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42-691: (Redirected from I-335 ) Interstate 335 may refer to: Interstate 335 (Iowa) , a designation once proposed by city leaders in Carlisle and Des Moines, Iowa for the Des Moines Bypass Interstate 335 (Kansas) , a spur to Topeka, Kansas and designation for part of the Kansas Turnpike Interstate 335 (Minnesota) , a never-built spur in Minneapolis, Minnesota Interstate 335 (Oklahoma) ,

84-672: A diamond interchange was built instead. The first cloverleaf interchange built in the United States was the Woodbridge Cloverleaf at intersection of the Lincoln Highway ( Route 25 ) and Amboy —now St. Georges—Avenue ( Route 4 ) (now U.S. 1/9 and Route 35 ) in Woodbridge Township, New Jersey . It opened in 1929, although it has since been replaced with a partial cloverleaf interchange . Before

126-587: A "cloverleaf" and simply be referred to as a jughandle or parclo intersection. The first cloverleaf interchange patented in the US was by Arthur Hale , a civil engineer in Maryland , on February 29, 1916. A modified cloverleaf, with the adjacent ramps joined into a single two-way road, was planned in 1927 for the interchange between Lake Shore Drive ( US 41 ) and Irving Park Road ( ILL 19 ) in Chicago, Illinois , but

168-485: A busy arterial in free-flowing traffic where signals are still not desired. Not only are these ideas true for new interchanges, but they also hold when existing cloverleaf interchanges are upgraded. In Norfolk, Virginia , the interchange between US 13 and US 58 was originally a cloverleaf—it has since been converted to a SPUI . Also, many cloverleaf interchanges on California freeways, such as U.S. 101, are being converted to parclos . In Hampton, Virginia ,

210-540: A cloverleaf interchange between Interstate 64 and Mercury Boulevard has been partially unwound into a partial stack interchange. During 2008 and 2009, four cloverleaf interchanges along I-64 / US 40 in St. Louis , Missouri , were replaced with SPUIs as part of a major highway-renovation project to upgrade the highway to Interstate standards. The original cloverleaf interchange in Delmont, Pennsylvania between Routes 22 and 66

252-496: A diamond interchange. While this interchange is functionally a diamond, it is more accurately an incomplete partial cloverleaf. Grading of the loop entrance ramps has been completed, but they have not been paved. Just south of the Polk–Warren county line, US 65 (US 65) and US 69 intersect the bypass at a full cloverleaf interchange . Here, US 69 is the north–south through road, while US 65 merges onto

294-667: A hard turn to the north and intersects SE 64th Avenue, which becomes Army Post Road in Des Moines. The bypass then angles to the north-northeast to cross the Des Moines River and enter the Pleasant Hill city limits. It skirts around the eastern side of Pleasant Hill and intersects Iowa 163 at a diamond interchange. Much like the CR ;R63 interchange, the Iowa ;163 features

336-416: A loop entrance ramp that has been graded but not paved. North of the Iowa 163 interchange, the bypass curves to the north-northwest. It skirts the western edge of Altoona , where it intersects 8th Street SW and US 6 , which runs along Hubbell Avenue, at a combined interchange. 8th Street and Hubbell Avenue are in such close proximity here that a half diamond interchange

378-497: A point where Iowa 46 would be functionally obsolete. The next option was to expand existing city streets where possible. It would have started from the intersection of Iowa 5 and Iowa 46 near Avon and head north along Iowa 46. At the Des Moines River, it would curve off to the northeast to the eastern side of Pleasant Hill. It would then follow East 56th Street north Altoona, where it would curve slightly to

420-477: Is a two-level interchange in which all turns are handled by slip roads . To go left (in right-hand traffic; reverse directions in left-driving regions), vehicles first continue as one road passes over or under the other, then exit right onto a one-way three-fourths loop ramp (270°) and merge onto the intersecting road. The objective of a cloverleaf is to allow two highways to cross without the need for any traffic to be stopped by traffic lights. The limiting factor in

462-613: Is different from Wikidata All article disambiguation pages All disambiguation pages Interstate 335 (Iowa) The bypass was planned concurrently in the 1970s and 1980s as two segments, Iowa 500 , which is represented today by the US ;65 segment north of the Iowa 5 interchange near Carlisle , and the much longer Iowa 592 , which is represented by Iowa 5 from I-35 in West Des Moines to Iowa 92 near Pleasantville . Area leaders would like to see

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504-529: Is in Lakewood, Washington , at the interchange between Interstate 5 and Washington State Route 512 , where a visible ramp stub shows that one of the four leaves was removed, thus eliminating weave on I-5. In the future, the traffic signal will be replaced by a two-lane flyover, completing the freeway-to-freeway interchange once again. Cloverleaf interchanges also tend to occupy much more land than any other kind of interchange. Numerous cloverleaf intersections in

546-560: Is now the interchange between the A ;9 and A 14 , and has a single flyover from the westbound A 14 to the southbound A 9. Kamener Kreuz was the first in continental Europe to open fully in 1937, at A 1 and A 2 near Dortmund , Germany . The primary drawback of the classic design of the cloverleaf is that vehicles merge onto the highway at the end of a loop immediately before other vehicles leave to go around another loop, creating conflict known as weaving . Weaving limits

588-718: Is that adjacent on and off ramps are shared together by single bidirectional carriageways. Examples include the Highway 62 and Highway 401 interchange in Belleville, Ontario , the Highway 4 and Highway 401 in London, Ontario , as well as the Lawrence Avenue and Don Valley Parkway interchange in Toronto. The Don Mills Road and Don Valley Parkway and the Highway 27 and Dixon Road are also other examples; however, one quadrant of each has

630-676: Is unknown. The first cloverleaf west of the Mississippi River opened on August 20, 1931, at Watson Road and Lindbergh Boulevard near St. Louis, Missouri , as part of an upgrade of U.S. 66 . The first cloverleaf interchange in Canada opened in 1937 at the junction of the Queen Elizabeth Way (QEW) and Provincial Highway 10 in Port Credit, Ontario (now a part of Mississauga, Ontario). As originally built, Highway 10 passed over

672-693: The Interstate Highway System expanded rapidly. One problem is that, frequently, large trucks exceeding the area speed limit roll over. Another problem is the merging of traffic ( see below ). For these reasons, cloverleaf interchanges have become a common point of traffic congestion at busy junctions. At-grade cloverleaf configurations with full four leaves and full outside slip ramps are extremely rare, though one exists in Toms River, New Jersey . Any other intersection with merely one, two, or three leaf ramps with outer ramps would not be designated

714-542: The Lower Mainland of British Columbia, Canada, require the merging of traffic from the clover directly onto the collector/distributor lane. This requires the slowly moving driver coming around the loop ramp to merge with the quickly moving driver exiting on the collector/distributor lane with no opportunity to accelerate to match the flow of the oncoming driver. This speed differential in merging can be as great as 65 km/h (approx. 43 mph). The cloverleaf interchange

756-515: The Polk–Warren county line until it dips into Warren County east of Norwalk . A partial cloverleaf interchange with Iowa 28 marks the halfway point of that stretch. Through Warren County there are three interchanges, all of which connect to major north–south streets in Des Moines. County Road R57 (CR R57), which becomes Fleur Drive in Des Moines, intersects the bypass at a partial cloverleaf interchange. One mile (1.6 km) east, CR R63, which becomes SW 9th Street, connects with

798-761: The QEW. In 1962, the interchange was rebuilt with sub-collector roads along the QEW, and the orientation was also changed so that Highway 10 then passed under the QEW. The interchange was further modified between 2008 and 2010 by removing all but one loop ramp, creating a partial cloverleaf/diamond hybrid. The cloverleaf was patented in Europe in Switzerland on October 15, 1928. The first cloverleaf in Europe opened in October 1935 at Slussen in central Stockholm , Sweden , followed in 1936 by Schkeuditzer Kreuz near Leipzig , Germany . This

840-503: The bypass from the south and off from the north. This last interchange in Warren County is by far the busiest of the three as over 18,000 vehicles use US 65 / US 69 daily to commute between Des Moines and Indianola . For the next two and a half miles (4.0 km), US 65 and Iowa 5 share the bypass and straddle the county line. Iowa 5 splits away at a trumpet interchange near Carlisle . The bypass takes

882-428: The bypass. In 2012, City leaders in Des Moines and Carlisle suggested the bypass be redesignated as Interstate 335 in order to give the entire route a less confusing name. The Iowa Department of Transportation said it would take over a year to determine if the design of the road would justify redesignating the highway. It never happened due to objections. Cloverleaf interchange A cloverleaf interchange

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924-541: The capacity of a cloverleaf interchange is traffic weaving . Cloverleaf interchanges, viewed from overhead or on maps, resemble the leaves of a four-leaf clover or less often a 3-leaf clover. In the United States , cloverleaf interchanges existed long before the Interstate system . They were originally created for busier interchanges that the original diamond interchange system could not handle. Their chief advantage

966-592: The cloverleaf was replaced in the late 2000s, it was judged eligible for inclusion in the National Register of Historic Places . Because of this, a commemorative film was made of the cloverleaf. The original cloverleaf interchange design was adapted by the Rudolph and Delano building firm from Philadelphia , from a photo Delano saw on a magazine cover about a highway in Buenos Aires , Argentina . The original inventor

1008-543: The completion of Iowa 592 would have quickly rendered the street functionally obsolete. The final option was to not build any road. On September 23, 1995, the bypass was designated the Military Order of the Purple Heart Highway. Signs were installed that year on the US 65 portion of the freeway. Nearly ten years later, after construction had completed, signs were installed on the Iowa 5 section of

1050-575: The designation for the Kickapoo Turnpike [REDACTED] Topics referred to by the same term This disambiguation page lists articles about roads and streets with the same name. If an internal link led you here, you may wish to change the link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=Interstate_335&oldid=1218472430 " Categories : Road disambiguation pages Interstate 35 Hidden categories: Short description

1092-494: The east side of Altoona ending at I-80 east of the First Avenue interchange. The most viable option was called the "Inner Freeway East". The route would start around the Iowa 5 / Iowa 46 intersection and head northeast on a new freeway east of Iowa 46. The freeway would travel around the east side of Pleasant Hill and east of East 56th Street. Near Altoona, the freeway would cross over East 56th Street and head to

1134-470: The intersection of Iowa 5 and Iowa 46 near Avon to I-80 near Altoona. The study produced five alternatives; four potential routes and a plan that did not result in any new road construction and discussed the environmental impact of each. The no build option was almost immediately rejected. Since Iowa 46 passed through an industrial area on Des Moines's east side, traffic was predominantly heavy trucks. The study projected traffic to increase to

1176-423: The north-northwest. It would end at I-80 near Altoona. This route was selected because it was the optimal combination of length and pre-construction required. At roughly the same time that the Iowa 500 study was taking place, another study was taking place to determine the location of a bypass around the south side of Des Moines. This highway, which was referred to as "State Arterial 592" (Iowa 592) for

1218-469: The northwest to end at Hubbell Avenue, which carried US 65 towards Marshalltown . This route was rejected because it quickly would have become functionally obsolete as well. The "Inner Freeway West" route would start at Iowa 5 west of Avon. It would head north, roughly following Four Mile Creek to University Avenue ( Iowa 163 ). North of University, the freeway would run to parallel East 42nd Street and end at I-80 near Berwick . This route

1260-441: The number of lanes of turning traffic. Most road authorities have since been implementing new interchange designs with less-curved exit ramps that do not result in weaving. These interchanges include the diamond , parclo and single-point urban interchanges (SPUI) when connecting to an arterial road in non free-flowing traffic on the crossroad and the stack or clover and stack hybrids when connecting to another freeway or to

1302-503: The road designated as an Interstate Highway , but significant obstacles have prevented that from happening. The bypass, together with Interstate 80 and 35, forms a beltway around Des Moines. The bypass begins at directional T interchange with I-35 on the southwestern side of West Des Moines . It heads east, between the Raccoon River to the north and the Polk – Warren county line to

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1344-509: The road. A few cloverleaf interchanges in California have been rebuilt to eliminate weaving on the freeway while keeping all four loop ramps, by adding bridges, similar to braided ramps. Several cloverleaf interchanges have been eliminated by adding traffic lights on the non-freeway route. Sometimes, this is even done at the intersection of two freeways, particularly when one freeway terminates at an interchange with another. An example of this

1386-542: The south. The first interchange, S. 35th Street, provides access to Walnut Woods State Park, which resides on the southern bank of the Raccoon River. At the Southwest Connector, which will eventually provide a connection between I-35 and downtown Des Moines, the bypass dips to the southeast. For the next two miles (3.2 km), the bypass runs within 250 and 300 yards (230 and 270 m) north of and parallel to

1428-424: The study, was going to connect I-35 between West Des Moines and Cumming to Iowa 92 south of Pleasantville by way of the southern end of Iowa 500 near Avon. This study produced five construction options, two of which had alternate routings, and a "no-build" option. All of the construction options largely agreed that south of the intersection with Iowa 500, Iowa 592 would be an expansion of

1470-432: The two-lane Iowa 5 with bypasses around most of the towns along the route. The next option was to improve Army Post Road, which carried Iowa 5 through the south side of Des Moines. Army Post Road was an arrow-straight street from I-35 to Iowa 46, so upgrading it to four lanes would have been easy. However, it was already a four-lane street through Des Moines, so the additional traffic that would be added by

1512-505: Was redesigned in 2019 to remove one of the loops. In Ireland , partial cloverleaf set-ups exist at the interchanges of the main roads out of Dublin and the M50, allowing free-flow movements in all directions. The Red Cow Interchange is an example. Most cloverleaf interchanges have been phased out in Ontario, but some close variants do remain with similar traffic flows. The main difference however

1554-575: Was also converted to an SPUI . A compromise is to add a collector/distributor road next to the freeway; this does not eliminate weaving but moves it off the main lanes of the freeway. An example of this is the State Highway 23 / Interstate 43 interchange in Sheboygan, Wisconsin , where the exit/entrance roads on and off Highway 23 are two lanes next to the main I-43 freeway on the north and southbound sides of

1596-519: Was constructed for each street and the two interchanges were connected by a short access road in each direction. The bypass continues to the north-northwest for one mile (1.6 km). It ends at a trumpet interchange with I-80 . The bypass was planned as two four-lane highways that would divert traffic around the south and east of Des Moines. Iowa 500 was planned to extend from the vicinity of Avon in southern Polk County northward through Pleasant Hill and to terminate at I-80 near Altoona. Iowa 592

1638-480: Was designed as a much longer highway. It would extend from I-35 near West Des Moines to Iowa 92 south of Pleasantville . In the 1970s, the Iowa Department of Transportation (Iowa DOT) began a study on the location and environmental impact of a new highway around the east side of Des Moines. The "500 facility" (Iowa 500), as it was referred to in the study, was loosely defined as extending from

1680-683: Was not implemented in great numbers in the United Kingdom , because of these performance problems. There were originally three, one in Redditch and two in Livingston . One of the Livingston examples was remodeled in the mid-2000s as part of a public transport project. The Girton interchange near Cambridge was a "half"-cloverleaf interchange that regularly experienced peak-time congestion due to A14 westbound traffic weaving with M11 traffic. This interchange

1722-447: Was rejected because it would have split eastern Des Moines into two halves and would have required many homes in the area to be demolished. The "Outer Freeway" was the longest of the potential routes. It would start near the Iowa 5 / Iowa 46 intersection and head to the northeast. After crossing the Des Moines River, the freeway would curve to the east and then again to the north. The freeway would then head due north along

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1764-405: Was that they were free-flowing and did not require the use of such devices as traffic signals . This not only made them a viable option for interchanges between freeways (where such devices are typically not an option), but they could also be used for very busy arterials where signals could present congestion problems. They are common in the United States and have been used for over 40 years as

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