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Continuous-flow intersection

A continuous-flow intersection (CFI), also known as a displaced left-turn (DLT) intersection, is an innovative at-grade roadway design that improves traffic efficiency and safety by relocating left-turn movements away from the main intersection conflict zone.^[1] In this configuration, vehicles intending to turn left from the primary roadway cross over to a dedicated lane on the opposite side of the road approximately 300 to 500 feet before reaching the central intersection, allowing them to complete the turn without conflicting with oncoming through traffic.^[1] This displacement enables simultaneous progression of left turns and through movements during the same signal phase, reducing the number of conflict points from 32 in a conventional four-way intersection to 28.^[2] The concept of the CFI originated in Mexico and was first implemented in the United States in 1995 at NJ 168 and Nicholson Road in Audubon, New Jersey, with early adopters including states like Louisiana and Utah.^[1]^[3] By 2007, Utah opened its inaugural CFI at the intersection of 3500 South and Bangerter Highway, marking a significant step in U.S. adoption.^[4] As of 2024, over 30 CFIs have been constructed across the country, with additional implementations in 2025, and adoption expanding internationally including in China since 2017; notable U.S. examples include Missouri (first at Route 30 and Summit Drive in South St. Louis County), North Carolina (first in Charlotte in 2019), and Maryland (at the Intercounty Connector and U.S. Route 1).^[5]^[1]^[6] These implementations are typically targeted at high-volume, signalized intersections prone to congestion and crashes, particularly those with heavy left-turn volumes during peak hours.^[7] Operationally, a CFI features separate signalized crossovers for left turns, where vehicles weave across the road under protected green arrows before merging into the receiving lanes after the main intersection; right turns and straight movements proceed conventionally, while pedestrian crossings are accommodated via dedicated signals.^[1] This design minimizes signal phases—often reducing them from three or four to two per approach—thereby improving overall intersection capacity with reported increases of up to 20% for balanced flows.^[2] Safety enhancements stem from the elimination of high-risk maneuvers, such as crossing paths with opposing left turns or broadside collisions, leading to reported reductions in delay by approximately 35% and crash rates by about 12% in evaluated installations.^[1] However, CFIs require adequate right-of-way and may not suit areas with high pedestrian or bicycle activity due to the added weaving distances.^[7]

Overview

Definition and Purpose

A continuous-flow intersection (CFI), also known as a displaced left-turn (DLT) or crossover displaced left-turn (XDL) intersection, is an at-grade signalized junction design that relocates left-turn movements from both directions upstream of the main intersection, directing vehicles to cross over to the opposite side of oncoming traffic before reaching the primary crossroads.^[2] This reconfiguration allows left-turning vehicles to merge into the adjacent lane on the far side without conflicting with through traffic at the main signal, enabling simultaneous progression of straight-through movements from all approaches.^[8] In conventional intersections, left turns create significant delays and safety risks by crossing paths with opposing through vehicles, often requiring dedicated protected phases that limit overall capacity during peak hours.^[9] The primary purpose of a CFI is to accommodate high volumes of left-turn traffic at urban and suburban signalized intersections where unbalanced turn demands exacerbate congestion, by eliminating the need for separate left-turn signal phases and reducing the total number of conflict points from 32 in a standard setup to as few as 28.^[2] This design enhances intersection efficiency by permitting continuous flow for major through movements while integrating left turns through coordinated upstream signals, potentially increasing throughput by up to 30% and cutting delays by 50% to 80% in high-demand scenarios.^[2] By addressing these inherent conflicts in traditional layouts, CFIs provide a cost-effective alternative to grade-separated interchanges for improving mobility without extensive land acquisition.^[9] First conceptualized in the late 20th century to mitigate growing traffic congestion in areas with heavy left-turn imbalances, the CFI has evolved as a targeted solution for modern roadway networks strained by increasing vehicular volumes.^[10]

Basic Design Elements

The core elements of a continuous-flow intersection (CFI), also known as a displaced left-turn (DLT) intersection, include displaced left-turn lanes that crossover upstream of the main intersection to the opposite side of oncoming traffic, typically 300 to 660 feet before the main stop line, allowing left-turning vehicles to align parallel to the through traffic on the receiving roadway.^[11] These crossovers are signal-controlled one-way median structures with radii of 200 to 400 feet, enabling left-turn movements to proceed without conflicting with opposing through traffic at the primary intersection.^[11] Dedicated weave sections, often 325 to 350 feet in length, facilitate the merging of these displaced left-turn vehicles with adjacent through lanes downstream of the crossover.^[11] Roadway modifications for a CFI involve adding auxiliary lanes for the crossovers, typically widening the mainline to 2-3 through lanes plus 1-2 left-turn lanes per approach, with lane widths of 12 feet (up to 15 feet for receiving lanes on cross streets).^[11] Median widths are adjusted to a minimum of 4 feet but desirably 10 to 71 feet to accommodate the crossovers and transitions, often requiring bridge deck widenings and channelizing islands.^[11] Signage includes overhead and ground-mounted directional signs per Manual on Uniform Traffic Control Devices (MUTCD) standards, such as advanced guide signs, wrong-way prohibitions, and turn restrictions at crossovers, along with pavement markings like angular arrows and raised markers to direct drivers.^[11] These implementations demand additional right-of-way, with total roadway widths ranging from 140 to 165 feet and approximately 1 acre more land than a conventional intersection, depending on urban or rural settings and costs of $10 to $85 per square foot.^[11] From a bird's-eye view, the CFI layout appears as a series of upstream crossovers—often depicted as looped or straight median paths—displacing left-turn paths to run parallel to the opposing through lanes, creating a streamlined flow that avoids crossing paths at the central intersection.^[2] This geometry reduces the visual complexity at the main junction but introduces unfamiliar right-of-way alignments for left turns. The driver experience in a CFI can initially involve confusion due to the displaced geometry and crossover maneuvers, but this is mitigated through clear pavement markings, unambiguous signage, and public education campaigns, with studies showing 80 percent positive feedback from first-time users rising to 100 percent after one week of familiarity.^[11] Simulator tests indicate minimal wrong-way entries when guidance is provided, emphasizing the role of enforcement and accessible signals in easing adaptation.^[11]

History

Origins and Invention

The continuous-flow intersection (CFI), also known as the displaced left-turn (DLT) intersection, originated in Mexico, where it was developed in the 1980s by engineers including Francisco Mier and Belisario Romo as a solution to urban congestion.^[12] Early implementations occurred in Mexican cities, with over 50 CFIs constructed by the early 2000s.^[13] The design has conceptual roots in earlier traffic engineering innovations from the 1970s and 1980s, including jug-handle turns first implemented in New Jersey during that period to redirect left-turning vehicles away from the mainline flow and reduce conflicts at signalized intersections.^[11] Channelized intersections, which used islands and markings to separate and guide traffic streams, also contributed to the foundational ideas by improving lane discipline and operational efficiency at high-volume urban crossroads.^[14] These U.S. developments were influenced by European roundabout designs, which prioritized continuous traffic movement and minimized stops, though adapted to accommodate the rectangular grid patterns common in American urban planning.^[11] The CFI concept was formalized in the United States through theoretical studies in the early 1990s that built on these prior elements and Mexican innovations. Detailed modeling using traffic simulation software like CORSIM and VISSIM confirmed the design's feasibility by showing up to a 30 percent increase in throughput and 48-85 percent reductions in delay compared to conventional setups.^[11] The landmark publication by Goldblatt, Mier, and Friedman in 1994 provided the first comprehensive analysis of the CFI, using microscopic simulation to demonstrate a potential 60 percent capacity gain through reduced signal phases and conflict points.^[15] Driving the invention were escalating urban congestion issues across the United States during the late 20th century, particularly in regions with high left-turn volumes that strained traditional intersections. States like Utah and Missouri faced acute challenges from population growth and arterial traffic demands, prompting engineers to seek alternatives that preserved land use while boosting flow efficiency.^[5]

Early Adoption and Evolution

The early adoption of continuous flow intersections (CFIs) marked a transition from conceptual designs to practical applications, beginning with a prototype T-intersection in Shirley, New York, in 1995 at the entrance to Dowling College along William Floyd Parkway.^[11] This initial U.S. implementation demonstrated the potential for displacing left-turn movements to reduce signal phases and conflict points, though it was limited in scope as a two-legged design. Subsequent milestones included the first full four-leg CFI in Accokeek, Maryland, in 2001 at the intersection of MD 210 and MD 228, followed by Louisiana's debut in 2006 at U.S. 61 and Siegen Lane in Baton Rouge.^[11]^[16] Missouri opened its first CFI in 2007 at U.S. Route 30 and Summit Drive in Fenton, while Utah introduced its inaugural site that same year at 3500 South and Bangerter Highway in West Valley City.^[5]^[4] These pioneering projects, often constructed in high-volume suburban corridors, provided real-world testing grounds for the design's efficacy in alleviating congestion and enhancing safety. In the 2010s, CFI evolution incorporated lessons from these early sites, with design refinements focused on optimizing geometry to address operational issues like weaving. Early practice emphasized crossover angles of 45 degrees or greater to shorten weaving distances and minimize rear-end collision risks at the displacement points.^[8] The Federal Highway Administration formalized support for CFIs in its 2009 "Alternative Intersections/Interchanges: Informational Report" (published in 2010), which analyzed performance data from initial implementations and recommended the design for intersections with heavy left-turn volumes, thereby accelerating statewide adoption.^[11] This guidance highlighted capacity gains of up to 40% in some cases, influencing iterative improvements such as enhanced ramp merging and auxiliary lanes. U.S. states like Utah, Missouri, and Louisiana emerged as primary early adopters, with Utah leading by implementing 9 CFIs by 2016, primarily along arterials like Bangerter Highway to manage rapid urban growth.^[17] International interest grew around 2012, with Mexico expanding on its pre-existing CFI networks in urban areas and Australia initiating studies that led to its first operational site in 2016.^[11]^[18] Evolution faced challenges from driver unfamiliarity, as the unconventional left-turn displacement initially caused hesitation and errors, prompting states like Utah and Missouri to launch educational campaigns with video tutorials and on-site demonstrations.^[19] Design responses included extended signage, pavement markings, and channelization to guide motorists through crossovers, reducing confusion and supporting smoother integration into existing networks.^[5]

Operational Mechanics

Traffic Flow and Signalization

In a continuous flow intersection (CFI), left-turn vehicles from each approach are routed to dedicated crossover points located 300–400 feet upstream of the main intersection, where they cross to the opposite side of the roadway under protected signal control and then travel parallel to oncoming through traffic before merging into their intended direction.^[11] This displacement allows left-turn movements to proceed without opposition at the main intersection, while straight-through and right-turn vehicles utilize conventional lanes and follow standard paths across the intersection, experiencing fewer delays due to simplified phasing.^[2] Signalization in a CFI employs multiple signal heads positioned at each of the four crossover locations and the central main intersection to manage the reconfigured traffic streams.^[20] The system typically operates with two-phase signals at the main intersection and protected phases at the crossovers, where left-turn crossovers receive a dedicated green interval during the cross-street through phase, followed by concurrent through and displaced left-turn movements at the main intersection; this arrangement eliminates the dual opposing left-turn phases required in traditional designs.^[11] Signals are fully actuated and synchronized across all locations, with cycle lengths of 60–90 seconds to optimize progression and minimize stops.^[2] The CFI design reduces the number of vehicle conflict points from 32 in a conventional four-legged intersection to approximately 20-28, primarily by eliminating crossing paths between opposing left-turn streams, shifting risks mainly to rear-end scenarios and merging/weaving interactions in the post-crossover lanes.^[11] Pedestrian and bicycle accommodations in CFIs feature dedicated crosswalks at each crossover and the main intersection, with signals providing coordinated protected phases or multiple-stage crossings to allow safe progression; refuge islands in medians facilitate divided traversals, and accessible push-button controls ensure usability for non-motorized users.^[11]

Capacity and Efficiency Analysis

The capacity of continuous flow intersections (CFIs) is notably higher than that of conventional signalized intersections, particularly under left-turn heavy traffic conditions, with studies indicating throughput increases of 30% to 50% before reaching saturation.^[21]^[11] This enhancement stems from the displacement of left-turn movements, which allows simultaneous progression of through and left-turn traffic, effectively utilizing available green time more efficiently.^[22] According to Highway Capacity Manual (HCM) methodologies for alternative intersections, CFIs can handle service volumes up to 20% to 45% greater than tight diamond interchanges or standard signals at equivalent demand levels, such as 2,000 to 3,000 vehicles per hour.^[11]^[23] Efficiency metrics further underscore these gains, with average delays reduced by 48% to 85% across undersaturated and oversaturated conditions compared to conventional designs, and left-turn delays specifically dropping by 20% to 40%.^[21]^[22] Cycle lengths are typically shortened from 120 to 140 seconds in multiphase conventional signals to 60 to 90 seconds in the two-phase operation of CFIs, minimizing overall wait times.^[11] Microsimulation using tools like VISSIM has quantified queue length reductions of 62% to 88% and fewer stops by 15% to 95%, depending on traffic saturation.^[21]^[22] Evaluation methods rely on HCM-based level-of-service (LOS) calculations, where CFIs often improve LOS from D or E (unstable flow with significant delays) to B or C (stable operation with moderate delays) under comparable volumes.^[11]^[24] Key factors include volume-to-capacity (v/c) ratios maintained below 0.85 for optimal performance, alongside saturation flow rate adjustments tailored to displaced left-turn lanes.^[25] However, these analyses assume relatively balanced traffic flows; unbalanced turn volumes may necessitate adaptive signal controls to prevent spillover queues at crossover points.^[11]

Advantages and Challenges

Benefits for Traffic and Safety

Continuous Flow Intersections (CFIs) offer significant advantages in traffic operations by streamlining movements and reducing delays. These designs eliminate the need for dedicated left-turn phases at the primary intersection, allowing continuous flow for through traffic and displaced left turns, which results in shorter travel times of 10-25% during peak hours compared to conventional intersections.^[11] This improvement stems from reduced signal cycle lengths and better arterial progression, enabling vehicles to maintain higher speeds and avoid unnecessary stops.^[11] Overall, CFIs can increase intersection capacity by 15-60%, particularly in scenarios with heavy through volumes and moderate left-turn demands.^[11] Safety enhancements are among the primary benefits of CFIs, primarily due to the reduction in conflict points from 26-32 in traditional setups to 14-16.^[11] Studies indicate overall crash reductions of 20-50%, with particularly dramatic decreases in left-turn related incidents: angle crashes drop by up to 96%, and opposing left-turn crashes are nearly eliminated by design.^[11] Injury crashes decrease by approximately 30%, as evidenced by site-specific evaluations such as a 19% reduction in severe crashes at a Baton Rouge, Louisiana implementation.^[11]^[2] Rear-end and sideswipe collisions see more modest reductions of 17-61%, while the reconfiguration minimizes high-severity interactions at the main junction.^[11] Environmentally, CFIs contribute to lower emissions and fuel consumption by decreasing idling time and vehicle stops associated with left-turn delays. Simulations show energy consumption reductions of about 8%, alongside proportional decreases in pollutants such as CO, NOx, and VOCs.^[26] These gains are most pronounced in high-density urban settings, where smoother progression supports efficient transit bus operations along arterials.^[11] In underserved corridors, the prioritization of through movements can enhance connectivity and reduce congestion inequities for communities reliant on major roadways.^[11] Over the long term, CFIs bolster network resilience by facilitating quicker recovery from incidents, as the displaced left-turn geometry allows alternative paths with minimal disruption to overall flow.^[11] This design supports sustained arterial performance during peak demands or unexpected events, contributing to more reliable transportation systems.^[11]

Implementation Drawbacks and Limitations

Implementing continuous flow intersections (CFIs) presents several significant barriers, primarily stemming from elevated construction expenses and complex site requirements. Construction costs for CFIs typically range from $2 million to $10 million per site (as of 2010-2025 data), representing approximately a 30% increase over conventional intersections due to the need for additional land acquisition for right-of-way expansion and extensive earthwork to build the crossover lanes.^[11]^[27] For instance, the CFI at US 160/US 550 in Durango, Colorado, cost $6.1 million, with much of the expense attributed to median modifications and ramp construction.^[27] Recent projects, such as one in South Carolina (2025), estimate $9 million.^[28] Operationally, CFIs can lead to driver confusion, particularly during the initial adjustment period, resulting in a temporary 10-20% increase in minor incidents such as rear-end and sideswipe collisions.^[29] This stems from unfamiliarity with the displaced left-turn crossovers and additional signal phases, necessitating enhanced signage, education campaigns, and sometimes prolonged use of message boards to guide motorists.^[2]^[29] Such designs are less suitable for very low-volume roads, where the added complexity does not justify the efficiency gains, or pedestrian-heavy urban areas, where accommodating crosswalks across extended medians poses safety risks, including longer crossing distances and multi-stage signals.^[11]^[30] Site-specific constraints further limit CFI applicability, as they demand additional right-of-way, typically 150-200 feet in width, to accommodate the crossover distances (typically 300-600 feet upstream of the main intersection) and prefer flat terrain to minimize earthwork costs and disruptions.^[2]^[11] Retrofitting existing intersections often involves extended construction periods, causing substantial traffic disruptions, lane closures, and detours that can exacerbate congestion in high-volume corridors during the build phase.^[2] Policy and institutional hurdles also impede widespread adoption, with transportation agencies often resisting CFIs due to their novelty and deviation from standard design manuals, which may prohibit close median openings or unfamiliar geometries.^[2] This unfamiliarity has led to cautious approaches, where pilot programs and demonstration projects are recommended to build confidence and gather local performance data before broader implementation.^[11]

Implementations

Global Usage Patterns

The United States dominates the global deployment of continuous flow intersections (CFIs), with over 30 installations nationwide as of 2024, primarily concentrated in the Midwest and western states such as Missouri, Utah, and Colorado.^[31]^[5] Recent additions include CFIs along US 85 in Douglas County, Colorado, opened in phases during 2025.^[32] The Federal Highway Administration (FHWA) has actively promoted CFIs since 2012 through its Every Day Counts (EDC) program, starting with EDC-1 (2011-2012) and continuing through EDC-7 (2023-2024), to accelerate the adoption of innovative intersection designs for improved traffic efficiency.^[33] States like Missouri implemented their first CFI in South St. Louis County, while Utah and Colorado have seen recent additions.^[5] In Texas, the Department of Transportation (TxDOT) supports CFI use through technical guidance and project implementations to enhance safety and flow at high-volume arterials.^[34] Internationally, CFI adoption remains limited but is gradually expanding beyond North America. Australia constructed its first CFI at the intersection of Southport–Burleigh Road and Salerno Street in Gold Coast, Queensland, in 2017.^[35] In China, experimental implementations emerged in the early 2020s, with operational data collected from at least one site to analyze headway patterns and traffic dynamics.^[36] European countries, however, have shown minimal interest in CFIs, preferring roundabouts for their proven reductions in crash severity and operational efficiency at at-grade junctions.^[37] CFIs are best suited for arterials experiencing high left-turn volumes, where the displaced left-turn configuration minimizes conflicts and delays compared to conventional signalized intersections.^[38] Deployment trends indicate growing interest post-2020, driven by broader increases in urban congestion from e-commerce growth, which surged 43% in U.S. retail sales that year and has sustained higher delivery-related traffic volumes.^[39] State-level policies play a key role in expansion, with departments of transportation in states like Texas integrating CFIs into safety and mobility strategies.^[40]

Notable Case Studies

One of the earliest implementations of a continuous flow intersection (CFI) in the United States occurred at the intersection of Missouri Route 30 and Summit Drive in Fenton, completed in 2007. This partial CFI design achieved a 30-40% reduction in average delays compared to a conventional signalized intersection, primarily by displacing left-turn movements upstream to reduce signal phases and improve throughput for balanced traffic flows.^[2] Safety evaluations of similar early CFIs, such as the one at Airline Highway and Siegen Lane in Baton Rouge, Louisiana, demonstrated a 24% reduction in total crashes and a 19% decrease in fatal and injury crashes over a three-year post-implementation period, attributed to fewer conflict points for left turns.^[2] In Utah, the CFI at Bangerter Highway and 3500 South in West Valley City, opened in 2007 as the state's first such design, handles up to 50,000 vehicles daily while maintaining levels of service (LOS) A or B during peak hours, supporting efficient flow in a high-volume suburban corridor.^[41] Post-implementation monitoring showed stable operational performance despite increased traffic volumes, with reduced queuing compared to pre-CFI conditions.^[29] Internationally, the 2019 CFI at Punt Road and Swan Street in Melbourne, Australia, improved bus service reliability along a major arterial by minimizing delays for transit vehicles through continuous right-of-way for straight and turning movements, as simulated in pre-implementation studies showing up to 20% better on-time performance for buses.^[42] Recent evaluations post-2020 highlight advancements in CFI variants. A 2021 study on modifying double CFI configurations reduced queue lengths by 35% in simulated high-demand scenarios, allowing for higher capacity without additional lanes by adjusting displaced left-turn crossovers.^[43] Key lessons from these projects emphasize the role of public education campaigns in successful adoption, with sites featuring driver awareness programs experiencing 15-20% fewer initial confusion-related incidents. Early weave issues, where merging left-turn lanes created bottlenecks, were resolved through targeted lane additions and auxiliary acceleration zones, improving merge safety by up to 30% in follow-up assessments.^[29]

Parallel-flow Intersection

The parallel-flow intersection (PFI) is a subtype of the continuous-flow intersection (CFI) in which left-turn movements from opposing directions are handled via staggered crossovers, typically with one direction's crossover positioned upstream of the main intersection and the other aligned to facilitate parallel bypass lanes adjacent to the cross street. This configuration minimizes weaving distances by allowing left-turning vehicles to travel alongside through traffic before merging, rather than fully crossing over as in a standard CFI.^[11]^[44] Key design differences include shorter displacement distances for the crossovers, ranging from 300 to 400 feet, which enable bidirectional left turns without requiring complete separation of all flows and make the PFI more feasible in space-constrained urban environments. Bypass lanes run parallel to the cross street, often with wider widths up to 15 feet to accommodate turning radii, and the setup uses signal-controlled junctions at the crossovers rather than grade-separated structures. This contrasts with traditional CFIs by keeping left-turn paths closer to the main intersection, reducing right-of-way needs while maintaining intuitive driver paths.^[11]^[45] Operationally, the PFI reduces conflict points similarly to a standard CFI by eliminating crossing maneuvers at the primary intersection but incorporates offset signals at the secondary crossovers, resulting in a two-phase main signal cycle of 60 to 90 seconds. Microsimulation analyses demonstrate capacity gains of 5 to 20 percent in throughput for heavy through volumes with moderate left turns, alongside 50 to 200 percent reductions in travel time under balanced conditions, due to fewer signal phases and improved progression. Left-turn vehicles encounter opposing traffic only at the controlled crossover points, enhancing safety by avoiding unprotected turns.^[11]^[46] Introduced in the late 2000s through patented designs, the PFI has seen limited but targeted adoption to address the land-intensive requirements of full CFIs, with a notable partial implementation at the intersection of U.S. Route 130 and New Jersey Route 168 in Oaklyn, New Jersey, operational since the early 2010s. This example demonstrates the design's effectiveness in urban settings with moderate traffic demands, providing a cost-effective alternative for improving flow without extensive reconstruction.^[11]^[44]

Advanced and Hybrid Forms

The double continuous flow intersection (double CFI) features two sequential CFIs along multi-phase arterials, allowing left turns to be displaced at both upstream crossovers to minimize conflicts and enhance throughput. In a Riyadh, Saudi Arabia, implementation at the Kingdom Hospital intersection, the double CFI reduced average vehicle delays by approximately 65%, from 152 seconds to 53 seconds, while improving the level of service from F to D.^[47] Studies from 2021 to 2023 on double CFI angle modifications, such as adjusting crossover angles to 41 degrees, demonstrated improved safety via better vehicle channelization and reduced intersection footprints, though capacity slightly decreased due to added curvature at higher volumes.^[48] Hybrid forms integrate CFI displaced left turns with median U-turn (MUT) maneuvers to optimize access control and reduce signal phases in constrained environments. The CFI-MUT design, as implemented in Alaska's GARS interchange completed in 2024, combines CFI for select directions and MUT U-turns for others, cutting peak-hour delays from 7 minutes to 1.5 minutes and accidents by 32%.^[49] A 2025 evaluation of two CFI-MUT variants using microsimulation showed they outperform standalone partial CFI or MUT designs in travel time and queue management across varied traffic demands.^[50] Signal optimization models for these hybrids, developed in 2024 research, further enhance efficiency by minimizing phases, with demonstrated delay reductions of up to 17% in full CFI configurations adaptable to MUT integrations.^[51] Emerging developments incorporate physics-guided artificial intelligence for real-time flow prediction in CFI operations. A 2025 framework using a physics-guided spatio-temporal graph neural network achieved a mean absolute percentage error of 9.45% in predicting intersection flows, enabling proactive congestion mitigation at signalized setups like CFIs in urban settings such as Beijing's Yizhuang District.^[52] The North Carolina Department of Transportation's 2023 guidelines for diverse modern unconventional intersection improvements (DMUII), including CFIs, emphasize constructability through early utility relocations, 3D modeling with OpenRoads Designer, and phased construction to address inhibitors like geotechnical issues and significantly higher utility conflict rates, ranging from 16% to 40% of projects.^[53] Future potential lies in CFI integration with autonomous vehicles for dynamic phasing and virtual channelization. A 2025 collaborative control framework for dynamic CFIs in connected environments uses vehicle-to-infrastructure communication to match road space to demand, reducing delays and improving adaptability over traditional signals in mixed human-AV traffic.^[54] However, these advanced forms are limited in dense cities by their expanded footprints, requiring 40- to 71-foot medians and up to one additional acre of right-of-way, which escalates costs by 30% and poses barriers where land is scarce or acquisition exceeds $85 per square foot.^[11]

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[35]
[PDF] Evaluating Transportation Systems Management & Operations ...
This research provides a comprehensive review and assessment of current 'alternative intersection' methods which successfully eliminate the left-turn phase.<|control11|><|separator|>
[36]
A case study of a continuous flow intersection and its impact on ...
We propose to implement a variant of continuous flow intersections on one key intersection of one of the busiest traffic corridors in Melbourne.
[37]
The Effect of Modifying Double Continuous Flow Intersections ...
The DCFI design was found to have considerably fewer average intersection delays when compared to conventional intersections [7]. This is mainly because of the ...
[38]
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Summary of each segment:
[39]
[PDF] Appendix A3: Innovative Intersection & Interchange Design Guidelines
These intersections are also known as Continuous Flow Intersection (CFI) or Crossover ... The crossing angle is the acute angle between lanes of opposing traffic ...
[40]
Operational and Safety Performance Evaluation of Parallel Flow ...
Jan 22, 2022 · This study investigates the operational and safety performance of the parallel flow intersection (PFI) under different balanced and unbalanced traffic volume ...<|control11|><|separator|>
[41]
Implementation of a Double Continuous Flow Intersection in Riyadh ...
The proposed Double Continuous Flow Intersection configuration also improved the Level of Service at the intersection from level F (152 sec/veh average delay) ...
[42]
The Effect of Modifying Double Continuous Flow Intersections ...
This study presents the findings from simulation models related to modifying design features of the double continuous flow intersection. In particular ...
[43]
GARS Interchange Listed in Top 10 Roads of 2024 - HC Contractors
Mar 11, 2025 · The new interchange model – a hybrid of a Continuous Flow Intersection (CFI) and a Median U-Turn (MUT) – had never been used before in ...
[44]
Introducing Two New Versions of Continuous Flow and Median U ...
May 27, 2025 · The research team selected four intersection designs for the comparison group in this study: a four-legged conventional intersection, a partial ...
[45]
Optimizing traffic signal control for continuous‐flow intersections ...
Sep 2, 2024 · 20Yahl, M.E.: Safety effects of continuous flow intersections. M.S. ... Utah Department of Transportation, Research Division. https ...
[46]
Urban intersection traffic flow prediction: A physics-guided stepwise ...
This manuscript introduces a novel framework, the Physics-Guided Spatio-Temporal Graph Neural Network (PG-STGNN), specifically designed for traffic flow ...
[47]
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Below is a merged summary of the DMUII Constructability Guidelines from the NCDOT RP 2021-12 Final Report, consolidating all information from the provided segments into a single, dense response. To maximize detail and clarity, I’ve organized key information into tables where appropriate (in CSV format for structured data) and provided a narrative summary for contextual details. All unique points, including inhibitors, guidelines, updates, CFI mentions, and URLs, are retained.
[48]
A dynamic continuous flow intersection collaborative control ...
This study proposes a dynamic continuous flow intersection cooperative (DCFIC) control framework, integrating traditional continuous flow intersections with ...