Intersections and junctions on highways and city streets at different levels. The most unusual road junctions (5 photos) Types of traffic lights

For the first time, Leonardo da Vinci spoke about crossing roads at different levels back in the 16th century, but over the past half century no new species and types were introduced. There are some enthusiasts, such as Semenov from St. Petersburg, Petruk from Kiev, Butelauskas from Lithuania, Lee Jang Hee from Korea, who are looking for optimal solutions for transport hubs. Your obedient servant also got involved in this work, considering himself one of the followers of da Vinci in the field of invention and realizing the miscalculations of designers who draw on traditional clovers ...

The main goal of my project was to develop an interchange that would solve the problem of overcoming traffic jams on highways: to make it easy and convenient to pass intersections that, due to accidents, pull over a third of the whole. Moreover, interchanges are more technologically advanced and cheaper when erected relative to those currently under construction.

I set myself three difficult-to-combine tasks:

• riding on all four or more sides;
• driving without intersecting and intertwining flows;
• change of any direction of movement without suspension and a significant reduction in speed.

As a result of long and painstaking work, he received a patent for an invention No. 2468138, valid until 07/25/2031. The result was the world's only system of interchanges of a modular type of any configuration and with a variety of options. Namely - the turbine-ring traffic interchange. This is not just a beautiful phrase. Its implementation will change the definition of the interchange itself. In the new edition, if you add a couple of words, it should sound like this: "Traffic interchange - a complex of road structures (bridges, tunnels, roads) designed to minimize and completely eliminate traffic intersections and, as a result, to increase road capacity."

Disadvantages of a turbine roundabout

1. Average design complexity.
2. Sharp elevation changes and long slopes (they are leveledin new construction, when there is a roundabout on the first or second levels).
3. Unsuitable for central city intersections.

How much does it cost?

Now about the most important thing for the customer - about the cost. In Moscow interchanges are cheaper than 5 billion rubles. do not build, there are even two for 17 billion. My proposals to the ministries of transport of the Chelyabinsk region, Crimea, Sevastopol, Belarus aroused some interest, but 1.5 billion rubles. it was too much investment for them.

The specifics of the road construction business is the absence of competition, since funds are allocated from the budgets of the state or its subjects to monopolists with “sustainable long-term ties” (this is how I carefully disguised kickbacks). Without competition, new ideas are not born, the demand for them is not formed. After all, funding organizations do not have the concept of novelty, and it is always unprofitable for performers to change something.

On the way to the intended goal, even before patenting, I felt that the project could easily be modified for various traffic situations. And instead of one concept, he created as many as nine! To get acquainted with the invention, he applied to various authorities and organizations. Namely: to the Ministry of Transport of the Russian Federation, the Government of Moscow and St. Petersburg. He proposed, for example, to make the Moscow Ring Road non-stop, to organize traffic without traffic lights on Nevsky Prospekt, without violating the historical appearance of the city with its abundance of aquatic environment. But no one cares about that.

In 2013, the Moscow Department of Transport conducted an analysis of the efficiency of the turbine-ring interchange in comparison with the proposals of the NIiPI General Plan of Moscow. As a result, according to their conclusions, my proposals turned out to be more effective, in particular, in terms of the payback period - two years against six. What did you give up? In price. Construction costs are calculated at 2.772 billion rubles. against their slightly less than two billion.So got rejected.In response, he suggested that the head of the department, Maxim Liksutov, build my interchange for 2 billion rubles, and if not enough, then dadd from your pockets. As a result, Moscow built its interchange... for 7 billion!And a primary school student understands that a four-level articulation of roads with two tunnels that impede traffic during construction cannot be cheaper than a three-level one.

I value my product at 1.5 billion rubles. with a construction period of one year. Let these be debatable numbers. Refusal to build pedestrian elevated or underground passages with public transport stops at a short distance from the object, as well as turning overpasses or tunnels, will save about half a billion rubles. Pedestrians cannot walk along the "clover", but turbine-ring ones allow this. Plus a transfer hub and the ability to turn around directly on the flyover, and not in front of it.

If someone has doubts about the numbers, how can one explain that in Kiev a junction was built near the Patona bridge, three-quarters similar to mine? You will not believe it, but it was built in just six months and for less than 800 million rubles! It's just that it was European money and everything was built for the 2012 European Football Championship.

Last fall, I had the opportunity to hold a presentation at Avtodor. They liked it. They offered to obtain conclusions from authoritative design organizations. Some got off with ridiculous absentee replies, MADI completely evaded cooperation.

As a result, there seems to be a lot of interchanges being built, but the traffic situation is only getting worse. The main problem of traffic jams is not the ever-increasing number of vehicles on the roads, as they try to assure us, but the problem of standing traffic. I have been doing them for over two decades. In addition to the presented nine variations of one idea, five more later appeared, completely different from those presented.

P.S.: The specific name of the interchange can be given by the name of the city where it will appear first. Ready for adequate communication in the comments.

According to SP 34.13330.2012, intersections and junctions at different levels (traffic interchanges) should be taken in the following cases:

• - on roads of IA and 1B categories - with motor roads of all categories;
• - IB category - with roads, the estimated traffic intensity on which exceeds 1000 vehicles / day;
• – IB category with six or more lanes – with motor roads of all categories;
• - II and III categories - between themselves with a total estimated traffic intensity of more than 12,000 vehicles / day.

Intersections and junctions of roads in the plan are located on straight sections or on curves with radii of at least 2000 m on roads of categories IA, 1B, No. and II and with radii of at least 800 m on roads of categories III and IV.

Crossings and junctions on roads of category IA outside settlements are provided no more than 10 km, on roads of categories 1B and II - 5 km, and on roads of category III - 2 km, taking into account specific conditions (building, drawing the existing road network, etc. .d.).

Interchanges on highways at different levels are classified according to the outline in the plan and methods of organizing traffic on them.

By outline in plan transport interchanges can be divided into the following groups:

• - clover-shaped;
• - ring;
• - cruciform;
• – complex intersections with semi-straight and direct left-turn ramps;
• - junctions.

By way to organize a left turn(Figure 5.19):

• - indirect;
• - on the ring;
• - semi-straight;
• - straight.

In the practice of domestic design, clover-shaped intersections of highways with indirect left turns are most common (Fig. 5.20).

In this case, there are decouplings of the type:

• - a full clover leaf, providing a complete decoupling of traffic in all directions (Fig. 5.20, but);
• - a compressed clover leaf, arranged in cramped conditions of urban development (Fig. 5.20, b).

Rice. 5.19.

but- indirect; b- on the ring; in- semi-straight; G- straight.

Rice. 5.20.

but– with eight single-track exits; b– with four double-track ramps

When crossing by the type of clover leaf, an overpass is arranged in the center. Intersecting roads are interconnected by ramps - single-track or double-track (see Fig. 5.20).

In the first case, the number of exits is eight. At the same time, four congresses serve for turns to the right and four - to the left. The ramps used for turning left are reminiscent of clover leaves, hence the name of the road junction.

In the second case, the number of exits is four, and each exit serves to turn both right and left.

Cloverleaf with eight single-track exits should be preferred over four double-track exits, as there is oncoming traffic at each double-track exit, which reduces traffic safety at the interchange.

When crossing a road of category I with roads of lower categories (III–V), as well as on roads of categories II–IV, intersections of the type of incomplete clover leaf are used, allowing intersections of left-turn traffic flows in secondary directions at the same level (Fig. 5.21).

Rice. 5.21.

but– incomplete cloverleaf with four single-track ramps; 6 – with two double-track exits located in neighboring quarters; in- the same in cross-lying quarters; G– incomplete cloverleaf on the river bank

The following varieties of incomplete cloverleaf are possible:

• - with four single-track exits (Fig. 5.21, but);
• - two double-track exits located in neighboring quarters (Fig. 5.21, b);
• - two double-track exits located in crosswise lying quarters (Fig. 5.21, c);
• - in conditions of dense development in order to save the area allocated for the interchange, when the interchange is located parallel to the river, road or railway (Fig. 5.21, G).

All cloverleaf exits merge into the carriageways of intersecting roads on the right side, which is in full accordance with the main principle of highway design, according to which branches and junctions of roads on highways should be arranged on the right side (in the direction of travel).

The advantages of complete clover intersections include ensuring the decoupling of traffic flows in all directions without crossing flows with two intersecting highways.

The construction cost of cloverleaf interchanges is low because they have one overpass. However, clover-shaped road intersections also have disadvantages that limit their scope:

• - large area occupied by the interchange;
• - cars make turns to the left at low speeds (no more than 50 km/h) with significant overruns (up to 0.5-0.9 km), while the time of passing the junction increases;
• - due to the significant length of the ramps, the volumes and costs of earthworks and pavement are relatively high;
• - the need for additional measures to ensure the safe movement of pedestrians.

It should be noted that cars leaving one of the intersecting roads along the left-turn exit No. 1 cannot be freely and unhindered included in the traffic flow on the other road, as they meet with cars heading to the adjacent left-turn exit No. 2 (Fig. 5.22) . As the intensity of traffic on the loop of the left-turn exit No. 1 increases, the number of cars on the inter-loop section of 1mp increases. As a result, the speed of movement on it does not exceed 50–60 km/h.

Rice. 5.22.:

1 – road; 2 – left turn exit No. 1; 3 – left-turn exit No. 2;

V 1 - speed on the main road; Vix - speed at the entrance to exit No. 2

There are four bottlenecks on the cloverleaf, called necks. Their presence leads to a decrease in the capacity of left-turn exits and an increase in traffic accidents. As a result, the use of a cloverleaf turns out to be appropriate only in those cases where the intensity of the left-turn traffic is relatively small.

On highways, in the presence of one or more powerful left-turning traffic flows, when the construction of a conventional loop (indirect) exit causes unjustified losses associated with overrunning of cars, the reduction or elimination of overruns is achieved by constructing semi-direct or direct left-turning exits.

When using semi-direct left-turn exits (Fig. 5.23, but And 6) the car travels a much shorter distance than in non-straight turns and makes a turn first to the right and then to the left.

At the junction (Fig. 5.23, but) traffic flow on a semi-straight left-turn ramp sun occurs partly outside the junction at a higher speed than at loop ramps, since the radius of the curve is much larger. The disadvantage of this type of exit is the presence of two short reverse circular curves of small radius.

On fig. 5.23, b left-hand traffic sun carried out within the intersection. This option is preferable to the previous one, since there are no short reverse curves of small radii at the exit.

Left-turn movement (Fig. 5.23, in) done directly to the left. The turn is carried out in the shortest direction at high speed, as in right turns. However, in order to make a direct left turn, the intersecting roads must fork into two parts, which leads to the need for direct flows along curves.

Rice. 5.23.

a - with one semi-direct left-turn exit Sun. b– with one direct left-turn exit Sun. in– with two straight left-turn ramps sun And SW

Semi-direct and direct left-turn exits are found on more than 50% of traffic interchanges and allow you to increase the speed at these exits up to 80 km/h.

Achieved by the use of semi-direct and direct left-turn ramps, the reduction in overruns of transport leads to a significant increase in the construction cost of the traffic interchange due to the need to build two overpasses for each left-turn direction.

Ring intersections of highways are characterized by the greatest ease of traffic organization, however, they require the construction of two to seven overpasses, as well as a large area of ​​land acquisition.

A distribution ring with five overpasses (Fig. 5.24) is possible at the intersections of roads of categories I and II with high traffic intensity and a significant proportion of cars turning left.

!!!

Rice. 5.24.

Ring with two overpasses (Fig. 5.25, a and b) it is used when crossing high category roads (I–II) with low category roads (III–V), while direct flows on a secondary road move along the ring. In cramped conditions, they arrange the "elongated ring" option (Fig. 5.25, b).

Rice. 5.25.

but- usual; b - stretched out in cramped conditions

On an improved type of distribution ring, left-turn traffic is directed to the ring not along right-turn exits, but along special left-turn exits located inside the ring (Fig. 5.26, but).

Rice. 5.26.

but- improved; b– turbine

The transition of left-turn traffic from the ring to the main road occurs at right-turn exits. The disadvantage of this type of intersection is the presence of short reverse curves of a small radius on left-turn exits.

In the turbine type of intersection (Fig. 5.26, b) left-turn flows are also directed along special spiral exits - similar to how water flows through a turbine, hence the name of the traffic intersection. At this interchange, four left-turn flows have their own exit with two additional oblique overpasses, which merges into the corresponding right-turn exits. At the roundabout, left-turn flows do not mix with right-turn flows, as at a distribution ring-type interchange. However, the mixing of flows is observed in the sections of right-turning exits. Turbine type crossing has seven overpasses.

Enhanced and turbine junction types have a higher construction cost compared to conventional distribution ring type.

If there is one or two powerful left-turning streams at the intersection of highways at different levels, then it is advisable for these streams to create better conditions compared to the rest, i.e. arrange semi-direct and direct left-turn exits for them (Fig. 5.27).

On fig. 5.27, but the scheme of the interchange is shown according to the type of an extended distribution ring with one semi-straight left-hand turn exit located outside the ring. There are seven overpasses at the junction, and two of them are oblique (for making a left turn).

A pear-shaped junction, obtained by a combination of elements of a cloverleaf and a turbine type of intersection, is shown in fig. 5.27, b. Driving conditions on left turns in directions sun And D.B. much better than on directional turns AD And With A. The interchange has only four overpasses, one of which is oblique.

On fig. 5.27, in shows a road junction with two indirect (along loops) left turns in the directions AD And SA and two straight lines - in directions sun And B.D. The disadvantage of this decoupling is that the flows in straight directions branch out and move along curvilinear trajectories. The intersection has five overpasses, four of which are oblique.

Rice. five. 27.

but– extended distribution ring with one semi-straight left-hand turn exit; b– pear-shaped type of intersection with two straight left-turn ramps; in– extended cloverleaf with two straight left turns

With powerful four left-turn flows, schemes with direct left-turn exits are used: diamond-shaped intersections and the type of a curvilinear quadrangle (Fig. 5.28).

At the diamond-shaped intersection (Fig. 5.28, but) each flow turning left and right has its own exit, so there is no mixing of left-turn and right-turn flows within the interchange. All left-turn exits are straight - the turn is made directly to the left, the speeds at all exits are high, there are no overruns. The interchange is simple in configuration and easy for drivers to navigate. Disadvantage: a large number of overpasses - 9, of which 8 are oblique.

On the diagram according to the type of curvilinear quadrilateral (Fig. 5.28, 6) overpasses are arranged for each crossed direction on the main roads and on left-turn exits. In total, the intersection has 16 overpasses, of which 12 are oblique. This intersection has the largest number of overpasses of all possible intersections in two levels. The decoupling, like the previous one, is simple in configuration. It has straight left-turn ramps that never cross right-turn directions.

Rice. 5.28.

but- rhomboid type; b- by the type of curvilinear quadrilateral

A cross-type intersection with five overpasses (Fig. 5.29) is used in cramped conditions, such as urban development, when crossing equivalent highways with powerful traffic flows. In addition to the minimum area of ​​occupied land, this type of intersection is characterized by minimal overruns for left- and right-turn traffic, however, it requires the construction of five overpasses (albeit of a smaller width than for a cloverleaf interchange) and excludes the possibility of a U-turn within the transport hub.

Road junctions at different levels are divided into complete, providing traffic interchange in all directions, and incomplete, having zones of intersection of traffic flows in one level or interweaving zones.

In the practice of domestic road design, junctions at different levels according to the type of pipe are most widely used (Fig. 5.30).

Rice. 5.29.

Rice. 5.30.

but – from the location of the left turn exit to the right of the overpass; 6 - to the left of the overpass

This type of abutment is based on the use of cloverleaf elements. Each turning stream has its own exit, but since the left-turning streams have a common subgrade with right-turning streams for a long distance, the exit on this section is double-tracked with traffic in opposite directions.

Left-hand traffic conditions at this interchange differ between left-hand traffic from the main road and traffic from an adjoining road.

Depending on the size of left-turn traffic on the main road and the adjacent road, left-turn exits can be located on the right (Fig. 5.30, but) or to the left of the overpass (Fig. 5.30, b).

If the intensity of left-turn traffic from the main road to the adjoining one is greater than that of left-turn traffic going to the main road, then the scheme shown in Fig. 5.30 am but.

The junction of the type of pipe provides a decoupling of traffic in all directions with the alienation of a relatively small area of ​​​​land and low construction cost.

The leaf-like type of junction (Fig. 5.31) is half a clover leaf. At this junction, as well as at the junction by pipe type, each turning flow has its own exit. This type of junction provides greater traffic safety than a junction of the pipe type, since there is no oncoming traffic along the entire length of the left-turn exits. Compared to a pipe-type junction, this interchange occupies a larger area.

At the junction, like a half of an incomplete clover leaf (Fig. 5.32), each turning stream has its own exit, all streams merge into the carriageways on the right side. Left-turn flows move by turning first to the left, then to the right. Disadvantage: there is one point of intersection of flows in one direction.

Rice. 5.32.

but– at a junction angle of 90° (T-shaped junction); b

The ring type of abutment is obtained based on the use of elements of the distribution ring (Fig. 5.33). All exits merge into the ring and the carriageway of the main road on the right side, the ring adjoins the right turn exit on the left side. On the ring, left-handed flows mix with each other. The traffic intersection has

Rice. 5.31.

but– at a contact angle of 90" (T-shaped abutment); b- with an acute contact angle (X-shaped contact)

simple shape and is easy to guide drivers. The junction has two overpasses.

Rice. 5.33.

but– at a junction angle of 90” (T-shaped junction); b- with an acute contact angle (X-shaped contact)

Adjacencies with a parallel arrangement of right- and left-turn exits are designed according to the type of T-shaped junction or X-shaped curvilinear triangle (Fig. 5.34). These junctions are similar to the diamond type of intersection (see Figure 5.28). Left-handed streams turn directly to the left. At the junction there is no mixing of left and right turning flows. With regard to the convenience and safety of traffic, these interchanges are the best of all possible. Transport interchanges have three oblique overpasses.

Rice. 5.34.

but- according to the type of T-shaped triangle; b- according to the type of X-shaped curvilinear triangle

• Gokhman V.A. Crossings and junctions of highways. M.: Higher school. 1989.

What you see in front of you in the cover photo is nothing more than a new highway intersection concept that aims to eliminate the need for a left turn, thereby reducing the risk of serious accidents at times. We agree that at first glance, all this heap of lanes looks like complete chaos, but experts say that the future lies behind such safe interchanges.

The concept is actually not new. For the first time, this type of interchange was proposed by an engineering student many years ago, in 2000 this type of interchange appeared on the pages of Gilbert Chlewicki's thesis, although, according to some sources, similar ones were previously built in France, albeit in small quantities.

Since then, interchanges of similar design have begun to appear experimentally on US roads. The experiment was expanded and at the moment there are more than 100 such interchanges in several states.

The largest of these is in Florida, where last year road workers completed a diverging diamond interchange (these huge intersections are so called due to the peculiar form of connection of internal roads) on University Boulevard on the Manatee and Sarasota County line, which at its widest point is up to 12 lanes movement. (A map of "diamond interchanges" around the world can be found here.)

What is the essence and meaning of such a denouement? The concept is pretty simple: fewer stopping points for drivers, more capacity, less congestion, and the complete elimination of left turns that cross oncoming traffic. Here's the official video from the Florida Department of Transportation showing how it all works:

As you can see from the video, crossing two opposite directions of traffic under the bridge removes the need for a left turn against traffic.

True, those of the drivers who have already experienced all the delights of the new generation of automobile urbanization said that in order to understand where to go and how it all works, it is necessary to drive through a difficult intersection several times. It is very rare that someone is able to pass the test the first time and leave in the right direction.

The researchers, however, said that the so-called "diverging diamond decouplings" reduce fatal crashes by more than 60 percent and normal crashes by about 33 percent. They can also be designed with bicycle and pedestrian paths placed on them. This is demonstrated on the video.

How are things at the biggest interchange in Florida? Pretty good, according to a post on the website of America's Transportation Awards, an organization partially sponsored by the AAA and the US Chamber of Commerce.

Since its discovery, motorists using the service have experienced a 40 percent reduction in travel delays, up to 50 percent reduction in car accidents by reducing the number of so-called conflict points, and increased mobility.

What will the new outcomes give and will they appear not only in the USA, but in other countries of the world, for example, in Russia? Mainly, in our opinion, "diamond junctions" show a very important trend of modern major highways. Turning left sooner or later must completely leave them, including in the form of an arrow at a traffic light.

Yesterday I showed you one photo of this interchange, and then all the same I became interested in more detailed information. When it was built, what a name! It's interesting! I share with you, I hope it will be interesting.

The Judge Harry Pregerson Interchange is a stackable interchange near the Athens and Watts neighborhoods in Los Angeles, California. It is located at the intersection of the following highways:

• I-105 (Glenn M. Anderson Freeway) - El Segundo, LA Airport, Norwalk
• I-110 (Harbor Highway) - San Pedro, Los Angeles

Although the interchange is open to traffic in all directions (unlike the Hollywood Split, East Los Angeles Interchange), it also consists of passenger roads, the Metro Green Line, and the Harbor Transit Road. All this forms a tall, impressive structure, which is the denouement of the name of Judge Harry Pregerson.

It was opened in 1993. The interchange was named after Judge Harry Pregerson. He served as a longtime federal judge and presided over a lawsuit involving the construction of I-105.

This interchange is considered one of the most difficult in the world. It allows you to make a turn in all possible directions on any of the routes. The main thing is not to miss this very turn you need :)

Vehicles entering a motorway junction from different directions can leave it in all possible directions (full junction). However, the movement of passenger transport is limited on highways. Motorists entering the interchange from east or west via I-105 passenger transit may enter I-110 passenger transit. Motorists entering from the south on the I-110 passenger highway do not have direct access on I-105 and can simply drive further north. Passenger drivers who wish to access a particular highway that does not have a direct link to it must exit the passenger lane at the designated entry/exit point before the interchange and transfer to the main link as is normally done on all passenger lanes in southern California.

The interchange also houses the Harbor Freeway Metro Station, which is both the Los Angeles Metro Green Line and the Harbor Transit Bus Lane that runs down the middle lanes of I-105 and I-110.

An article in the Los Angeles Times called the interchange (later dubbed the Expressway of the Century) "the biggest, tallest, most expensive traffic structure ever built by the California Department of Transportation." ". The reporters also noted that "for the first time, the state's transportation engineers combined three transportation models - narrow gauge trains, passenger transport, and cars - into one giant intersection."

Shortly after opening, the fork attracted the attention of many directors. So in 1994 there was a film "Speed" (Speed). In one of the most famous scenes in the movie, the bus had to fly over an unfinished section of the building on an unfinished raised ramp that was still being completed. The fifth level of the overpass (from I-110 southbound to I-105 westbound) that the bus was jumping over had already been completed, so CGI was used in the editing of this scene.

Here is the moment of filming

In 1996, the US Federal Highway Administration awarded Federal Highway 105/110 an "engineering marvel" award for superior road design. By doing so, the government acknowledged that the project has been excellently implemented: the number of traffic jams has decreased, traffic has become safer, and the air is cleaner.

Here are a few more links:

interchange upgrades on I-95 and I-695 near Washington

Here is the process...

Clickable

Automotive denouement, Shanghai, China

The Illinois Department of Transportation (IDOT) hosted a second meeting with the Circle Interchange Project Working Group (PWG)

For me, as a pedestrian, it all looks like this:

I like this way :-)

One of the best highways in Arizona. goes through downtown Phoenix. It is made below ground level, as if in a pit, and due to this there is no noise, dirt, and it does not divide the city into two parts. this is not a federal road - a state highway, but the quality and performance are at the highest level.

Traffic jams are the curse of any modern metropolis. In order to save time for city dwellers and distribute traffic flows, design engineers sometimes resort to amazing solutions, which we will discuss in our material.

Judge Harry Pregerson Name Interchange, Los Angeles

One of the most intricate road structures in the world, combining passenger transport routes, the Harbor Transit Road and the Los Angeles Metro Green Line railroad track, was opened in 1993. Located at the junction of I-105 from El Segundo to Norwalk and I-110 from San Pedro to Los Angeles, this tangle of roads bears the name of federal judge Harry Pregerson for a reason. Like a famous lawyer who managed to sort out the wilds of a legal dispute over the construction of I-105, an automobile interchange skillfully resolves endless streams of cars. In just one day, this labyrinth, which allows you to turn in any direction on all sections of the path, crosses more than 500,000 cars. There is only one problem - it is worth missing one, the very right turn, and the miracle of engineering will turn into an endless Möbius strip for you.

Cycle roundabout, Eindhoven

State support for cyclists, deployed in the Netherlands, has led to amazing results: in recent years, most of the country's population prefers to use eco-friendly and economical two-wheeled transport in everyday life. For the convenience of those who preferred to give up cars, special infrastructure began to be created - for example, the unique The Honvering road junction in Eindhoven. Suspended above a busy traffic junction, this circular steel bridge allows traffic to be bypassed. The amazing design is held on the central 70-meter pillar with metal cables, and for reliability, it is also reinforced with concrete columns. The creators of The Hovering say that the future lies precisely in such technologies that nullify traffic accidents and decorate landscapes with unusual futuristic designs.

Gravelly Hill Interchange, Birmingham

The construction of a tangled, like a ball of thread, road junction in Birmingham took four years. Many technological and engineering hurdles stood in the way of designers who had to combine two rail lines and 18 road routes into one network, from the A38 state highway leading from Cornwall to Northampshire, to narrow unnamed country roads, and throw it all over three canals and two rivers. To ensure better traffic and good stability, the builders had to re-lay almost 22 kilometers of road surface and install 59 columns, placing the highway at five different heights. With the light hand of a local newspaper reporter, the result of hard work, which appeared to the world in May 1972, received the playful nickname "Spaghetti Decoupling". Painfully, this frightening design resembles "a mixture of a plate of pasta and an unsuccessful attempt to tie a Staffordshire knot."

Traffic interchange on Taganskaya Square, Moscow

Even those who know the "rules of the game" and have been moving along the Taganka lanes for a long time often get lost on the Garden Ring. What can we say about those who for the first time found themselves at the intersection of the busiest roads in Moscow, spread out in the heart of the Central District of the capital. Where the Bolshoi Krasnokholmsky Bridge connects with Zemlyanoy Val Street, chaos always reigns. Several highways leading from the Lower and Upper Radishevsky, Goncharnaya, Marxistskaya, Vorontsovskaya, Taganskaya, Narodnaya streets and numbering six or more lanes are teeming with endless rows of cars. The incessant noise of passing traffic is cut through by sharp signals, and traffic jams at peak hours do not see any end or edge. A colorful picture of one of the most terrible road junctions in the world is completed by two Moscow metro stations, a bus stop and the almost complete absence of signs.

Interchange at Place Charles de Gaulle, Paris

The brilliant French urban planners who gave Paris the Place des Stars certainly did not have the gift of foresight. Over the past centuries, the “patch” near the famous Arc de Triomphe, lively even by the standards of the 19th century, has turned into a real hell for motorists. Despite the fact that 12 straight and wide avenues diverge from the central city parade ground like the rays of a star, and several metro lines, RER, bus routes and highways converge, there are no traffic lights or priority signs. No wonder that even Parisian taxi drivers, passing through the district a hundred times a day, sigh sadly when they receive an order for Charles de Gaulle Square. Neither intuition, nor a good knowledge of the rules of the road, nor many years of driving experience can save you from the horror that is happening here at rush hour: at the junction, which is ranked among the most difficult roads in the world, several accidents occur per hour.