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A split intersection is a rarely built at-grade variant of the diamond interchange.^[1] Compared to a conventional four-leg intersection or road crossing, the arterial road is split into separate carriageways by 200 to 300 feet (61 to 91 m), allowing a queue of left turning vehicles behind a completed turn into the crossroad without any conflict to oncoming traffic. On the crossroad, the four leg intersection is being replaced by two intersections. The beginning one-way traffic at the fourth leg makes the intersections reduce the number of conflicts similar to a three leg T-intersection to improve traffic flow.^[2]^[3]

Existing examples

At Legacy Drive and Preston Road, Plano, Texas, with Texas U-turn lanes, 33°04′15″N 96°47′46″W / 33.070835°N 96.796246°W / 33.070835; -96.796246
At New Dallas Highway (US-77) and E. Industrial Boulevard TX-340 in Lacy Lakeview, Texas, 31°36′19″N 97°06′39″W / 31.605353°N 97.110952°W / 31.605353; -97.110952
At Stock Road and Winterfold Road in Perth, Australia
It is the most common intersection design on Utah State Route 85, also called Mountain View Corridor. They are planned to be later converted, mostly into diamond interchanges, by adding a bridge in the middle.
At Sarcee Trail and Richmond Road, Calgary, Alberta, Canada, 51°01′05″N 114°09′55″W / 51.018046°N 114.165263°W / 51.018046; -114.165263
Four intersections along Terwillegar Drive in Edmonton, Alberta, Canada
Four intersections along Manning Drive in Edmonton, Alberta, Canada
Lake Woodlands Drive at Grogans Mill Road in The Woodlands, Texas; 30°09′56″N 95°27′59″W / 30.165692°N 95.466449°W / 30.165692; -95.466449
Along Highway 10 in Surrey, British Columbia, at the intersection with King George Boulevard; 49°06′18″N 122°49′54″W / 49.1048703°N 122.8315582°W / 49.1048703; -122.8315582

Town center intersection

A town center intersection (TCI) is similar to a split intersection; however, both the arterial road and the crossroad are split into separated one-way streets. The resulting grid, most often implemented in a city, reduces conflicts to two directions per intersection.^[4]^[5]

The TCI's grade-separated variant is the three-level diamond interchange.

Examples

Grogans Mill Road at Research Forest Drive in The Woodlands, Texas; 30°10′37″N 95°27′58″W / 30.176893°N 95.466073°W / 30.176893; -95.466073
Springwoods Village Parkway at Holzwarth Road in Spring, Texas; 30°05′47″N 95°27′05″W / 30.096443°N 95.451283°W / 30.096443; -95.451283
San Elijo Road at Elfin Forest Road in San Marcos, California; 33°05′54″N 117°12′00″W / 33.098444°N 117.199894°W / 33.098444; -117.199894
170 Street and Stony Plain Road and 100 Ave in Edmonton, Alberta.

References

^ Bared, Joe G. & Kaiser, Evangelos I. (June 2000). "Advantages of The Split Intersection". Public Roads. Vol. 63, no. 6. Federal Highway Administration.
^ Bared, Joe & Kaiser, Evangelos (2000). "Benefits of Split Intersections". Journal of the Transportation Research Board. Vol. 1797. Transportation Research Board. pp. 34–41. doi:10.3141/1737-05.
^ Rodegerdts, Lee A.; Nevers, Brandon; Robinson, Bruce; Ringert, John; Koonce, Peter; Bansen, Justin; Nguyen, Tina; McGill, John; Stewart, Del; Suggett, Jeff; Neuman, Tim; Antonucci, Nick; Hardy, Kelly & Courage, Ken (2004). "Chapter 10.3.1". Signalized Intersections: Informational Guide. Federal Highway Administration. FHWA-HRT-04-091. (PDF)
^ "Town Center One-Way Couplets (Pt 1) | Place Making Alternative Intersections".
^ "See all Town Center Intersections".

External links

Animation of a town center intersection

[1] Bared, Joe G. & Kaiser, Evangelos I. (June 2000). "Advantages of The Split Intersection". Public Roads. Vol. 63, no. 6. Federal Highway Administration.

[2] Bared, Joe & Kaiser, Evangelos (2000). "Benefits of Split Intersections". Journal of the Transportation Research Board. Vol. 1797. Transportation Research Board. pp. 34–41. doi:10.3141/1737-05.

[3] Rodegerdts, Lee A.; Nevers, Brandon; Robinson, Bruce; Ringert, John; Koonce, Peter; Bansen, Justin; Nguyen, Tina; McGill, John; Stewart, Del; Suggett, Jeff; Neuman, Tim; Antonucci, Nick; Hardy, Kelly & Courage, Ken (2004). "Chapter 10.3.1". Signalized Intersections: Informational Guide. Federal Highway Administration. FHWA-HRT-04-091. (PDF)

[4] "Town Center One-Way Couplets (Pt 1) | Place Making Alternative Intersections".

[5] "See all Town Center Intersections".

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 {{short description|Type of road intersection}}
 [[File:Split intersection (grn).svg|thumb|Split intersection]]
-A '''split intersection''' is a rarely built at-grade variant of the [[diamond interchange]].<ref>{{cite magazine |first1 =Joe G. |last1 = Bared |first2 = Evangelos I. |last2 = Kaiser |name-list-style = amp |url = https://www.fhwa.dot.gov/publications/publicroads/00mayjun/advantages.cfm |title = Advantages of The Split Intersection |magazine = Public Roads |publisher = [[Federal Highway Administration]] |volume = 63 |issue = 6 |date = June 2000 }}</ref> Compared to a conventional four-leg intersection or road crossing, the arterial road is split into separate [[carriageway]]s by {{convert|200|to|300|ft|m}}, allowing a queue of left turning vehicles behind a completed turn into the crossroad without any conflict to oncoming traffic. On the crossroad, the four leg intersection is being replaced by two intersections. The beginning [[one-way traffic]] at the fourth leg makes the intersections reduce the number of conflicts similar to a three leg T-intersection to improve [[traffic flow]].<ref>{{cite magazine |first1 = Joe |last1 = Bared |first2 = Evangelos |last2 = Kaiser |name-list-style = amp |year = 2000 |url = http://trrjournalonline.trb.org/doi/10.3141/1737-05 |title = Benefits of Split Intersections |magazine = Journal of the Transportation Research Board |publisher = [[Transportation Research Board]] |volume= 1797 |pages= 34–41 |doi = 10.3141/1737-05 }}</ref><ref>{{cite book |first1 = Lee A. |last1 = Rodegerdts |first2 = Brandon |last2 = Nevers |first3 = Bruce |last3 = Robinson |first4 = John |last4 = Ringert |first5 = Peter |last5 = Koonce |first6 = Justin |last6 = Bansen |first7 = Tina |last7 = Nguyen |first8 = John |last8 = McGill |first9 = Del |last9 = Stewart |first10 = Jeff |last10 = Suggett |first11 = Tim |last11= Neuman |first12 = Nick |last12 = Antonucci |first13= Kelly |last13 = Hardy |first14 = Ken |last14 = Courage |name-list-style = amp |publisher = Federal Highway Administration |chapter-url = http://www.fhwa.dot.gov/publications/research/safety/04091/10.cfm#c1031 |title = Signalized Intersections: Informational Guide |chapter = Chapter 10.3.1 |id = FHWA-HRT-04-091 |year = 2004 }} ([http://www.fhwa.dot.gov/publications/research/safety/04091/04091.pdf PDF])</ref>
+A '''split intersection''' is a rarely built at-grade variant of the [[diamond interchange]].<ref>{{cite magazine |first1 =Joe G. |last1 = Bared |first2 = Evangelos I. |last2 = Kaiser |name-list-style = amp |url = https://highways.dot.gov/public-roads/mayjune-2000/advantages-split-intersection |title = Advantages of The Split Intersection |magazine = Public Roads |publisher = [[Federal Highway Administration]] |volume = 63 |issue = 6 |date = June 2000 }}</ref> Compared to a conventional four-leg intersection or road crossing, the arterial road is split into separate [[carriageway]]s by {{convert|200|to|300|ft|m}}, allowing a queue of left turning vehicles behind a completed turn into the crossroad without any conflict to oncoming traffic. On the crossroad, the four leg intersection is being replaced by two intersections. The beginning [[one-way traffic]] at the fourth leg makes the intersections reduce the number of conflicts similar to a three leg T-intersection to improve [[traffic flow]].<ref>{{cite magazine |first1 = Joe |last1 = Bared |first2 = Evangelos |last2 = Kaiser |name-list-style = amp |year = 2000 |url = http://trrjournalonline.trb.org/doi/10.3141/1737-05 |title = Benefits of Split Intersections |magazine = Journal of the Transportation Research Board |publisher = [[Transportation Research Board]] |volume= 1797 |pages= 34–41 |doi = 10.3141/1737-05 }}</ref><ref>{{cite book |first1 = Lee A. |last1 = Rodegerdts |first2 = Brandon |last2 = Nevers |first3 = Bruce |last3 = Robinson |first4 = John |last4 = Ringert |first5 = Peter |last5 = Koonce |first6 = Justin |last6 = Bansen |first7 = Tina |last7 = Nguyen |first8 = John |last8 = McGill |first9 = Del |last9 = Stewart |first10 = Jeff |last10 = Suggett |first11 = Tim |last11= Neuman |first12 = Nick |last12 = Antonucci |first13= Kelly |last13 = Hardy |first14 = Ken |last14 = Courage |name-list-style = amp |publisher = Federal Highway Administration |chapter-url = https://www.fhwa.dot.gov/publications/research/safety/04091/10.cfm#c1031 |title = Signalized Intersections: Informational Guide |chapter = Chapter 10.3.1 |id = FHWA-HRT-04-091 |year = 2004 }} ([https://www.fhwa.dot.gov/publications/research/safety/04091/04091.pdf PDF])</ref>
 ==Existing examples==