A similar concept involves a partial cloverleaf interchange ("parclo") type A4, since that type of junction involves turning traffic off the freeway turning left onto the arterial, though the arterial itself exits with loop ramps eliminating left-hand turns onto the freeway, as well as to not invoke at-grade crossings for left turns onto the freeway.

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In the field of road transport, an interchange is a road junction that uses grade separation, and typically one or more ramps, to permit traffic on at least one highway to pass through the junction without interruption from other crossing traffic streams. It differs from a standard intersection, where roads cross at grade. Interchanges are almost always used when at least one road is a controlled-access highway (freeway or motorway) or a limited-access divided highway (expressway), though they are sometimes used at junctions between surface streets.

A similar concept involves a partial cloverleaf interchange ("parclo") type A4, since that type of junction involves turning traffic off the freeway turning left onto the arterial, though the arterial itself exits with loop ramps eliminating left-hand turns onto the freeway, as well as to not invoke at-grade crossings for left turns onto the freeway.

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The parclo is a safer modification of the cloverleaf design. Depending on the number of ramps used, they take up a moderate to large amount of land and are typically inexpensive to build. Parclos with more ramps have a greater capacity and efficiency than parclos with fewer ramps. Parclos are sometimes called a folded diamonds when only four ramps, in two quadrants, are used. If the loop ramps are constructed opposite or mirrored along the highway, weaving is avoided. Cloverleaf interchanges that involve a non-highway can be changed to parclos without too much reconstruction. Although the interchange's capacity is reduced, weaving is eliminated, increasing the safety and efficiency of the interchange.

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A half-clover interchange is essentially half a cloverleaf interchange, constructed to connect in just three directions instead of four. These are rarely used due to the traffic weaving that they cause and the large amount of land that they consume, but they can be built in areas where the connecting ramp along the loop of a trumpet interchange is not feasible due to building developments or physical limitations. Half-clovers are designed to be readily upgraded to full cloverleaves if the terminating highway is ever extended past the through highway. Numerous half-clovers exist along I-90/I-94 in the Chicago, Illinois area.
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A freeway junction or highway interchange (US) or motorway junction (UK) is a type of road junction linking one controlled-access highway (freeway or motorway) to another, to other roads, or to a rest area or motorway service area. In the UK, most (but not all) junctions are numbered sequentially. In the US, interchanges are either numbered by mileage (in most states) or by interchange number.

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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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^ Park KS, Raffeld M, Moon YW, Xi L, Bianco C, Pham T, Lee LC, Mitsudomi T, Yatabe Y, Okamoto I, Subramaniam D, Mok T, Rosell R, Luo J, Salomon DS, Wang Y, Giaccone G (Jul 2014). "CRIPTO1 expression in EGFR-mutant NSCLC elicits intrinsic EGFR-inhibitor resistance". The Journal of Clinical Investigation. 124 (7): 3003–15. doi:10.1172/JCI73048. PMC 4071378. PMID 24911146. 

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Occasionally a third ramp can be routed around the loop instead of one of the non-looping ramps. A vehicle will therefore diverge from the continuous highway, cross it, turn 270 degrees left and cross the continuous highway again (or vice versa if the ramp is for traffic turning off the continuous highway). An example of this is where the Kingsway Tunnel terminates on the A59 in Liverpool, England – because of the steep gradient of the tunnel approach there was insufficient space for a simple left-turning ramp.

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Like a directional T interchange, a semi-directional T interchange uses flyover (overpass) or underpass ramps in all directions at 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 being three-level interchanges they do require more land and are costlier than trumpet interchanges. Semi-directional T interchanges are built as two or three-level stacks. Three-level stacks may use an overpass and underpass at a single point. Two-level stacks have a longer bridge or two shorter bridges on the same roadway.

A variation of the windmill, called 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.

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A freeway junction or highway interchange (US) or motorway junction (UK) is a type of road junction linking one controlled-access highway (freeway or motorway) to another, to other roads, or to a rest area or motorway service area. In the UK, most (but not all) junctions are numbered sequentially. In the US, interchanges are either numbered by mileage (in most states) or by interchange number.

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Directional T interchanges use flyover/underpass ramps for both connecting and mainline segments, and they require a moderate amount of land and moderate costs since only two levels or roadway are typically used. They get their name due to 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.
Like a directional T interchange, a semi-directional T interchange uses flyover (overpass) or underpass ramps in all directions at 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 being three-level interchanges they do require more land and are costlier than trumpet interchanges. Semi-directional T interchanges are built as two or three-level stacks. Three-level stacks may use an overpass and underpass at a single point. Two-level stacks have a longer bridge or two shorter bridges on the same roadway.

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A T-bone interchange is essentially a compacted directional T interchange with sharper turns and a lower capacity, built when there is insufficient land or funds to build a directional T. Its two flyover/flyunder ramps contract together after passing over the through highway, but then they split into two segments, resembling the bone in a T-bone steak.

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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 offramp. Assuming right-handed driving, in order to cross over incoming traffic and go left, vehicles first exit onto an off-ramp from 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 onramp merges both streams of incoming traffic into the left-bound highway. As there is only one offramp and one onramp (in that respective order), stacks do not suffer from 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.

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Occasionally a third ramp can be routed around the loop instead of one of the non-looping ramps. A vehicle will therefore diverge from the continuous highway, cross it, turn 270 degrees left and cross the continuous highway again (or vice versa if the ramp is for traffic turning off the continuous highway). An example of this is where the Kingsway Tunnel terminates on the A59 in Liverpool, England – because of the steep gradient of the tunnel approach there was insufficient space for a simple left-turning ramp. 

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The parclo is a safer modification of the cloverleaf design. Depending on the number of ramps used, they take up a moderate to large amount of land and are typically inexpensive to build. Parclos with more ramps have a greater capacity and efficiency than parclos with fewer ramps. Parclos are sometimes called a folded diamonds when only four ramps, in two quadrants, are used. If the loop ramps are constructed opposite or mirrored along the highway, weaving is avoided. Cloverleaf interchanges that involve a non-highway can be changed to parclos without too much reconstruction. Although the interchange's capacity is reduced, weaving is eliminated, increasing the safety and efficiency of the interchange.

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In the field of road transport, an interchange is a road junction that uses grade separation, and typically one or more ramps, to permit traffic on at least one highway to pass through the junction without interruption from other crossing traffic streams. It differs from a standard intersection, where roads cross at grade. Interchanges are almost always used when at least one road is a controlled-access highway (freeway or motorway) or a limited-access divided highway (expressway), though they are sometimes used at junctions between surface streets.

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