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75-608: I-140 may refer to: Interstate 140 (North Carolina) , a bypass of Wilmington, North Carolina Interstate 140 (Tennessee) , a spur route in Knoxville, Tennessee Form I-140 , Immigrant Petition for Alien Worker , a form that needs to be filed as part of the application process for an employment-based visa for the United States Iodine-140 (I-140 or I), an isotope of iodine [REDACTED] Topics referred to by

150-511: A partial cloverleaf interchange . Immediately to the north of the interchange, I-140 enters a residential area, with neighborhoods located on both sides of the highway. The highway also makes a turn to the southeast and east, bypassing both Leland and Navassa to the north. Two additional interchanges at Mount Misery Road (exit 8) and Cedar Hill Road (exit 10) are located along I-140 in Brunswick County . The Interstate crosses

225-407: 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

300-720: A 6.5-mile (10.5 km) segment of the eastern leg was awarded by NCDOT to Barnhill Contracting Company in November ;2003. Its construction had been delayed due to several conflicts. This included the handling of stormwater runoff into Futch Creek and a slight redesign of an offramp at the Market Street interchange in Kirkland to avoid a 450-year-old oak tree. Construction of the eastern segment commenced on December 29, 2003. As late as May 2005, NCDOT remained undecided as to whether or not to open only

375-581: A bypass of Wilmington . The western terminus of the highway is at U.S. Route 17 (US 17) near Winnabow . It heads north in western Leland before turning to the east north of an interchange with U.S. Route 74 (US 74)/ U.S. Route 76 (US 76). I-140 crosses the Cape Fear River north of Navassa and the Northeast Cape Fear River northwest of Wrightsboro . I-140 ends at Interstate 40 (I-40), and

450-399: 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

525-435: 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

600-475: 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

675-412: 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

750-659: 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

825-667: 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

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900-594: A northern bypass for Wilmington was initially identified by NCDOT as a need in 1972. The outer loop was viewed as a means to help relieve traffic congestion along Market Street and the Cape Fear Memorial Bridge , serving as an additional crossing of the Cape Fear River and providing for better regional connectivity. However, the project was not included as part of the department's construction schedule until 1989. In 1991, NCDOT initiated

975-454: 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

1050-463: 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

1125-406: A portion of the road prior to completion of the elevated section due to the bridge section running behind schedule. The first segment of I-140 opened to traffic on August 22, 2005. Formally dedicated with Governor Mike Easley and US Representative Mike McIntyre in attendance, the 3.2-mile (5.1 km) segment was located between I-40 and NC 133 (Castle Hayne Road). In November 2005,

1200-473: A revised routing in April ;1996 that located the route one mile (1.6 km) north of the initial proposal. This revised "central route" was selected as the final routing by NCDOT in April 1997. At the time of its announcement, the route was estimated to cost $ 126.5 million (equivalent to $ 227 million in 2023 ) to complete and result in the displacement of 20 homes, eight businesses,

1275-439: 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

1350-543: 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

1425-472: A temporary designation until the entire bypass was complete and the remaining segments could be submitted to AASHTO approval as I-140. The other rationalization was to provide an alternate designation for the entire bypass if a proposal to return US 17 to the streets of Wilmington was enacted. This was prevalent as only the New Hanover segment of I-140 was concurrent with US 17. NCDOT officials in

1500-401: 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

1575-509: 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

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1650-605: A tie-in for moving the proposed eastern terminus of I-74 from Myrtle Beach to Wilmington. Later that month, it was announced the segment east of I-40, would be named the John J. Burney Freeway after the state senator and trustee of the University of North Carolina at Wilmington . In an effort to protect scenic viewsheds for motorists utilizing the freeway, the Special Highway Overlay District of

1725-442: 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

1800-422: 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

1875-446: 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

1950-428: 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,

2025-477: 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

2100-491: Is different from Wikidata All article disambiguation pages All disambiguation pages Interstate 140 (North Carolina) Interstate 140 ( I-140 ) and North Carolina Highway 140 ( NC 140 ) is a 25.4-mile (40.9 km) auxiliary Interstate Highway and state highway in the U.S. state of North Carolina . Officially designated the John Jay Burney Jr. Freeway , it serves as

2175-594: 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 the first roads to feature grade-separations. Maryland engineer Arthur Hale filed

2250-521: Is located at a trumpet interchange with US 17 north of the community of Winnabow and southwest of Leland . The I-140 bridge crossing over US 17 at the interchange is named after Wilber E. Rabon, a former Brunswick County Commissioner. I-140 begins running to the northwest, paralleling NC 87 to the east. The highway adjusts and turns to the north, running to the west of a railroad track owned by Military Ocean Terminal Sunny Point . The highway meets US 74 / US 76 (exit 5) at

2325-470: 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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2400-403: The Cape Fear River along the L. Bobby Brown Bridge and enters New Hanover County to the northwest of Wilmington . Entering New Hanover County, I-140 crosses through an industrial area and begins a turn to the northeast. I-140 meets with US 421 (exit 14) at another partial cloverleaf interchange. Continuing past US 421, I-140 continues in a northeasterly direction, crossing

2475-530: The Northeast Cape Fear River on the Dan Cameron Bridge . The bridge measures 1.43 miles (2.30 km) in length with a main span of 479 feet (146 m) and 82 feet (25 m) of vertical clearance above the river, Rat Island, and adjacent marshlands . Northeast of the bridge, I-140 begins a turn to the east, running alongside a General Electric / Hitachi facility. I-140 meets with NC 133 (exit 17) north of Wrightsboro while turning to

2550-400: 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

2625-403: 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

2700-462: The 2019–2029 State Transportation Improvement Plan. However, no construction funding is currently allocated to the project. Once funding is received, it would take approximately five years to complete. Trumpet interchange 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

2775-711: The New Hanover County Zoning Ordinance was adopted by the County Commission in June ;2001. Some of the restrictions of the overlay include banning the construction of billboards , limiting outdoor storage, and increasing setback requirements for structures adjacent to the roadway. Only nine applications for billboards along I-140 were processed and approved prior to its passage. The initial $ 36.7-million (equivalent to $ 58.3 million in 2023 ) contract for construction of

2850-575: The North Carolina Board of Transportation appropriated $ 10 million for the construction of an interchange at Blue Clay Road. The interchange would serve in providing better access to both Wilmington International Airport and the Cape Fear Community College North Campus . There is currently no timeline for the completion of the interchange. An interchange is currently being constructed with

2925-644: The North Carolina Board of Transportation voted unanimously to name the I-140 bridge across the Northeast Cape Fear River in honor of former Wilmington mayor and businessman Dan Cameron. In June 2006, NCDOT announced two additional segments of the I-140 project would open by the end of the month. Costing $ 187 million (equivalent to $ 272 million in 2023 ) to complete, the US ;17 expressway segment between Market Street and I-40 and

3000-483: The Northern Outer Loop as Interstate 140. The designation was to apply to the initial western segment constructed between I-40 and US 421 and the initial eastern segment constructed between I-40 and US 17 . At the time of its announcement, the designation was touted as a significant means to enhance economic development opportunities along its route in addition to potentially serving as

3075-485: 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

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3150-401: 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

3225-553: The central segment, which would require a bridge across the Cape Fear River . In response to this decision, town leaders from Navassa filed a discrimination complaint against NCDOT, claiming the town was frequently denied funding for infrastructure improvements and other projects. Planning for future construction continued, and, in March ;2010, NCDOT awarded an $ 81.7-million (equivalent to $ 111 million in 2023 ) contract to Barnhill Contracting Company. The project involved

3300-507: 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 ;

3375-510: The construction of the 6.118-mile (9.846 km) segment between the US 74/US 76 intersection and US 17 south of Leland . Construction of the segment began in March 2010 as a result of receiving partial funding through the American Recovery and Reinvestment Act . As part of the expansion into Brunswick County, NCDOT designed several wildlife crossings to allow the black bear and other animals to safely cross

3450-590: The corridor in the vicinity of the Battle Royal Natural Heritage Site. The crossings included the extension of four bridges to provide some upland areas from animal crossings along water bodies and the construction of a 12-by-6-foot (3.7 by 1.8 m) wildlife tunnel just north of the US 74/US 76 interchange. The section between US 17 and US 74/US 76 was opened to traffic in September ;2014. With

3525-537: 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

3600-448: 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

3675-429: The east. The final segment between US 74/US 76 and US 421 began construction in 2014 and was completed in 2017. I-140 was routed along the entirety of the freeway west of I-40. Additionally, US 17 was removed from its concurrency with I-140, being rerouted through Wilmington in 2017. The remaining section between I-40 and Kirkland was subsequently renumbered as NC 140. The western terminus of I-140

3750-470: The evaluation of a pair of proposed routes for the Northern Outer Loop. The northern routing was to have been approximately 22 miles (35 km) in length; it would have resulted in the relocation of 19 homes and 19 businesses while traversing 1,247 acres (505 ha) of wetlands, nine potential hazardous waste sites, and five historic sites. The southern routing was to have been approximately 20 miles (32 km) in length; it would have resulted in

3825-433: The freeway continues to the east. Between I-40 and US 17, the highway runs slightly to the southeast primarily through a wooded area. An interchange is currently under construction with the proposed US 17 Byp. (Military Cutoff Road) northeast of Murraysville . The eastern terminus of NC 140 is located at a trumpet interchange with US 17 in the census-designated place of Kirkland . US 17 merges onto

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3900-622: The loss of 118 acres (48 ha) of wetlands, and the loss of 290 acres (120 ha) of farmland. Planning would continue through the late 1990s, culminating with the first contract awarded for its construction in November 2000 for the I-40 interchange. In 1997, local officials initially stated that an Interstate designation was sought for the bypass. In September 2002, the Federal Highway Administration announced that it would grant NCDOT's request and designate

3975-581: The opening of the Brunswick segment, NC 140 was routed along the entirety of the new freeway. On January 14, 2015, the Certification of Rulemaking was released, confirming the establishment of the new designation along not only the Brunswick segment but all existing and future sections of the Wilmington bypass. The justification in the paperwork for using NC 140 was it would serve as

4050-594: 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

4125-513: 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

4200-543: 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

4275-467: 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

4350-575: The proposed Hampstead Bypass as part of the extension of Military Cutoff Road and Hampstead Bypass. Once completed, US 17 Byp. and I-140/NC 140 will form a bypass of US 17 from Winnabow to Hampstead . Construction on the Military Cutoff Road extension began in 2017, and opened to traffic on September 28, 2023. Work is expected to begin on the Hampstead Bypass north of NC 210 in late 2020, with construction of

4425-511: The relocation of 58 homes and eight businesses while traversing 2,064 acres (835 ha) of wetlands, seven potential hazardous waste sites, and eight historic sites. In November 1994, the North Carolina Board of Transportation elected to move forward with the southern routing. The initial 5.8-mile (9.3 km) link between I-40 and US 421 was originally to begin construction in 1998 and open by 2001. Due to significant opposition by both local residents and officials, NCDOT unveiled

4500-409: The request on May 14, 2015. On May 17, 2017, US 17 was officially rerouted through Wilmington. On December 15, 2017, a ribbon-cutting ceremony was held for the final section of the freeway between US 74/US 76 and US 421, officially completing I-140 around Wilmington. However, this segment of road did not officially open to traffic until December 19, 2017, due to

4575-455: 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

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4650-504: The road and continues as a multilane arterial highway to the northeast. During the 1990s, North Carolina originally proposed the I-140 designation for 32.36 miles (52.08 km) along the recently upgraded US 1 freeway between the Raleigh – Cary line and Sanford . The American Association of State Highway and Transportation Officials (AASHTO) ultimately disapproved of the routing in their 1999 meeting. The idea of constructing

4725-421: 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

4800-469: The road requiring final construction and cleanup. The section costed $ 204 million (equivalent to $ 249 million in 2023 ) and included two 1.4-mile-long (2.3 km) bridges over the Cape Fear River , with 300,000 short tons (270,000 long tons) of stone and 5,000,000 cubic yards (3,800,000 m ) of fill material. I-140 was officially extended west to replace NC 140 between US 17 and US 74/US 76 on August 7, 2018. In 2002,

4875-563: The route number changes to NC 140. NC 140 continues to the east, ending at US 17 in Kirkland . The need for a bypass north of Wilmington was identified by the North Carolina Department of Transportation (NCDOT) in 1972. However, the first contract for construction was not awarded until 2000. In August 2005, the first segment of I-140 between I-40 and North Carolina Highway 133 (NC 133) opened. This

4950-450: The same term This disambiguation page lists articles associated with the same title formed as a letter–number combination. 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=I-140&oldid=1185910610 " Category : Letter–number combination disambiguation pages Hidden categories: Short description

5025-403: The segment between NC 133 and US 421 both opened to traffic on June 30, 2006. Concurrent with its opening, the routing of US 17 through Wilmington was also moved to the newly opened expressway; the previous routing of US 17 through Wilmington was changed to U.S. Highway 17 Business (US 17 Bus.), and the U.S. Highway 17 Truck (US 17 Truck) designation

5100-485: The segment between NC 140 and NC 210 beginning in 2023. Roadwork of the entire bypass is expected to be completed in 2030. The proposed Cape Fear Crossing project is proposed to have its western terminus at I-140 in Brunswick County. The proposed freeway would extend east, crossing the Cape Fear River along a newly constructed bridge. The project is currently funded for right-of-way acquisition in

5175-437: The southeast. Crossing Blue Clay Road, I-140 makes another turn to the northeast but turns back to the east before crossing under US 117 and NC 132 . I-140 reaches its eastern terminus at a modified cloverleaf interchange with I-40 (exit 20). The ramp between I-140 East and I-40 West uses a flyover design instead of the traditional cloverleaf design. At the I-40 interchange, the route number changes to NC 140 as

5250-629: The summer of 2014 called for returning US 17 to its original routing through Wilmington on Market Street, with the exception of placing a part of it on Military Cutoff Road and Oleander Drive. This was due to traffic volume on these roads being large enough to merit a route designation. The proposal was endorsed by the Wilmington Area Transportation Advisory Committee in August ;2014. AASHTO's Special Committee on U.S. Route Numbering approved

5325-502: 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

5400-540: 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

5475-596: 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

5550-638: Was followed by a westward extension to U.S. Route 421 (US 421) and an eastward extension to US 17 in June 2006. US 17 was routed along the entirety of the freeway between Kirkland and US 421, running concurrently with I-140. Construction on the western segment between Winnabow and US 74/US 76 began in March 2010 and was opened in September 2014. This segment was temporarily designated as NC 140 as it lacked connection with I-140 to

5625-488: Was removed from Military Cutoff Road and Oleander Drive upon the opening of the bypass, with through trucks being directed to utilize the newly constructed freeway. Originally, the freeway was scheduled to be extended west from its current terminus at US 421 to US 74 / US 76 first. However, in 2009, NCDOT announced plans to complete the segment between US 17 in Winnabow and US 74/US 76 before

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