^ Lonardo E, Parish CL, Ponticelli S, Marasco D, Ribeiro D, Ruvo M, De Falco S, Arenas E, Minchiotti G (Aug 2010). "A small synthetic cripto blocking Peptide improves neural induction, dopaminergic differentiation, and functional integration of mouse embryonic stem cells in a rat model of Parkinson's disease". Stem Cells. 28 (8): 1326–37. doi:10.1002/stem.458. PMID 20641036. 

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Two major advantages of cloverleaves are that they require only one bridge (between the main perpendicular routes) which makes such junctions inexpensive as long as land is plentiful, and that they often do not require any traffic signals to operate. However, weaving is a major shortcoming of cloverleaves, as the four total offramps and onramps are present (the onramp from one leaf overlaps with the offramp for the next leaf), and merge on the main routes. Consequently, the capacity of this design is comparatively low. Cloverleaves also use a considerable area of land, and are more often found along older highways, in rural areas and within cities with low population densities. A variant design separates all turning traffic into a parallel carriageway to minimize the problem of weaving. Collector and distributor roads are similar, but are usually separated from the main carriageway by a divider, such as a guard rail or Jersey barrier.
Two major advantages of cloverleaves are that they require only one bridge (between the main perpendicular routes) which makes such junctions inexpensive as long as land is plentiful, and that they often do not require any traffic signals to operate. However, weaving is a major shortcoming of cloverleaves, as the four total offramps and onramps are present (the onramp from one leaf overlaps with the offramp for the next leaf), and merge on the main routes. Consequently, the capacity of this design is comparatively low. Cloverleaves also use a considerable area of land, and are more often found along older highways, in rural areas and within cities with low population densities. A variant design separates all turning traffic into a parallel carriageway to minimize the problem of weaving. Collector and distributor roads are similar, but are usually separated from the main carriageway by a divider, such as a guard rail or Jersey barrier.

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Two major advantages of cloverleaves are that they require only one bridge (between the main perpendicular routes) which makes such junctions inexpensive as long as land is plentiful, and that they often do not require any traffic signals to operate. However, weaving is a major shortcoming of cloverleaves, as the four total offramps and onramps are present (the onramp from one leaf overlaps with the offramp for the next leaf), and merge on the main routes. Consequently, the capacity of this design is comparatively low. Cloverleaves also use a considerable area of land, and are more often found along older highways, in rural areas and within cities with low population densities. A variant design separates all turning traffic into a parallel carriageway to minimize the problem of weaving. Collector and distributor roads are similar, but are usually separated from the main carriageway by a divider, such as a guard rail or Jersey barrier.

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A half-trumpet interchange is essentially a trumpet interchange with either its loop ramp or the outer connecting ramp (but not both), and only one of its directional ramps, instead of two, designed to meet the continuous highway in one direction, usually on a 90-degree or semi-perpendicular angle. Should the need arise it can easily be upgraded into a full trumpet interchange, making it a three-way interchange. Two examples exist in Michigan: Between Main Street and M-14 in Ann Arbor, and between Edward N. Hines Drive and Ford Road (M-153).

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^ Lonardo E, Parish CL, Ponticelli S, Marasco D, Ribeiro D, Ruvo M, De Falco S, Arenas E, Minchiotti G (Aug 2010). "A small synthetic cripto blocking Peptide improves neural induction, dopaminergic differentiation, and functional integration of mouse embryonic stem cells in a rat model of Parkinson's disease". Stem Cells. 28 (8): 1326–37. doi:10.1002/stem.458. PMID 20641036.
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The only known example of this design exists at the junction of US 35 and State Route 32 near Jackson, Ohio, United States (at 39.045219°N 82.612767°W). Both highways are expressways in each direction. Each highway has ramps that exit to the other highway, with right-turning traffic merging onto the second highway, but left-turning traffic coming to an at-grade intersection. Both highways end up having at-grade intersections, albeit with a grade separation of the main highway corridors.

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There is a rarely used, unnamed type of interchange using a grade-separated design, similar to the at-grade design known as a "synchronized split-phasing intersection".[7] It is somewhat like the diverging windmill except that left turn exits use left directional ramps, which, as with the diverging windmill, merge on the left. One such interchange formerly existed between Interstate 95 and I-695 north of Baltimore, which has since been replaced by a four-level stack. There are few of these "synchronized split-phasing" interchanges, including one in Birmingham, Alabama between I-65 and I-20/I-59, locally called Malfunction Junction (33.521505°N 86.826564°W). Another is located in Riyadh, Saudi Arabia between the Eastern Ring Road and the Southern Ring Road (24.630868°N 46.803215°E). A variation of this type exists in Grand Rapids, Michigan between Interstate 196 and US 131, where only the opposing carriageways of US 131 cross over each other, while the carriageways for I-196 do not cross over, but pass through the interchange on different levels. Another variation of this type exists in Charlotte, North Carolina between I-77 and I-85, where only the opposing carriageways of I-77 cross over each other; there are loop ramps from I-77 northbound to I-85 southbound and also from I-77 southbound to I-85 northbound.

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