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45-948: Expressway in Nagasaki and Saga prefecture, Japan [REDACTED] Nagasaki Expressway [REDACTED] 長崎自動車道 [REDACTED] Route information Length 120.4 km (74.8 mi) Existed 1973–present Major junctions From Tosu Junction in Tosu [REDACTED] Kyushu Expressway [REDACTED] Ōita Expressway To Nagasaki Interchange in Nagasaki [REDACTED] Nagasaki Dejima Road Location Country Japan Major cities Saga , Takeo , Omura , Isahaya Highway system National highways of Japan Expressways of Japan Nagasaki Expressway ( 長崎自動車道 , Nagasaki Jidōsha-dō )

90-735: 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

135-407: 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

180-399: 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

225-475: 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

270-412: 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

315-667: 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

360-454: 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

405-4010: A properly formatted junction table. Please consult this guideline for information on how to create one. Please improve this article if you can. ( November 2021 ) [REDACTED] Higashisonogi, Nagasaki, Japan IC - interchange , JCT - junction , SA - service area , PA - parking area , BS - bus stop , TN - tunnel , BR - bridge , TB - toll gate Bus stops labeled "○" are currently in use; those marked "◆" are closed. No. Name Connections Dist. from Origin Bus stop Notes Location (9) Tosu JCT [REDACTED] Kyushu Expressway [REDACTED] Ōita Expressway 0.0 Tosu Saga 1 Tosu IC [REDACTED] National Route 3 [REDACTED] National Route 34 1.2 BS Kōnoe BS 3.3 ○ PA Yamaura PA 5.7 BS Nakabaru BS 10.6 ○ Miyaki 2 Higashisefuri IC [REDACTED] National Route 385 14.8 Yoshinogari BS Kanzaki BS 17.3 ○ Kanzaki SA Kinryū SA 23.3 ○ Saga 3 Saga-Yamato IC [REDACTED] National Route 263 26.6 ◆ 3-1 Ogi PA/SIC Pref. Route 44 (Ogi Fuji Route) via Ogi city road 33.4 ◆ Ogi 4 Taku IC [REDACTED] National Route 203 (Higashi-Taku Bypass) 41.7 ◆ Taku BS Taku Seibyō BS 46.1 ◆ PA Taku-Nishi PA 47.0 48.1 for Fukuoka , Kumamoto and Oita for Nagasaki 5 Takeo-Kitagata IC [REDACTED] National Route 34 52.9 ◆ Takeo SA Kawanobori SA 61.9 ◆ 6 Takeo JCT [REDACTED] Nishi-Kyūshū Expressway 64.3 7 Ureshino IC Pref. Route 1 (Sasebo Ureshino Route) 68.8 ○ Ureshino TN Tawarazaka TN - northbound: 2,656 m (8,714 ft) southbound: 2,610 m (8,560 ft) Higashisonogi Nagasaki 8 Higashisonogi IC [REDACTED] National Route 34 [REDACTED] National Route 205 78.6 ◆ PA Omura-wan PA 81.6 BS Matsubara BS 85.4 ○ Omura 9 Omura IC [REDACTED] National Route 444 92.1 ○ Emergency Exit Access for National Hospital Organization Nagasaki Medical Center Authorized vehicles only 9-1 Koba PA/SIC 95.4 ○ PA:Only accessible for Nagasaki PA Imamura PA 100.6 ○ Only accessible for Fukuoka, Kumamoto and Oita 10 Isahaya IC [REDACTED] National Route 34 Pref. Route 125 (Isahaya Soto Kanjosen) 104.2 ○ Isahaya 11 Nagasaki-Tarami IC [REDACTED] [REDACTED] Nagasaki Bypass 109.1 Nagasaki 12 Nagasaki-Susukizuka IC Pref. Route 116 (Nagasaki-Susukizuka Interchange Route) 117.4 Only accessible for Fukuoka, Kumamoto and Oita 13 Nagasaki IC [REDACTED] National Route 324 [REDACTED] Nagasaki Dejima Road Pref. Route 51 (Nagasaki Minami Kanjosen) 120.4 Lanes [ edit ] 4-lane, Tosu Junction to Nagasaki-Susukizuka Interchanges 2-lane, Nagasaki-Susukizuka to Nagasaki Interchanges References [ edit ] ^ Ministry of Land, Infrastructure and Transport, Kyushu Regional Development Bureau. "Road Timetable" . Retrieved 2008-08-31 . {{ cite web }} : CS1 maint: multiple names: authors list ( link ) ^ "Saga Jihen", Zombie Land Saga : Franchouchou

450-439: 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

495-543: 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

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540-401: 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

585-509: 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

630-442: 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

675-422: 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

720-446: 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

765-428: 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,

810-477: 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

855-633: Is different from Wikidata Infobox road instances in Japan Articles containing Japanese-language text Misplaced Pages articles needing a junction list from November 2021 All pages needing cleanup Commons category link is on Wikidata Pages using the Kartographer extension Tosu, Saga Too Many Requests If you report this error to the Wikimedia System Administrators, please include

900-574: 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

945-470: 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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990-540: Is one of the Expressways of Japan from Tosu to Nagasaki . It runs through the prefecture of Saga , and the southern half of the Nagasaki prefecture. The total length is 120.4 km. History [ edit ] November 16, 1973, Tosu Interchange and Junction with the Kyushu Expressway to Nankan was open to traffic. November 17, 1982, a section from Nagasaki-Tarami to Omura Interchanges

1035-400: 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

1080-403: 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

1125-6402: The Best [REDACTED] Wikimedia Commons has media related to Nagasaki_Expressway . v t e [REDACTED] West Nippon Expressway Company National Expressways E1 Meishin E1A Shin-Meishin E2 San'yō E2A Chūgoku E2A Kammon Bridge E3 Kyushu E9 San-in E10/E78 Higashikyushu E10 Miyazaki E11 Takamatsu E11/E56 Matsuyama E11/E32 Tokushima E25 Nishi-Meihan E26 Kinki E26/E42 Hanwa E27 Maizuru-Wakasa E29 Harima E29 Tottori E32/E56 Kōchi E34 Nagasaki E34 Ōita E54 Matsue E58 Okinawa E71 Kansai-Kūkō E73 Okayama E73 Yonago E74 Hiroshima E74 Hamada E77 Kyushu Chūō Toll Roads E2 Hiroshima-Iwakuni Road E3A Minamikyushu E9 Kyoto-Jūkan E10 Usa-Beppu Road E10 Nobeoka-Minami Road E24 Keinawa E31 Hiroshima-Kure Road E35 Nishi-Kyūshū E42 Yuasa Gobō Road E71 Sky Gate Bridge R E76 Imabari-Komatsu E78 Hayato Road E88 Keiji Bypass E89 Daini-Keihan Road E90 Sakai Senboku Road E91 Minami-Hanna Road E92 Daini Hanna E93 Daini-Shimmei E94 Kitasen Road E96 Nagasaki Bypass E97 Hiji Bypass Kanmon Roadway Tunnel v t e [REDACTED] Expressways of Japan East Nippon Expressway Company C3 Tokyo Gaikan C4/E66 Ken-Ō CA Tokyo Bay Aqua-Line E4 Tōhoku E4A Aomori E4A Hachinohe E5 Dō-Ō E5A Sasson E5A Shiribeshi E6 Jōban E7 Nihonkai-Tōhoku E7/E46 Akita E8 Hokuriku E13 Tōhoku-Chūō E14 Tateyama E17 Kan-etsu E18 Jōshin-etsu E19 Nagano E38/E61 Dōtō E45 Sanriku E46 Kamaishi E48 Yamagata E49 Ban-etsu E50 Kita-Kantō E51 Higashi-Kantō E65 Shin-Kūkō Central Nippon Expressway Company C2 Mei-Nikan C3 Tōkai-Kanjō C4 Ken-Ō E1 Tōmei E1 Meishin E1A/E52/E69 Shin-Tōmei E1A Isewangan E1A Shin-Meishin E8 Hokuriku E19/E20/E68 Chūō E19 Nagano E23 Higashi-Meihan E23 Ise E27 Maizuru-Wakasa E41 Tōkai-Hokuriku E42 Kisei E52 Chūbu-Ōdan West Nippon Expressway Company E1 Meishin E1A Shin-Meishin E2 San'yō E2A Chūgoku E2A Kanmon Bridge E3 Kyushu E3A Minamikyushu E9 San'in E10/E78 Higashikyushu E10 Miyazaki E11/E32 Tokushima E11 Takamatsu E11/E56 Matsuyama E24 Keinawa E25 Nishi-Meihan E26 Kinki E26/E42 Hanwa E27 Maizuru-Wakasa E29 Harima E32/E56 Kōchi E34 Ōita E34 Nagasaki E35 Nishi-Kyūshū E54 Matsue E58 Okinawa E71 Kansai-Kūkō E73 Okayama E73 Yonago E74 Hamada E74 Hiroshima Honshu-Shikoku Bridge Expressway Company E28 Kobe-Awaji-Naruto E30 Seto-Chūō E76 Nishiseto MLIT E4A Kamikita E5 Hakodate Shindō E5A Kuromatsunai Shindō E7 Akita E9 San'in Kinki E25 Meihan E29 Tottori E38 Dōtō E38/E44 Kushiro Sotokan E39 Asahikawa-Monbetsu E41 Nōetsu E41/E86 Noto-Satoyama E45 Hachinohe-Kuji E45 Sanriku E45 Sanriku-kita Jūkan E46 Kamaishi E54 Onomichi E55 Kōchi-Tōbu E55 Tokushima-Nanbu E58 Naha Airport E59 Hakodate-Esashi E60 Obihiro-Hiroo E61 Tokachi-Okhotsk E62 Fukagawa-Rumoi E63 Hidaka E64 Tsugaru E67 Chūbu-Jūkan E69 San-en Nanshin E70 Izu-Jūkan E72 Kitakinki-Toyooka E75 Higashihiroshima-Kure E77 Kyushu Chūō Urban Expressways Fukuoka & Kitakyushu Hanshin Hiroshima Nagoya Shuto Tokyo Prefecture Maintained Routes E4A Daini-Michinoku E4A Michinoku E80 Abukuma Kōgen E81 Nikkō Utsunomiya E87 Chitahantō E95 Bantan Renraku E97 Ōita Airport Retrieved from " https://en.wikipedia.org/w/index.php?title=Nagasaki_Expressway&oldid=1259400237 " Categories : Expressways in Japan Kyushu region Roads in Nagasaki Prefecture Roads in Saga Prefecture 1973 establishments in Japan Hidden categories: CS1 maint: multiple names: authors list Articles with short description Short description

1170-681: The Takeo Junction was opened to traffic with another freeway. December 18, 1997, the tunnel from Higashisonogi to Ureshino Interchanges which made the Nagasaki Expressway with four lanes. March 24, 2001, the Sagan Cross Bridge in the Tosu Junction was opened to traffic which allowed access to the bridge with the Kyushu Expressway. March 27, 2004, a section from Nagasaki to Nagasaki-Tarami Interchanges

1215-485: 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

1260-401: 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

1305-507: 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 ;

1350-537: 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

1395-399: The details below. Request from 172.68.168.151 via cp1112 cp1112, Varnish XID 920663868 Upstream caches: cp1112 int Error: 429, Too Many Requests at Thu, 28 Nov 2024 05:41:13 GMT Interchange (road)#Between two highways 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

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1440-448: 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

1485-473: 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

1530-594: 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

1575-513: 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

1620-543: 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

1665-467: 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

1710-455: 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

1755-421: 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

1800-502: 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

1845-540: 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

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1890-436: 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

1935-596: 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

1980-466: Was opened to traffic. March 28, 1985, a section from Saga-Yamato to Tosu Interchanges was opened to traffic. February 5, 1987, the Tosu Junction in the east was opened. March 18, 1987, a section from Takeo-Kitagata to Saga-Yamato Interchanges was opened to traffic. January 26, 1990, a section from Omura to Takeo-Kitagata was opened to traffic which made the Nagasaki Expressway from Tosu to Nagasaki fully accessible with no gaps. January 26, 1990,

2025-551: Was opened with another freeway. June 28, 2019, a section from Nagasaki-Tarami to Nagasaki-Susukizuka Interchanges which made Nagasaki Expressway with four lanes. November 27, 2019, the Tawarazaka tunnel is mentioned in the Zombie Land Saga song "Saga Jihen". Interchanges [ edit ] [REDACTED] This article contains a bulleted list or table of intersections which should be presented in

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