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62-426: The clockwise carriageway is referred to as the inner ring (French: ring intérieur , Dutch: binnenring ), while the anticlockwise carriageway is referred to as the outer ring (French: ring extérieur , Dutch: buitenring ). The first sections of the road were built in the late 1950s, but the main part was built during the 1970s, with the end of construction in 1978. The Brussels Ring has interchanges with

124-412: A limited-access highway (expressway), though they are sometimes used at junctions between surface streets. Note: The descriptions of interchanges apply to countries where vehicles drive on the right side of the road. For left-side driving, the layout of junctions is mirrored. Both North American (NA) and British (UK) terminology is included. The concept of the controlled-access highway developed in

186-407: A teardrop shape, with the points facing towards the center of the interchange. Longer ramps are often required due to line-of-sight requirements at roundabouts. A partial cloverleaf interchange (often shortened to the portmanteau, parclo ) is an interchange with loops ramps in one to three quadrants, and diamond interchange ramps in any number of quadrants. The various configurations are generally

248-399: A complex appearance and are often colloquially described as Mixing Bowls , Mixmasters (for a Sunbeam Products brand of electric kitchen mixers ), or as Spaghetti Bowls or Spaghetti Junctions (being compared to boiled spaghetti ). However, they consume a significantly smaller area of land compared to a cloverleaf interchange. A combination interchange (sometimes referred to by

310-435: A design seen in an Argentinian magazine. A system interchange connects multiple controlled-access highways, involving no at-grade signalised intersections. A cloverleaf interchange is a four-legged junction where left turns across opposing traffic are handled by non-directional loop ramps. It is named for its appearance from above, which resembles a four-leaf clover . A cloverleaf is the minimum interchange required for

372-597: A detour around existing streets was made in Metuchen to avoid another one in favor of a tunnel . This route, including the realignments, was taken over in 1919, except between the south border of Rahway and downtown Metuchen, which was acquired in 1918. South of New Brunswick, Route 1 used the old New Brunswick and Cranbury Turnpike (Georges Road) to Cranbury and the Bordentown and South Amboy Turnpike to Robbinsville. At Robbinsville, it turned west on Nottingham Way, running to

434-475: A directional T interchange) is typically used when a three-way interchange is required for two or three highways interchanging in semi-parallel/perpendicular directions, but it can also be used in right-angle case as well. Their connecting ramps can spur from either the right or left side of the highway, depending on the direction of travel and the angle. Directional T interchanges use flyover/underpass ramps for both connecting and mainline segments, and they require

496-412: A dumbbell interchange or a dogbone interchange, is similar to the diamond interchange, but uses a pair of roundabouts in place of intersections to join the highway ramps with the crossroad. This typically increases the efficiency of the interchange when compared to a diamond, but is only ideal in light traffic conditions. In the dogbone variation, the roundabouts do not form a complete circle, instead having

558-646: A four-legged system interchange. Although they were commonplace until the 1970s, most highway departments and ministries have sought to rebuild them into more efficient and safer designs. The cloverleaf interchange was invented by Maryland engineer Arthur Hale, who filed a patent for its design on May   24, 1915. The first one in North America opened on December   15, 1929, in Woodbridge, New Jersey, connecting New Jersey Route   25 and Route   4 (now U.S. Route   1/9 and New Jersey Route   35). It

620-661: A moderate amount of land and moderate costs since only two levels of roadway are typically used. Their name derives from their resemblance to the capital letter T, depending upon the angle from which the interchange is seen and the alignment of the roads that are interchanging. It is sometimes known as the "New England Y", as this design is often seen in the northeastern United States, particularly in Connecticut. This type of interchange features directional ramps (no loops, or weaving right to turn left) and can use multilane ramps in comparatively little space. Some designs have two ramps and

682-454: A parclo AB features a loop ramp approaching the crossroad in one direction, and beyond the crossroad in the opposing direction, as in the example image. A diverging diamond interchange (DDI) or double crossover diamond interchange (DCD) is similar to a traditional diamond interchange, except the opposing lanes on the crossroad cross each other twice, once on each side of the highway. This allows all highway entrances and exits to avoid crossing

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744-457: A patent for the design of a cloverleaf interchange on May   24, 1915, though the conceptual roadwork was not realised until a cloverleaf opened on December   15, 1929, in Woodbridge, New Jersey , connecting New Jersey Route 25 and Route 4 (now U.S. Route 1/9 and New Jersey Route 35 ). It was designed by Philadelphia engineering firm Rudolph and Delano, based on

806-439: A safer modification of the cloverleaf design, due to a partial or complete reduction in weaving, but may require traffic lights on the lesser-travelled crossroad. Depending on the number of ramps used, they take up a moderate to large amount of land, and have varying capacity and efficiency. Parclo configurations are given names based on the location of and number of quadrants with ramps. The letter A denotes that, for traffic on

868-543: A small angle and meet the non-freeway at almost right angles. These ramps at the non-freeway can be controlled through stop signs , traffic signals , or turn ramps. Diamond interchanges are much more economical in use of materials and land than other interchange designs, as the junction does not normally require more than one bridge to be constructed. However, their capacity is lower than other interchanges and when traffic volumes are high they can easily become congested. A double roundabout diamond interchange, also known as

930-608: A spur was added from Five Points northwest to the Tacony-Palmyra Ferry . More important was the extension of Route 1 north to the planned Holland Tunnel . The 13-mile (21 km) Route 1 Extension is considered to be the first controlled-access highway or "super-highway" in the United States. The highway was built to carry large amounts of traffic from the Holland Tunnel to the rest of New Jersey. The south end of

992-401: A three-level semi-directional T at Highway 407 and a two-level semi-directional T at Highway 401 . Service interchanges are used between a controlled-access route and a crossroad that is not controlled-access. A full cloverleaf may be used as a system or a service interchange. A diamond interchange is an interchange involving four ramps where they enter and leave the freeway at

1054-509: A three-way interchange. However, in a semi-directional T, some of the splits and merges are switched to avoid ramps to and from the passing lane , eliminating the major disadvantage of the directional T. Semi-directional T interchanges are generally safe and efficient, though they do require more land and are costlier than trumpet interchanges. Semi-directional T interchanges are built as two- or three-level junctions, with three-level interchanges typically used in urban or suburban areas where land

1116-442: A toll road meets another toll road or a free highway. They are also useful when most traffic on the terminating highway is going in the same direction. The turn that is used less often would contain the slower loop ramp. Trumpet interchanges are often used instead of directional or semi-directional T or Y interchanges because they require less bridge construction but still eliminate weaving. A full Y-interchange (also known as

1178-422: A traditional stack interchange. A three-level roundabout interchange features a grade-separated roundabout which handles traffic exchanging between highways. The ramps of the interchanging highways meet at a roundabout , or rotary, on a separated level above, below, or in the middle of the two highways. These interchanges can also be used to make a "linking road" to the destination for a service interchange, or

1240-446: Is a 3-level stack, since the semi-directional ramps are spaced out far enough, so they do not need to cross each other at a single point as in a conventional 4-level stack. Stacks are significantly more expensive than other four-way interchanges are due to the design of the four levels; additionally, they may suffer from objections of local residents because of their height and high visual impact. Large stacks with multiple levels may have

1302-428: Is an alternative four-way directional interchange. The turbine interchange requires fewer levels (usually two or three) while retaining directional ramps throughout. It features right-exit, left-turning ramps that sweep around the center of the interchange in a clockwise spiral . A full turbine interchange features a minimum of 18 overpasses, and requires more land to construct than a four-level stack interchange; however,

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1364-472: Is braided when at least one of the roadways reverses sides. It seeks to make left and right turns equally easy. In a pure braided interchange, each roadway has one right exit, one left exit, one right on-ramp, and one left on-ramp, and both roadways are flipped. The first pure braided interchange was built in Baltimore at Interstate 95 at Interstate 695 ; however, the interchange was reconfigured in 2008 to

1426-470: Is more expensive. In a three-level semi-directional T, the two semi-directional ramps from the terminating highway cross the surviving highway at or near a single point, which requires both an overpass and underpass. In a two-level semi-directional T, the two semi-directional ramps from the terminating highway cross each other at a different point than the surviving highway, necessitating longer ramps and often one ramp having two overpasses. Highway 412 has

1488-712: The 1953 renumbering , running from the Benjamin Franklin Bridge in Camden to the Holland Tunnel in Jersey City . The number was retired in the renumbering, as the whole road was followed by various U.S. Routes : US 30 coming off the bridge in Camden, US 130 from the Camden area north to near New Brunswick , US 1 to Tonnele Circle in Jersey City, and US 1 Business (since renamed Route 139 ) to

1550-651: The Holland Tunnel to just north of Newark Airport , and a high-speed surface road from there to Elizabeth (and beyond). In summer of 1923, the NJ State Highway Commission decided that it would be an entirely new route, from the Lincoln Highway (Route 1) southwest of Elizabeth to the Holland Tunnel. Existing roads, which passed through downtown Newark , were already experiencing major congestion. Frederick Lavis , Assistant Construction Engineer of

1612-412: The Holland Tunnel . Route 1 largely became Route 25 in the 1927 renumbering . Route 25 was best known for the 13-mile (21 km) Route 1 Extension, which became the first controlled-access highway or "super-highway" in the United States that also connected the high traffic volume from the Holland Tunnel to the rest of New Jersey (with roads to other state destinations). The Holland Tunnel

1674-400: The controlled-access highway , the loop ramps are located in advance of (or approaching ) the crossroad, and thus provide an onramp to the highway. The letter B indicated that the loop ramps are beyond the crossroad, and thus provide an offramp from the highway. These letters can be used together when opposite directions of travel on the controlled-access highway are not symmetrical, thus

1736-403: The "inside" through road (on the same side as the freeway that ends) crossing each other at a three-level bridge. The directional T interchange is preferred to a trumpet interchange because a trumpet requires a loop ramp by which speeds can be reduced, but flyover ramps can handle much faster speeds. The disadvantage of the directional T is that traffic from the terminating road enters and leaves on

1798-542: The 15 miles (24 km) from New York City to the far border of Elizabeth , and the new highway would reduce travel time by over an hour. Grades would be at most 3.5%, and roadway curves would have radii of at least 1,000 feet (300 m). As part of the Holland Tunnel project, the New Jersey Interstate Bridge and Tunnel Commission and the New York State Bridge and Tunnel Commission widened

1860-454: The 1920s and 1930s in Italy, Germany, the United States, and Canada. Initially, these roads featured at-grade intersections along their length. Interchanges were developed to provide access between these new highways and heavily-travelled surface streets. The Bronx River Parkway and Long Island Motor Parkway were the first roads to feature grade-separations. Maryland engineer Arthur Hale filed

1922-579: The Brussels Region, and three in Wallonia. As well as having eight interchanges with other highways, the Brussels Ring has twenty-seven ramps (junctions) , numbered counterclockwise from 1 to 27: Interchange (road) In the field of road transport , an interchange (American English) or a grade-separated junction (British English) is a road junction that uses grade separations to allow for

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1984-927: The European routes E40 (at the Groot-Bijgaarden and Sint-Stevens-Woluwe interchanges), E19 (at the Machelen and Ittre interchanges), E411 (at the Leonard crossroads), and E429 (at the Halle interchange). It also has interchanges with national highways A12 (at the Strombeek-Bever interchange) and A201 (at the Zaventem interchange). The Strombeek-Bever interchange with the A12 is located in Grimbergen municipality. Going clockwise from there,

2046-576: The Florence Road (old Burlington Turnpike ) through Florence Township to Burlington. From Burlington, Route 2 kept going southwest on the Westfield and Camden Turnpike , ending at the Camden border at Westfield Avenue. This was also taken over in 1919. Several amendments in 1922 added to the routes. Route 2 was extended southwest through Camden to the proposed Benjamin Franklin Bridge , and

2108-510: The New Brunswick area (temporarily signed along Route 27 until Route 25 was finished) and U.S. Route 130 was assigned south to Camden. North of New Brunswick, the new 50-foot (15 m) wide alignment was completed September 27, 1930; the last part to open was the reconstruction of Edgar Road through Linden , held up by a grade crossing elimination with the Baltimore and New York Railway . The part of old Route 1 to

2170-477: The New Jersey State Highway Department, explained this decision: It was also decided that the road would have a minimum width of 50 feet (15 m), which would be enough room for five lanes. The center one was intended as a vehicle breakdown lane since there were no shoulders , but was used as a "suicide lane" for passing slower traffic. At the time, it often took two or three hours to go

2232-728: The Route 1 Extension. In 1916, two routes were defined by the state legislature: Route 1 used the existing Lincoln Highway from Elizabeth to New Brunswick, except for two sections between Rahway and New Brunswick (where the Lincoln Highway largely used the old Essex and Middlesex Turnpike ). A new alignment was built on the northwest side of the Pennsylvania Railroad (now Amtrak 's Northeast Corridor ) in Woodbridge Township and Edison to avoid two grade crossings , and

2294-672: The Trenton line on Greenwood Avenue. This section was all taken over in 1919. Route 2 left Trenton on Broad Street, known as the White Horse Road, to White Horse. At White Horse it turned south on what was known as the White Horse Road Extension and Trenton Road, intersecting the Bordentown and South Amboy Turnpike northeast of Bordentown. There it turned southwest along the turnpike , named Park Street in Bordentown, continuing on

2356-479: The United States opened on July   7, 2009, in Springfield, Missouri , at the junction of Interstate 44 and Missouri Route 13 . A single-point urban interchange (SPUI) or single-point diamond interchange (SPDI) is a modification of a diamond interchange in which all four ramps to and from a controlled-access highway converge at a single, three-phase traffic light in the middle of an overpass or underpass. While

2418-838: The argument. Route 1 largely became Route 25 in the 1927 renumbering and Route 1 again in the 1953 highway renumbering in New Jersey . In the 1927 renumbering, the majority of the Jersey City-Camden corridor, made of Routes 1 and 2, was assigned Route 25. The one major difference was near Trenton ; the new Route 25 bypassed Trenton via the old Bordentown and South Amboy Turnpike , cutting from Route 1 at Robbinsville southwest to Route 2 at Bordentown . Route 1 west from Robbinsville to Trenton became part of Route 33 , and Route 2 became part of Route 37 from Trenton to White Horse and Route 39 from White Horse to Bordentown. Additionally,

2480-401: The bridges are generally short in length. Coupled with reduced maintenance costs, a turbine interchange is a less costly alternative to a stack. A windmill interchange is similar to a turbine interchange, but it has much sharper turns, reducing its size and capacity. The interchange is named for its similar overhead appearance to the blades of a windmill . A variation of the windmill, called

2542-502: The compact design is safer, more efficient, and offers increased capacity—with three light phases as opposed to four in a traditional diamond, and two left turn queues on the arterial road instead of four—the significantly wider overpass or underpass structure makes them more costly than most service interchanges. Since single-point urban interchanges can exist in rural areas, such as the interchange of U.S. Route 23 with M-59 in Michigan ;

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2604-537: The creation of a new basic road as a service interchange. Trumpet interchanges may be used where one highway terminates at another highway, and are named as such for to their resemblance to trumpets . They are sometimes called jug handles . These interchanges are very common on toll roads , as they concentrate all entering and exiting traffic into a single stretch of roadway, where toll plazas can be installed once to handle all traffic, especially on ticket-based tollways . A double-trumpet interchange can be found where

2666-448: The diverging windmill, increases capacity by altering the direction of traffic flow of the interchanging highways, making the connecting ramps much more direct. There also is a hybrid interchange somewhat like the diverging windmill in which left turn exits merge on the left, but it differs in that the left turn exits use left directional ramps. A braided or diverging interchange is a two-level, four-way interchange. An interchange

2728-586: The extension was at Edgar Road in Linden , just south of Elizabeth and the Bayway Circle . Edgar Road had been built as a turnpike in the 19th century, and now serves as part of U.S. Route 1/9 south of the extension. The road was built from 1925 to 1932. All, but the Pulaski Skyway , was finished by 1930. It was a full freeway , mostly elevated on embankments or viaducts , from four blocks west of

2790-453: The former Route 1 between Elizabeth and New Brunswick became part of Route 27 ; a new alignment was planned from Elizabeth to south of New Brunswick, running east of the existing road and connecting directly with the Route ;1 Extension. The short spur to the Tacony-Palmyra Ferry became Route S41N . Also in 1927, U.S. Route 1 was assigned to Route 25 north of

2852-417: The four blocks of 12th and 14th Streets in Jersey City from Jersey Avenue to Provost Street. 12th Street was widened west of Grove Street to 100 feet (30 m), with the remaining block, at the toll plaza, being 160 feet (49 m) wide. 14th Street, and the two blocks of Jersey Avenue carrying westbound traffic to the 12th Street Viaduct, were widened to 100 feet (30 m). As part of

2914-417: The movement of traffic between two or more roadways or highways , using a system of interconnecting roadways to permit traffic on at least one of the routes to pass through the junction without interruption from crossing traffic streams. It differs from a standard intersection , where roads cross at grade . Interchanges are almost always used when at least one road is a controlled-access highway (freeway) or

2976-587: The opposite direction of travel and saves one signal phase of traffic lights each. The first DDIs were constructed in the French communities of Versailles ( A13 at D182), Le Perreux-sur-Marne ( A4 at N486) and Seclin ( A1 at D549), in the 1970s. Despite the fact that such interchanges already existed, the idea for the DDI was "reinvented" around 2000, inspired by the freeway-to-freeway interchange between Interstate 95 and I-695 north of Baltimore . The first DDI in

3038-508: The passing lane, so the semi-directional T interchange (see below) is preferred. The interchange of Highway 416 and Highway 417 in Ontario, constructed in the early 1990s, is one of the few directional T interchanges, as most transportation departments had switched to the semi-directional T design. As with a directional T interchange, a semi-directional T interchange uses flyover (overpass) or underpass ramps in all directions at

3100-543: The portmanteau, cloverstack ) is a hybrid of other interchange designs. It uses loop ramps to serve slower or less-occupied traffic flow , and flyover ramps to serve faster and heavier traffic flows. If local and express ways serving the same directions and each roadway is connected righthand to the interchange, extra ramps are installed. The combination interchange design is commonly used to upgrade cloverleaf interchanges to increase their capacity and eliminate weaving. Some turbine-stack hybrids: The turbine interchange

3162-467: The problem of weaving, and due to the semi-directional flyover ramps and directional ramps, they are generally safe and efficient at handling high traffic volumes in all directions. A standard stack interchange includes roads on four levels, also known as a 4-level stack, including the two perpendicular highways, and one more additional level for each pair of left-turn ramps. These ramps can be stacked (cross) in various configurations above, below, or between

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3224-413: The project, current U.S. Route 1-9 Truck was built under the Pennsylvania Railroad at Charlotte Circle and east to Tonnele Circle . This was bypassed by the Pulaski Skyway , the last part of the route to be built. Prior to its completion, traffic used what is now US 1-9 Truck. The city of Elizabeth opposed the alignment along Spring Street, preferring the use of Division Street, but lost

3286-455: The rightmost lane. After demerging from right-turning traffic, they complete their left turn by crossing both highways on a flyover ramp or underpass. The penultimate step is a merge with the right-turn on-ramp traffic from the opposite quadrant of the interchange. Finally, an on-ramp merges both streams of incoming traffic into the left-bound highway. As there is only one off-ramp and one on-ramp (in that respective order), stacks do not suffer from

3348-503: The ring then crosses the municipalities of City of Brussels , Vilvoorde , Machelen , Zaventem , Kraainem , Wezembeek-Oppem , Tervuren , Auderghem/Oudergem , Watermael-Boitsfort/Watermaal-Bosvoorde , Hoeilaart , Waterloo , Braine-l'Alleud , Braine-le-Château , Halle , Beersel , Drogenbos , Forest , Sint-Pieters-Leeuw , Anderlecht , Dilbeek , Asse and Wemmel . In all the ring crosses fifteen municipalities in Flanders, five in

3410-421: The road is extended. US 70 and US 17 west of New Bern, North Carolina is an example. A stack interchange is a four-way interchange whereby a semi-directional left turn and a directional right turn are both available. Usually, access to both turns is provided simultaneously by a single off-ramp. Assuming right-handed driving, to cross over incoming traffic and go left, vehicles first exit onto an off-ramp from

3472-528: The south border of New Brunswick became Route 25M . The Pulaski Skyway opened in 1932. Sources disagree about whether the old route ( U.S. Route 1-9 Truck ) became another Route 25M, Route 25T , or an un-suffixed section of 25. (The eastern half of the old road was part of post-1927 New Jersey Route 1 .) The embankment in Newark was doubled in 1949 with a new four-lane northbound roadway. The Port of New York Authority , which superseded

3534-645: The term single-point diamond interchange is considered the correct phrasing. Single-point interchanges were first built in the early 1970s along U.S. Route 19 in the Tampa Bay area of Florida , including the SR 694 interchange in St. Petersburg and SR 60 in Clearwater . New Jersey Route 25 Route 25 was a major state highway in New Jersey , United States prior to

3596-496: The two interchanging highways. This makes them distinct from turbine interchanges, where pairs of left-turn ramps are separated but at the same level. There are some stacks that could be considered 5-level; however, these remain four-way interchanges, since the fifth level actually consists of dedicated ramps for HOV /bus lanes or frontage roads running through the interchange. The stack interchange between I-10 and I-405 in Los Angeles

3658-538: The two state tunnel commissions and took over authority for the Holland Tunnel, built the 14th Street Viaduct in order to avoid the turns to and from Jersey Avenue, but turned over authority over the viaduct to the New Jersey State Highway Commission. The four-lane, westbound 1,800-foot (550 m) viaduct, which was connected to the 12th Street Viaduct, was opened on February 13, 1951. Many bypasses were built south of New Brunswick: In

3720-540: Was considered a revolutionary design at the time of its construction. A cloverleaf offers uninterrupted connections between two roads but suffers from weaving issues. Along the mainline, a loop ramp introduces traffic prior to a second loop ramp providing access to the crossroad, between which ingress and egress traffic mixes. For this reason, the cloverleaf interchange has fallen out of favour in place of combination interchanges . Some may be half cloverleaf containing ghost ramps which can be upgraded to full cloverleafs if

3782-578: Was designed by Philadelphia engineering firm Rudolph and Delano based on a design seen in an Argentinian magazine. The first cloverleaf in Canada opened in 1938 at the junction of Highway 10 and what would become the Queen Elizabeth Way . The first cloverleaf outside of North America opened in Stockholm on October   15, 1935. Nicknamed Slussen , it was referred to as a "traffic carousel" and

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3844-460: Was the first vehicular connection between New York City and New Jersey, which are separated by the Hudson River . The Route 1 Extension was built between 1925 and 1932 and was best known for the Pulaski Skyway . The skyway and portions of the currently designated Route 139 have been listed on the federal and NJ state registers of historic places since 2005 as part of a nominated portion of

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