges are most commonly applied at four-way junctions handling moderate to high traffic volumes, providing efficient, high-capacity connections in urban freeway networks where direct freeway-to-freeway movements are prioritized. Evolving from mid-20th-century prototypes, they serve as a baseline for directional interchanges in areas with sufficient right-of-way, integrating seamlessly with general components such as loop ramps and collector-distributor roads for optimized flow.^[26]^[7] Variations of the four-level stack include full configurations with all ramps present for complete access and partial stacks, where certain ramps—such as one directional pair—are omitted to reduce construction costs and complexity while still providing essential movements. Adaptations for terrain often involve elevating the entire structure to span valleys or rivers, minimizing earthwork, or incorporating depressed sections for the base level in flat urban areas to lower visual impact and noise. These modifications allow flexibility in constrained environments, such as integrating with existing frontage roads or adjusting ramp grades for hilly topography.^[7]^[27] Globally, four-level stacks constitute the predominant form of stack interchanges, accounting for the majority of installations in urban systems due to their balance of capacity and constructibility, though exact prevalence varies by region with higher concentrations in North American and European freeway networks. Their widespread adoption stems from proven performance in handling balanced traffic demands without the need for higher levels, making them a standard choice over more complex alternatives in moderately dense corridors.^[7]

Five-Level Stacks

A five-level stack interchange extends the four-level design by incorporating an additional vertical layer to separate ramps further, typically integrating continuous frontage roads at the lower levels while reserving upper levels for direct freeway-to-freeway connections.^[2] This configuration often features outer ramps or semi-direct paths for left-turn movements, forming a structure where the lower three levels resemble a three-level diamond interchange, and the upper two levels handle high-volume direct ramps to minimize weaving and enhance flow.^[2] Such designs are engineered for ultra-high capacity, allowing all turning movements without at-grade conflicts. Notable examples include the Judge Harry Pregerson Interchange in Los Angeles, California (opened 1993), and the High Five Interchange in Dallas, Texas (opened 2005). These interchanges are primarily applied in areas of extreme traffic congestion, such as major metropolitan hubs where multiple high-volume freeways intersect and demand seamless transitions for thousands of vehicles per hour.^[28] Variations in five-level stacks include the symmetrical Texas-style, which emphasizes balanced, high-capacity layouts with integrated frontage roads to support extensive local access alongside freeway movements, originating in Texas for regions with sprawling urban growth.^[29] In contrast, asymmetrical or partial five-level designs adapt to space constraints by limiting the fifth level to specific dedicated lanes or ramps, rather than full frontage integration, as seen in some compact urban retrofits. Engineering these structures presents significant challenges due to the elevated heights, often reaching 120-140 feet overall, with approximately 25 feet of vertical clearance required per level to ensure safe passage of vehicles and structural elements.^[29] This demands robust support systems, including deeper foundations and reinforced piers capable of withstanding greater loads from the added weight of multiple ramp layers.^[6] Additionally, the increased height exposes the interchange to higher wind forces, necessitating aerodynamic shaping of ramps and advanced bracing to prevent vibrations, while in seismically active regions, designs incorporate flexible joints and damping systems to mitigate earthquake-induced stresses.^[6]

Six-or-More-Level Stacks

Six-or-more-level stack interchanges represent an extreme evolution in grade-separated junction design, reserved for scenarios where conventional four- or five-level configurations cannot accommodate intersecting high-volume roadways in severely constrained urban settings. These structures stack multiple elevated highways vertically, often incorporating six distinct levels to enable fully directional movements without any at-grade conflicts or weaving sections. The design typically features layered ramp decks that nest within one another, allowing direct access between primary arterials and auxiliary routes while integrating service roads at lower levels for local traffic integration. A notable example is the Yan'an East Road Interchange in Shanghai, China.^[28]^[6] In extreme cases, such as intersections involving two major elevated expressways, the configuration may include intervening levels dedicated to ramp transitions and even pedestrian or utility bridges, creating a compact vertical corridor that maximizes throughput in minimal footprint. This nested approach enhances capacity by eliminating bottlenecks, but requires precise engineering to maintain structural integrity across the stacked planes. Building on five-level precedents, these designs push vertical separation further to handle additional traffic streams, though they remain outliers due to their specialized nature.^[28]^[30] Applications for six-or-more-level stacks are confined to the most densely populated global cities, where acute land scarcity and surging vehicular demand—often exceeding the limits of horizontal alternatives—necessitate such vertical solutions. These interchanges are deployed at critical nodes serving multiple high-capacity corridors, providing uninterrupted flow for urban networks under intense pressure from population growth and economic activity.^[6]^[2] Design variations distinguish true six-level stacks, with fully segregated vertical decks for all movements, from pseudo-multi-level systems that employ braided or intertwined ramps to achieve similar separation effects without requiring as many discrete levels. While engineering principles allow for stacks beyond six levels in theory, practical implementation is highly limited by escalating structural demands, rendering them infeasible for widespread adoption.^[28]^[15] Major challenges include the immense heights involved, frequently surpassing 100 feet to accommodate the stacked geometry, which imposes significant loads on foundations and necessitates robust seismic and wind-resistant features. Construction costs are extraordinarily high, driven by the proliferation of bridges, piers, and elevated spans, often reaching into the hundreds of millions of dollars per project. Driver navigation poses further difficulties, as the layered complexity can overwhelm orientation, demanding advanced geometric alignments, clearway signage, and lighting to prevent errors and ensure safety.^[6]^[11]^[15]

Notable Examples

North America

One of the earliest and most iconic stack interchanges in North America is the Four-Level Interchange in Los Angeles, California, completed in 1953 at the junction of U.S. Route 101 (Hollywood Freeway) and Interstate 110 (Harbor Freeway). This four-level structure was the world's first stack interchange, designed to handle high volumes of traffic in a densely urbanized area by allowing free-flowing movements without signalized intersections.^[31]^[32] Due to California's seismic activity, the interchange underwent significant retrofitting in the 1990s and 2000s to enhance its resilience against earthquakes, including the addition of base isolators and column strengthening to prevent collapse during ground shaking.^[33] In the United States, the High Five Interchange in Dallas, Texas, opened in 2005 as a five-level stack connecting Interstate 635 (LBJ Freeway) and U.S. Highway 75 (North Central Expressway). It stands approximately 100 feet (30 m) high and features Texas-style design elements that optimize vertical clearance for direct ramps, accommodating over 300,000 vehicles daily.^[34]^[35] This structure integrates with nearby managed lanes on US 75, which include high-occupancy toll (HOT) facilities using electronic toll collection to dynamically price access and improve flow.^[36] Another key example is the Marquette Interchange in Milwaukee, Wisconsin, originally built in 1968 and fully reconstructed between 2004 and 2008 at a cost of $810 million, linking Interstates 43, 94, and 794 in a multi-level stack configuration to serve as the core of the city's freeway system.^[37]^[38]^[39] Canadian implementations include the four-level stack at the Highway 401/403/410 interchange in Mississauga, Ontario, near Toronto, which has undergone recent expansions since the early 2010s to widen Highway 401 from six to twelve lanes and add collector-express systems for better handling of Greater Toronto Area traffic volumes exceeding 200,000 vehicles per day.^[40]^[41] This complex serves as a vital link in Ontario's 400-series highway network, with ongoing reconstructions emphasizing durability for heavy freight loads. In Woodstock, Ontario, the Highway 401/403 junction functions as a partial stack setup where Highway 403 branches north from 401, supporting regional connectivity without additional interchanges along the initial stretch.^[42] Unique to North American stacks, California's designs, like the Los Angeles Four-Level, prioritize seismic retrofits using techniques such as energy dissipation devices to mitigate damage from events like the 1994 Northridge earthquake, which highlighted vulnerabilities in older elevated structures.^[43] In Texas, interchanges such as the High Five incorporate toll system integration through compatibility with regional electronic tolling networks, enabling seamless transitions to priced managed lanes that reduce congestion by up to 20% during peak hours.^[44] A recent development is the five-level stack at Interstate 10 and Loop 1604 in San Antonio, Texas, part of the Loop 1604 North expansion, under construction with ramps opening progressively since 2024 and full completion expected by 2027 to provide fully directional ramps and improve safety for over 100,000 daily users in a fast-growing corridor; as of November 2025, additional ramps opened in August and November.^[14]^[13]

Europe

In Europe, stack interchanges have been adapted to accommodate high population densities and constrained urban landscapes, often incorporating compact designs that minimize land use while integrating with surrounding infrastructure. Following the post-1950s expansion of motorway networks, the United Kingdom pioneered their implementation with structures emphasizing vertical stacking to handle heavy cross-country traffic flows.^[7] The Almondsbury Interchange, connecting the M4 and M5 motorways near Bristol, opened in 1966 as the United Kingdom's first four-level stack interchange and one of the earliest in Europe.^[7] This structure features two perpendicular motorways with ramps elevated across four levels, allowing free-flowing movements without signalized intersections, and spans approximately 0.5 square kilometers to serve as a critical link between western England and the Midlands.^[45] Another prominent UK example is the Gravelly Hill Interchange in Birmingham, commonly known as Spaghetti Junction, which functions as a four-level stack with additional complexity at the M6 motorway's junction 6.^[28] Completed in 1972, it integrates 12 lanes across multiple elevated tiers, handling over 200,000 vehicles daily and connecting the M5, M6, and A38 in a densely populated area.^[46] European stack interchanges often prioritize integration with rail and pedestrian networks due to urban density, with designs that include underpasses or overbridges for non-motorized paths.^[15] Noise barriers are a standard feature, constructed from concrete or composite materials along elevated sections to mitigate sound levels exceeding 55 dB, protecting nearby residential areas in compliance with EU directives.^[47] For instance, barriers at UK sites like Almondsbury reach heights of up to 5 meters and incorporate acoustic panels to reduce propagation by 10-15 dB.^[47] In the 2020s, retrofitting efforts have focused on sustainability, including the installation of electric vehicle charging stations at interchange service areas to support the EU's goal of 3 million public points by 2030.^[48] These updates align with the Alternative Fuels Infrastructure Regulation, enhancing resilience against climate impacts through solar-powered canopies and permeable surfaces.^[48]

Asia and Other Regions

In Asia, stack interchanges have become integral to managing the intense traffic demands of rapidly urbanizing megacities, often incorporating multi-level designs to accommodate high volumes without surface disruptions. China's extensive infrastructure boom features prominent examples, such as the Puxi Viaduct in Shanghai, a six-level stack interchange connecting Nanbei Road and Yan'an Road in the historic Puxi district, which handles thousands of vehicles hourly through its vertical layering.^[28] This design exemplifies China's approach to dense urban integration, where stack interchanges coexist with high-speed rail networks in comprehensive transport hubs, enhancing multimodal connectivity across megacities like Shanghai and Beijing.^[49] India's infrastructure expansion has similarly embraced stack interchanges amid its post-2020 highway development surge, with the NH-48 facility near Shiv Murti in Delhi serving as a key four-level example under construction as of 2025. This interchange links the Delhi-Gurugram Expressway, Dwarka Expressway, and Urban Extension Road 2, expected to reduce travel times for over 300,000 daily commuters by enabling seamless 12-directional flow and eliminating U-turns on a critical 500-meter stretch.^[50]^[51] In monsoon-prone regions like Delhi and Mumbai, these structures incorporate elevated viaducts and drainage adaptations to mitigate flooding, drawing on regional engineering standards for resilience against seasonal deluges.^[19] Beyond India, the Philippines features multi-level interchanges along key avenues, such as the planned third-level integration at Katipunan Avenue in Quezon City as part of the NLEX Harbor Link extension, aimed at alleviating congestion in Metro Manila's growing network. Japan's Tomei Expressway, while primarily utilizing directional and trumpet interchanges, incorporates stacked elements in urban-adjacent junctions to support efficient east-west flow, reflecting the country's emphasis on compact, environmentally sensitive designs.^[52] In the Southern Hemisphere, Australia's Light Horse Interchange in Sydney stands as the largest four-level stack in the region, completed in 2005 at the M4 and M7 junction in Eastern Creek, comprising 18 bridges that manage over 150,000 vehicles daily with minimal land use.^[53] Similarly, South Africa's EB Cloete Interchange near Durban, a four-tier bidirectional stack linking the N3 and N2 highways, is undergoing capacity upgrades including bridge jacking and foundational works, with closures extending into 2025 to improve flow for the nation's busiest corridor serving the Durban-Free State-Gauteng route.^[54]^[55] These Southern examples highlight adaptations for diverse climates, including elevated supports to withstand heavy rains in subtropical areas. Overall, stack interchanges in Asia and other regions underscore a global shift toward vertical infrastructure solutions, prioritizing flood resistance through raised foundations and permeable surfaces in monsoon zones while fostering economic growth via enhanced connectivity.

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This research studied socio-economic effect of the seismic retrofit implemented on bridges in Los Angeles Area Freeway ... Table 3.6 Fourth Level Fragility Curve ...
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[PDF] HIGH FIVE arrives early ...
Dallas, under construction for four years, was finished 13 months ahead of schedule. □ State Highway 360 near the. Dallas-Fort Worth Airport added four ...
[33]
[PDF] It's a new game - Texas A&M Transportation Institute
(a five-level stack interchange ... 16-minute video chronicling the five-year. Dallas High Five construction project from groundbreaking to completion.
[34]
[PDF] LBJ-IH 635 Managed Lanes - Texas (Public Private Partnership)
Oct 19, 2010 · Dallas High Five interchange provided a barrier separated managed HOV system with 12 ft lanes from east of Preston Road to west of ...
[35]
[PDF] State Trunk Highway Program - Wisconsin Legislative Documents
southeast Wisconsin freeway rehabilitation was the reconstruction of the Marquette Interchange in. Milwaukee. Construction on the project began in. 2004 and ...
[36]
Transportation timeline - Wisconsin Department of Transportation
2004 - Reconstruction of the Marquette Interchange in Milwaukee begins and is completed in 2008. 2005 - The Milwaukee Airport Rail Station opens at Mitchell ...
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Excellence in Utility Relocation and Accommodation 2006 - Focus
The $810 million Marquette Interchange Reconstruction project is located at the heart of downtown Milwaukee, Wisconsin. This junction of three Interstate ...
[38]
[PDF] 2025-2028 Southern Highways Program - Ontario.ca
401, 403. Hwy 401/403/410 interchange, Eglinton Ave., Phase 4A. Mississauga. Bridge rehabilitation, Culvert rehabilitation. Underway. 2025. 2021-2002. 0.0. $25 ...
[39]
Highway 401 / 403 / 410 Interchange Reconstruction
The expansion of existing Hwy 401 involves widening from 6 to 12 lanes to include new collector lanes and new road pavement construction for 1.5km.
[40]
[PDF] Transportation Needs Analysis Background Report - City of Woodstock
... 401. Within the SEWSP. Highway 403 does not contain any interchanges other than the Highway 401/Highway. 401 junction. Highway 403 connects Woodstock to ...
[41]
[PDF] Seismic Retrofitting Manual for Highway Structures: Part 2
This manual covers seismic vulnerability of retaining structures, slopes, tunnels, culverts, and roadways, including screening, evaluation, and retrofit design.
[42]
[PDF] Concept of Operations for the US-75 Integrated Corridor in Dallas ...
Apr 30, 2008 · The primary Corridor consists of a freeway, continuous frontage roads, light-rail line, transit bus service, park-and-ride lots, major regional ...
[43]
Almondsbury Interchange - Roader's Digest: The SABRE Wiki
Mar 13, 2025 · The interchange opened in stages, with the M4 and M5 south to Junction 16 opening with the Severn Bridge in September 1966 and the M5 northwards ...
[44]
Iconic Spaghetti Junction turns 50 and shows how to pasta test of time
May 24, 2022 · The junction – known as Gravelly Hill Interchange – carries more than 200,000 vehicles each day and forms part of the M6 travelling through ...Missing: stack | Show results with:stack<|separator|>
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Duplex A86 - VINCI Construction Grands Projets
An intermediate interchange connects the motorway to the A13 at Vaucresson-Le-Chesnay. Thanks to this tunnel, Rueil-Malmaison is a mere 10 minutes from Jouy-en- ...Missing: stack stacks
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PERTH Road and infrastructure projects | Page 172 - Skyscrapercity
Jul 13, 2009 · ... interchanges like the A3/A6 interchange near Nuremberg. Click to ... Folded diamond interchanges are very popular on autobahns in Germany ...
[47]
[PDF] CEDR Technical Report 2017-02 Noise barriers
The Task Group Road Noise Technical Report on noise barriers presents a general overview of the domain of noise barriers used along European roads. It ...
[48]
Boosting electric vehicles charging infrastructure network in Europe
Aug 27, 2025 · The availability of charging infrastructure has improved, but remains uneven. Across Europe, public charging points grew by more than 35% in ...
[49]
https://www.railinks.cn/the-design-plan-of-chinas-largest-high-speed-rail-intercity-and-urban-rail-transit-interchange-station-has-been-released/
[50]
The design plan of China's largest high-speed rail, intercity and ...
The Xili Hub will become the largest interchange station for high-speed rail, intercity and urban rail transit in China, and will also be one of the busiest ...Missing: stack | Show results with:stack<|separator|>
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Work on NH-48 stack interchange on track, June 3 finish targeted
May 24, 2023 · Officials associated with the project on Wednesday said the pace of work is on track, and added that they are targeting June 3 as the date of completion.
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[PDF] CHAPTER 4 STUDY OF EACH INTERCHANGE
· Scheme-1 : Left turn flyover from North Ave to Mindanao Ave (3rd level) and left turn ... Katipunan Ave. 2. Construct viaduct two lanes each direction ...<|separator|>
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Light Horse Interchange M7 - GM Poles
Oct 1, 2005 · It is the largest interchange in the Southern Hemisphere and has Australia's first complete four level stack interchange. The interchange is ...
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CSCEC's progress on South African projects
Oct 22, 2024 · Recently, South Africa's Minister of Transport, Barbara Creecy, visited the N3 national road upgrade projects undertaken by CSCEC.Missing: stack | Show results with:stack