The dataset contains locations and attributes of intersections created as part of the Master Address Repository (MAR) for the Office of the Chief Technology Officer (OCTO) and participating DC government agencies. The intersection points - MAR is primarily derived from DC Department of Transportation's (DDOT) intersection table in their Street Spatial Database (SSD). Regular at-grade intersections (TYPE = 'REGULAR') as well as overpasses (TYPE = 'OVERPASS'), underpasses (TYPE = 'UNDERPASS') and ramps (TYPE = 'RAMP') are included. The overpasses, underpasses, and ramps are based on street centerlines from DDOT. More information on the MAR can be found at https://opendata.dc.gov/pages/addressing-in-dc. The data dictionary is available: https://opendata.dc.gov/documents/2a4b3d59aade43188b6d18e3811f4fd3/explore. In the MAR 2, the IntersectionPt is called INTERSECTIONS_PT and is primarily based off of street data from DC Department of Transportation's Roads & Highways database. It also features additional useful information such as created date, last edited date, begin date, and more.

Roads and Highways manages intersections, however they are not singular points; RH creates a series of points - one for each intersecting road at that intersection. For DDOT, it is more useful to have a single intersection point representing the intersection. Through a custom DDOT script,the series of intersection points is reduced into a single representative point.For more information please visit DDOT's wiki page.

Intersection Approach Segments are short segments of the route that approach an intersection, in other words, a short section of the road leading up to an intersection.Roads and Highways manages intersections, however they are not singular points; RH creates a series of points - one for each intersecting road at that intersection. For DDOT, it is more useful to have a single intersection point representing the intersection. Through a custom DDOT script,the series of intersection points is reduced into a single representative point.For more information please visit DDOT's wiki page.

Point geometry with attributes displaying street intersections of all public and private named roads in East Baton Rouge Parish, Louisiana.

This intersection points feature class represents current intersections in the City of Los Angeles. Few intersection points, named pseudo nodes, are used to split the street centerline at a point that is not a true intersection at the ground level. The Mapping and Land Records Division of the Bureau of Engineering, Department of Public Works provides the most current geographic information of the public right of way. The right of way information is available on NavigateLA, a website hosted by the Bureau of Engineering, Department of Public Works.Intersection layer was created in geographical information systems (GIS) software to display intersection points. Intersection points are placed where street line features join or cross each other and where freeway off- and on-ramp line features join street line features. The intersection points layer is a feature class in the LACityCenterlineData.gdb Geodatabase dataset. The layer consists of spatial data as a point feature class and attribute data for the features. The intersection points relates to the intersection attribute table, which contains data describing the limits of the street segment, by the CL_NODE_ID field. The layer shows the location of the intersection points on map products and web mapping applications, and the Department of Transportation, LADOT, uses the intersection points in their GIS system. The intersection attributes are used in the Intersection search function on BOE's web mapping application NavigateLA. The intersection spatial data and related attribute data are maintained in the Intersection layer using Street Centerline Editing application. The City of Los Angeles Municipal code states, all public right-of-ways (roads, alleys, etc) are streets, thus all of them have intersections. List of Fields:Y: This field captures the georeferenced location along the vertical plane of the point in the data layer that is projected in Stateplane Coordinate System NAD83. For example, Y = in the record of a point, while the X = .CL_NODE_ID: This field value is entered as new point features are added to the edit layer, during Street Centerline application editing process. The values are assigned automatically and consecutively by the ArcGIS software first to the street centerline spatial data layer, then the intersections point spatial data layer, and then the intersections point attribute data during the creation of new intersection points. Each intersection identification number is a unique value. The value relates to the street centerline layer attributes, to the INT_ID_FROM and INT_ID_TO fields. One or more street centerline features intersect the intersection point feature. For example, if a street centerline segment ends at a cul-de-sac, then the point feature intersects only one street centerline segment.X: This field captures the georeferenced location along the horizontal plane of the point in the data layer that is projected in Stateplane Coordinate System NAD83. For example, X = in the record of a point, while the Y = .ASSETID: User-defined feature autonumber.USER_ID: The name of the user carrying out the edits.SHAPE: Feature geometry.LST_MODF_DT: Last modification date of the polygon feature.LAT: This field captures the Latitude in deciaml degrees units of the point in the data layer that is projected in Geographic Coordinate System GCS_North_American_1983.OBJECTID: Internal feature number.CRTN_DT: Creation date of the polygon feature.TYPE: This field captures a value for intersection point features that are psuedo nodes or outside of the City. A pseudo node, or point, does not signify a true intersection of two or more different street centerline features. The point is there to split the line feature into two segments. A pseudo node may be needed if for example, the Bureau of Street Services (BSS) has assigned different SECT_ID values for those segments. Values: • S - Feature is a pseudo node and not a true intersection. • null - Feature is an intersection point. • O - Intersection point is outside of the City of LA boundary.LON: This field captures the Longitude in deciaml degrees units of the point in the data layer that is projected in Geographic Coordinate System GCS_North_American_1983.

View metadata for key information about this dataset.This layer was developed to aid the Street Lighting Division in planning, referencing and maintaining the active intersection controls within the City of Philadelphia. Examples include: providing information regarding group replacement projects and any individual edits, using tables from layer for billing, and aiding cityworks.For questions about this dataset, contact dominick.cassise@phila.gov. For technical assistance, email maps@phila.gov.

The top 200 locations where reported collisions occurred at intersections have been identified. The crash cluster analysis methodology for the top intersection clusters uses a fixed meter search distance of 25 meters (82 ft.) to merge crash clusters together. This analysis was based on crashes where a police officer specified one of the following junction types: Four way intersection, T-intersection, Y-intersection, five point or more. Furthermore, the methodology uses the Equivalent Property Damage Only (EPDO) weighting to rank the clusters. EPDO is based any type of injury crash (including fatal, incapacitating, non-incapacitating and possible) having a weighting of 21 compared to a property damage only crash (which has weighting of 1). The clusters were reviewed in descending EPDO order until 200 locations were obtained. The clustering analysis used crashes from the three year period from 2017-2019. The area encompassing the crash cluster may cover a larger area than just the intersection so it is critical to view these spatially.

The Street Intersection Node data represents the point locations where the street centreline segments intersect and at various crossings (ex. railway, river).This dataset will be updated quarterly.

Intersections Crashes - Crashes that occurred at an intersection or are intersection-related.Code value document click HEREThis is a geographical representation of the data available in the CTCDR. Data set represents all MMUCC Crashes from January, 2015 to crashes reported to the DOT and processed within the last 30 - 60 days

A point feature layer with the locations and names of street intersections within Stark County, Ohio. This layer was initially developed so that police, fire, and EMS would be able to identify the closest street intersection for emergency calls. Within the attribute table, you will find the names for the intersecting streets; the primary and secondary streets are the only attributes that are populated. This data is a work in progress and will be updated periodically as new streets are added to our data. It is planned for each street intersection point to be eventually filled out for the whole county.

2018 Intersection Volumes in Average Annual Daily Traffic (AADT)

(Link to Metadata) Intersection points of the VAST trail network with intersection identifiers.

The Statistics Canada street network for 2016 was used to derive street intersection counts within buffers of 100, 250, 300, 500, 750 and 1000 meters of each DMTI Spatial single link postal code for the year 2019. Only street intersections with more than one street segment joining were counted - no dead ends were included. A higher value indicates more intersections and a greater degree of connectivity enabling more direct travel between two points using existing streets. CANUE staff used ArcGIS and the Line and Junction Connectivity Toolbox (see supporting documentation) to create intersection counts and PostGres SQL to produce buffer counts.

Rates of long-term and short-term shoreline change were generated in a GIS using the Digital Shoreline Analysis System (DSAS) version 3.0; An ArcGIS extension for calculating shoreline change: U.S. Geological Survey Open-File Report 2005-1304, Thieler, E.R., Himmelstoss, E.A., Zichichi, J.L., and Miller, T.M. The extension is designed to efficiently lead a user through the major steps of shoreline change analysis. This extension to ArcGIS contains three main components that define a baseline, generate orthogonal transects at a user-defined separation along the coast, and calculate rates of change (linear regression, endpoint rate, average of rates, average of endpoints, jackknife).

The pathway representation consists of segments and intersection elements. A segment is a linear graphic element that represents a continuous physical travel path terminated by path end (dead end) or physical intersection with other travel paths. Segments have one street name, one address range and one set of segment characteristics. A segment may have none or multiple alias street names. Segment types included are Freeways, Highways, Streets, Alleys (named only), Railroads, Walkways, and Bike lanes. SNDSEG_PV is a linear feature class representing the SND Segment Feature, with attributes for Street name, Address Range, Alias Street name and segment Characteristics objects. Part of the Address Range and all of Street name objects are logically shared with the Discrete Address Point-Master Address File layer. Appropriate uses include: Cartography - Used to depict the City's transportation network location and connections, typically on smaller scaled maps or images where a single line representation is appropriate. Used to depict specific classifications of roadway use, also typically at smaller scales. Used to label transportation network feature names typically on larger scaled maps. Used to label address ranges with associated transportation network features typically on larger scaled maps. Geocode reference - Used as a source for derived reference data for address validation and theoretical address location Address Range data repository - This data store is the City's address range repository defining address ranges in association with transportation network features. Polygon boundary reference - Used to define various area boundaries is other feature classes where coincident with the transportation network. Does not contain polygon features. Address based extracts - Used to create flat-file extracts typically indexed by address with reference to business data typically associated with transportation network features. Thematic linear location reference - By providing unique, stable identifiers for each linear feature, thematic data is associated to specific transportation network features via these identifiers. Thematic intersection location reference - By providing unique, stable identifiers for each intersection feature, thematic data is associated to specific transportation network features via these identifiers. Network route tracing - Used as source for derived reference data used to determine point to point travel paths or determine optimal stop allocation along a travel path. Topological connections with segments - Used to provide a specific definition of location for each transportation network feature. Also provides a specific definition of connection between each transportation network feature. (defines where the streets are and the relationship between them ie. 4th Ave is west of 5th Ave and 4th Ave does intersect with Cherry St) Event location reference - Used as source for derived reference data used to locate event and linear referencing.Data source is TRANSPO.SNDSEG_PV. Updated weekly.

Attention new flow URL carto.ain.fr becomes geodata.ain.fr Last modification of the graph Nov 2023: decommissioning of the RD979 from Boulevard Charles de Gaulle to the roundabout of the Alagnier (urban part in the town of bourg) avenue Amédée Mercier Roads are all represented by a single axis even in the case of separate pavements. At junctions / intersections, sections not participating in the main road are cut off at the outer edge of the junction (stop / cede the passage). To ensure the topology of the road graph pseudo roads have been added (categorie_admin=intersection) but do not participate in the linear of the RD. For roundabouts, the calculation of the PR+abs follows the axis of the roundabout in the direction of the route (meaning of the PR) and thus travels part of the roundabout virtually while physically there is a discontinuity (PV_beginning / PV_end). The field 'categorie_admin' allows to know its use. rd / intersection / junction_pn / roundabout. The total length of the network coming together as the sum of the cumulf-cumuld of the rd and giratoire. Field determination rule: axis the wording of the route is in the form of Dxx (e.g. D23) For roads with name extensions (letter after the number of the RD), this extension is added afterwards with a minus (indent of 6) in separator (e.g.: D23-C). For roundabouts an extension 'GIRxxx' is added next with an underscore (tiret of 8) as a separator. ex D72-A_GIR_02_0262. PR of the entry of the roundabout on 2 characters with 0 in prefix to complete 4-character abscissa of the roundabout entry with 0 prefixes to complete Field determination rule: axis_cd01 Axes of the Departmental Routes of Ain (e.g. 01 D0117A). Rules for naming roundabouts (in the process of being entered): E.g.: GIR0117A_09_0611 GIR route type prefix RD number on 4 characters with 0 in prefix to complete Letter from RD with _ if no letter Separator _ PR of the entry of the roundabout on 2 characters with 0 in prefix to complete 4-character abscissa of the roundabout entry with 0 prefixes to complete Intersection management scheme: https://geodata.ain.fr/apps/external/img/GPR_schema_intersection.png" alt="Intersection Management Scheme">

Data includes: intersection volume totals, date of collection and Intersection location name.

Accuracy: All motorized vehicle data provided is based on either an 8 or 12 hour standard count. The collected raw total is then expanded to a 24 hour volume and factored by Ottawa’s Annual Average Daily Traffic (AADT) values providing a factored 24 hour value. The pedestrian and bicycle totals are raw volumes which were observed over either an 8 or 12 hour period. All data points reported were collected using an automatic traffic recorder with an expected 95% +/- 5% accuracy.

The City of Ottawa provides this information in good faith but provides no warranty, nor accepts any liability arising from any incorrect, incomplete or misleading information or its improper use.

Annual Average Daily Traffic (AADT) is the average number of motorized vehicles in 24 hours, and provides an estimation of the motorized vehicle volume on any day of the year.

Update Frequency: Annually – note locations subject to change to reflect ad-hoc nature of intersection volume count program

Attributes: • All Motorized Vehicles AADT (24 hour volume) represents total factored motorized vehicles volume

• % Trucks represents the total percentage of truck volume in the All Motorized Vehicles AADT (24 hour volume) field

• Pedestrians Not Factored represents the raw observed pedestrian volume over either an 8 or 12 hour observation

• Bicycles Not Factored represents the raw observed bicycle volume over either an 8 or 12 hour observation

Contact: Traffic Services

Intersection Treatments include:Bike BoxesBike ChevronsBike CrossingsProtected IntersectionsRoundaboutsTraffic CirclesTwo Stage Bike Turns

Road edges are defined as the edge of the improved surface including the improved shoulder but do not include the unimproved shoulder, only the travel part of the road. The road network is compiled to include all open intersections. Features do not overlap sidewalks, but have the sidewalk area cut out of the road polygons. Overlapping features are acceptable if one of the features is hidden. Road: A generally named thoroughfare, that is usually paved and can be public or private. Unimproved thoroughfares are excluded. Road polygons are formed by a combination of road edge, curb, sidewalk, street intersection closure line, and map sheet edge. Paved Median Island: Perimeter of non-traffic paved areas that separate traffic lanes in opposing directions. Unpaved Median Island: Perimeter of non-traffic grassy, unpaved areas that separate traffic lanes in opposing directions. Paved Traffic Island: Perimeter of non-traffic concrete areas in the middle of streets designed to segregate traffic flow. This does not include linear barriers, e.g., Jersey barriers, walls or guardrails, or point barriers, such as impact attenuators. Features do not overlap sidewalks. Unpaved Traffic Island: Perimeter of non-traffic unpaved, grassy areas in the middle of streets designed to segregate traffic flow. This does not include linear barriers, e.g., Jersey barriers, walls or guardrails, or point barriers, such as impact attenuators. Features do not overlap sidewalks. Alley: Perimeter of alleys first plotted photogrammetrically from other indicators such as building footprints, fence lines, curb lines, walls, paved or unpaved drives, and map sheet edge. Alley polygons are closed along the lines where they intersect with road polygons. Paved Drive: A paved driveway for a building or entranceway for a parking lot. Driveways are neither streets nor alleys, but provide access to public facilities, such as a drive to a monument, museum, hotel, large estate, sports field or golf course, grounds of the U.S. Capitol, etc. If a driveway is less than 200 feet and leads to a parking lot, the entire paved area is captured as Parking Lot. Driveways are photogrammetrically compiled as polygons and not compiled from individual vectors on different levels. Parking Lot: Generally paved surfaces used for cars to park on. Paved drives usually form entrances to these features, if the drive is more than 200 feet. If the driveway is less than 200 feet leading into the parking lot, the entire paved area is captured as Parking Lot. Parking lots sharing a common boundary with linear features must have the common segment captured once, but coded as both polygon and line. Small parking areas, where individuals park their cars in the middle of a block off a public alley, are not captured as parking lots. These are either public space (e.g., alleys) or private space where owners permit parking to occur. Intersection: A location where more than one road comes together. For standard cross streets, intersection polygons are bounded by curbs and four closure lines at street intersection crosswalks (outer line) or placed arbitrarily where crosswalks could logically be placed. For "T" intersections, the polygons are bounded by curbs and three such closure lines. Complex intersections can have more closure lines. Entire traffic circles are coded as intersections. Hidden Road: A section of a road that passes underneath a bridge or overpass and is not visible in an aerial photograph, but the location can be interpreted based on the road on either side of the bridge. Hidden Median: A road median that exists underneath a bridge or overpass and is not fully visible in an aerial photograph, but the location can be interpreted based on the information visible on either side of the bridge.

Accuracy: All motorized vehicle data provided is based on either an 8 or 12 hour standard count. The collected raw total is then expanded to a 24 hour volume and factored by Ottawa’s Annual Average Daily Traffic (AADT) values providing a factored 24 hour value. The pedestrian and bicycle totals are raw volumes which were observed over either an 8 or 12 hour period. All data points reported were collected using an automatic traffic recorder with an expected 95% +/- 5% accuracy.The City of Ottawa provides this information in good faith but provides no warranty, nor accepts any liability arising from any incorrect, incomplete or misleading information or its improper use.Annual Average Daily Traffic (AADT) is the average number of motorized vehicles in 24 hours, and provides an estimation of the motorized vehicle volume on any day of the year.Update Frequency: Annually – note locations subject to change to reflect ad-hoc nature of intersection volume count programAttributes:• All Motorized Vehicles AADT (24 hour volume) represents total factored motorized vehicles volume• % Trucks represents the total percentage of truck volume in the All Motorized Vehicles AADT (24 hour volume) field• Pedestrians Not Factored represents the raw observed pedestrian volume over either an 8 or 12 hour observation• Bicycles Not Factored represents the raw observed bicycle volume over either an 8 or 12 hour observationContact: Transportation Data Collection & Analytics