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59-694: The Glenloch Interchange is major road interchange in Canberra , Australia. It one of the busiest road interchanges in the Australian Capital Territory , connecting the Tuggeranong Parkway with Parkes Way , William Hovell Drive and Caswell Drive ( Gungahlin Drive Extension ). The interchange was originally built in the 1970s. A major reconstruction lasting from 2007 to mid-2008 removed traffic lights from

118-735: A four-leaf clover . A cloverleaf is the minimum interchange required for 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

177-407: 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

236-452: A bypass around Orangeville was completed, bypassing Broadway and the short sections of both Hurontario and First Streets through the town. As Mississauga was established in 1968 from Toronto Township (which included Cooksville), and later Port Credit, and began to rapidly urbanize and as Brampton grew during the same period, portions of Highway   10 were designated as connecting links and transferred to municipal maintenance through

295-399: 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

354-408: A deep glacial ravine and provincial park renowned for its scenery. It passes between several large quarries and through Caledon Village before entering Orangeville at Highway 9 , where it diverges from Hurontario Street. Highway   10 passes to the east of Orangeville on a bypass , switching between Hurontario Street and Prince of Wales Road alignments to avoid the business district. At

413-475: 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

472-412: 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

531-667: 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

590-454: 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

649-439: 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

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708-543: 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

767-401: 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

826-509: 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

885-442: 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

944-422: 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

1003-446: 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

1062-428: 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,

1121-477: 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

1180-574: Is mirrored. Both North American (NA) and British (UK) terminology is included. The concept of the controlled-access highway developed in 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

1239-470: 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

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1298-590: The Canadian province of Ontario . The highway connects the northern end of Highway 410 just north of Brampton with Owen Sound on the southern shores of Georgian Bay , passing through the towns of Orangeville and Shelburne as well as several smaller villages along the way. It historically followed the Toronto–Sydenham Road , the southern part of which later became the southern section of Hurontario Street . The section between Orangeville and Primrose

1357-400: 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

1416-403: 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

1475-644: The DPHO assumes the portion within Grey County on October   6. It was later extended south from Cooksville when the provincial government assumed the remaining stretch to Lakeshore Road ( Highway 2 ) in Port Credit , on the north shore of Lake Ontario , on March   16, 1921. Until the mid-1920s, highways in Ontario were named rather than numbered. The 166-kilometre (103 mi) Sydenham Highway

1534-663: The Department of Public Highways (DPHO) established a network of provincial highways on February   26, 1920. Portions of the network were then assumed by the DPHO over the following year. The section of Highway   10 within Dufferin County between Orangeville and Dundalk was taken over on July   8, 1920. This was followed several weeks later by the portion within Peel County (now Peel Region ) between Cooksville and Orangeville on July   22. Finally,

1593-485: 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

1652-401: 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

1711-445: The communities of Melancthon , Corbetton , Dundalk , Flesherton —where it meets a former portion of Highway 4 — Markdale , Mount Pleasant , Berkeley and Arnott before meeting Highway 6 at Chatsworth. The two highways travel north for approximately 13 kilometres (8 mi) through the community of Rockford . Highway   10 ends at 10th Street East, where it meets the western terminus of Highway 26 as well as

1770-507: 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 ;

1829-537: 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

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1888-448: 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

1947-473: The first roads to feature grade-separations. Maryland engineer Arthur Hale filed 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

2006-410: The geography of the Australian Capital Territory is a stub . You can help Misplaced Pages by expanding it . This Australian road or road transport-related article is a stub . You can help Misplaced Pages by expanding it . Interchange (road) 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

2065-425: The highway designation dropped altogether through those cities, shortening the highway to its present length. In 2009, a major project to widen two-lane sections of the southern portions of the highway was completed, and the highway is now four lanes wide from Highway 410 north to Camilla. From Shelburne north to Owen Sound, it remains a two-lane highway with several passing lanes in hillier regions. During winter,

2124-691: The highway having a continuous pavement from Port Credit to Dundalk. Pavement was laid in and near the villages of Flesherton and Markdale in 1931, and between Dundalk and Markdale in 1934. The pavement was extended from Markdale to Berkeley in 1936, leaving an approximately 17-kilometre (11 mi) gap between Berkeley and Chatsworth. This final gravel section was graded and paved in 1937 and 1938. Highway   10 initially entered Owen Sound along 9th Avenue East, before turning west onto 6th Street East, then north along 2nd Avenue East to Highway   21 and Highway   26 at 10th Avenue East. The official Ontario road maps published between 1947 and 1967 show

2183-538: The interchange. The new alignment resulted in retention of a bridge over both Caswell Drive and William Hovell Drive that was disconnected as a result of the works. This was finally removed in late 2010 during roadworks to upgrade the new interchange to dual carriageway standards. In 2021, the ACT Government identified the Glenloch Interchange as a focal point when planning for major upgrades of

2242-434: The north end of the bypass, the highway curves and proceeds northward. It narrows to four lanes immediately north of Orangeville and then to two lanes north of Camilla , which along with Elba is one of two communities interspersed among the farmland that otherwise occupies the distance between Orangeville and Shelburne. At the hamlet of Primrose, Highway   10 turns west and becomes concurrent with Highway 89 into

2301-620: The northern terminus of Highway 21 . Highway   6 continues northwest, concurrent with Highway   21 through Owen Sound. Historically, Highway 10 follows the 19th-century stagecoach route known as the Toronto–Sydenham Road (the southern half of which later became absorbed into Hurontario Street). It travelled north from Dundas Street (later Highway 5 ) in Cooksville through Brampton, Orangeville and Shelburne to Owen Sound. In order to be eligible for federal funding,

2360-594: 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

2419-458: 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

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2478-543: 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

2537-467: 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

2596-455: 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

2655-421: 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

2714-522: The route following 3rd Avenue East instead of 2nd Avenue East. Beginning in 1968, the combined highways followed 9th Avenue East directly to 10th Street East, as they do today. Within Orangeville, Highway   10 formerly turned west onto Highway 9 and ran concurrently with it through downtown along Broadway, then turned north to follow First Street (the Prince of Wales Road alignment). In mid-1971,

2773-562: The site of the first highway interchange in Canada at its intersection with The Middle Road . Since the late 1990s, the southern portion has been truncated to its current terminus north of the Brampton – Caledon border. Highway   10 begins at the northern end of Highway   410 in Caledon, immediately north of Brampton. It follows Hurontario Street, a route originally carved through

2832-628: 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 . Ontario Highway 10 King's Highway 10 , commonly referred to as Highway 10 , is a provincially maintained highway in

2891-423: The town of Shelburne. The concurrency ends in the centre of Shelburne, as Highway   10 branches north. From Shelburne to Owen Sound, the road follows the northernmost part of the former Toronto–Sydenham Road, a colonization road that predates the division of the land in the area. As such, the road follows a diagonal path relative to the survey grid . While it generally passes through farmland, it also bisects

2950-412: The transport corridors connecting the city with districts in the south and west. [REDACTED] Australian Roads portal Partially limited-access                     Partially controlled-access                     roadway under construction This article on

3009-481: The two cities. On April   1, 1970, a 5.2-kilometre (3.2 mi) segment of the route, from the Port Credit railway underpass to Burnhamthorpe Road, was designated as such. This was followed on December   10, 1970, with the creation of a 2.0 kilometres (1.2 mi) connecting link between Steeles Avenue to south of Clarence Street near downtown Brampton. In 1997, these connecting links were repealed and

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3068-502: 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

3127-508: The virgin forests of Upper Canada in 1848. Like the pioneer route it supplanted, the modern highway still divides many of the towns it serves. Within the Regional Municipality of Peel it acts as the meridian of the concession road system, with parallel sidelines described as being east or west of Hurontario (EHS and WHS, respectively) and perpendicular concession roads divided into eastern and western segments. Passing to

3186-651: The west of Valleywood, a suburban community on the fringe of the Greater Toronto Area , Highway   10 begins as Highway   410 transitions from a divided freeway to a four-lane rural route with a centre turn lane . The highway presses north-northwest through farmland and rises gradually over the Niagara Escarpment , a UNESCO World Biosphere Reserve . To the west are the Forks of the Credit ,

3245-540: 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

3304-521: Was designated as Provincial Highway   10 in the summer of 1925. While initially unpaved, construction of a hard surface along Highway   10 began in 1923. That year saw completion of paving between Port Credit and Cooksville, as well as between Chatsworth and Owen Sound. Paving was completed between Cooksville and Brampton in 1925, and for 11.8 kilometres (7.3 mi) north of Brampton and 9.7 kilometres (6.0 mi) northwest of Melancthon in 1926. Further paving in 1928 and 1929 resulted in

3363-436: Was designed by Philadelphia engineering firm Rudolph and Delano, based on 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

3422-543: 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

3481-501: Was formerly part of Prince of Wales Road, which continues northwards after the highway turns west. Between Chatsworth and Owen Sound, Highway   10 is concurrent with Highway 6 . Highway   10 was established in 1920 as one of the original provincial highways in Ontario, connecting Highway 5 in Cooksville with Owen Sound. It was extended south by 1937 to Highway 2 in Port Credit . That same year, it became

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