https://www.google.com/maps/@42.2945264,-71.2172921,3a,75y,325.95h,87.62t/data=!3m7!1e1!3m5!1sHIgPKBCMDnLJa9YLWNGTgg!2e0!5s20120701T000000!7i13312!8i6656?entry=ttu
In 2015 there was an interchange added here. What are some areas you know of where an interchange was added like this?
In Maryland, I-95 exit 74 (originally 3A and a partial interchange, now full) at MD 152, and exit 80 at MD 543; also, I-70 exit 28 at MD 632 west of Hagerstown.
So basically just interchanges on existing freeways where there wasn't one previously? I mean, that's not exactly super uncommon or really notable.
Quote from: Max Rockatansky on February 10, 2024, 05:38:34 PM
So basically just interchanges on existing freeways where there wasn't one previously? I mean, that's not exactly super uncommon or really notable.
Like, there's a new DDI going in on I-65 in Spring Hill, TN, just south of Nashville where there hadn't been any kind of interchange previously.
If there's a letter after a number on the NJ Turnpike between Interchanges 1 & 14, there. Plus 15X & 19W.
Does the half interchange on I-43 at Rowe Rd count as it is rarely permitted to carry traffic?
Quote from: Max Rockatansky on February 10, 2024, 05:38:34 PM
So basically just interchanges on existing freeways where there wasn't one previously? I mean, that's not exactly super uncommon or really notable.
This. Calling them "infill" interchanges comes from rail transit terminology (an "infill" station is added to existing rail line) but with freeways it's very common.
A few examples in my area just in the past couple of decades:
* Exit 118 on I-85, Gravel Springs Rd
* Exit 14 on I-985, newly built road for nearby warehouses
* Exit 20 on GA 10 Loop, Oconee Connector commercial development
Massachusetts...
Woburn on I-93, https://maps.app.goo.gl/hePrknNXfLutqhqeA
Marlboro on I-495, https://maps.app.goo.gl/tPwjHHB4jpsno1TF8
Millbury on I-90, https://maps.app.goo.gl/nBu65jwP9KdVvdRv5
Westboro on I-90, https://maps.app.goo.gl/ZKErsywB4yqXHs2N7
May be some others too I can't think of without hunting and pecking all over Google Maps
New Hampshire is adding one right now off I-93 in Londonderry.
I-69 along I-465 outside of Indianapolis.
Greenbelt Metro station and Arena Drive along I-95/495 outside of DC.
Probably harder to find: a 2DI (of significant length-looking at you, I-97) without any infill interchanges.
Quote from: ran4sh on February 10, 2024, 08:15:37 PM
Quote from: Max Rockatansky on February 10, 2024, 05:38:34 PM
So basically just interchanges on existing freeways where there wasn't one previously? I mean, that's not exactly super uncommon or really notable.
This. Calling them "infill" interchanges comes from rail transit terminology (an "infill" station is added to existing rail line) but with freeways it's very common.
I interpreted it to mean interchanges where the ramps are built up directly next to the freeway, essentially attached to the freeway with just a barrier wall separating mainline and ramps. That configuration may be somewhat common in urban areas, but it is extremely rare to nonexistent in rural areas.
Indiana-
I-65: Exit 97 (Worthsville Road), Exit 131 (CR 550 S), and Exit 249 (109th Avenue)
I-69: Exit 204 (106th Street) and Exit 317 (Union Chapel Road)
ITR: Exits 3 & 10 (SR 912), Exit 14B (SR 53/Broadway), Exit 23 (Willowcreek Road), Exit 72 (US 31), Exit 83 (SR 331), Exit 96 (CR 17), and Exit 101 (SR 15)
Off the top of my head for CT, these are added interchanges for existing roads well after the freeway was constructed (and not involved with a major reconstruction of said freeway):
I-395 at CT 169 - was exit 83A IIRC
I-84 at Austin Road - exit 25A
I-95 exit 33 (was partial, now complete)
Illinois Tollway-
I-88: Exit 109 (IL 47)- partial to full, Exit 114 (Orchard Road), Exit 121 (Eola Road), Exit 123 (IL 59), Exit 125 (Winfield Road), I-355, Exit 134 (Highland Avenue)- partial to full
I-90: Exit 8 (IL 173), Exit 12 (East Riverside Boulevard), Exit 20 (Irene Road), Exit 36 (IL 23), Exit 47 (IL 47)- partial to full, Exit 52 (Randall Road), Exit 58 (Beverly Road), Exit 59 (IL 59)- partial to full, Exit 62 (Barrington Road)- partial to full, Exit 65 (Roselle Road), Exit 67 (Meacham Road), Exit 70 (Arlington Heights Road)- partial to full, Exit 73 (Elmhurst Road)- partial to full, Exit 74 (I-490)
I-94: Exit 13 (IL 137)- partial to full, Exit 19 (IL 60)- partial to full, Exit 25A (Lake-Cook Road)
I-294: Exit 6 (US 6)- partial to full, Exit 7 (I-57), Exit 8 (IL 83), Exit 17 (US 12/20)- partial to full, Exit 20 (88th/Cork Avenue)- new on-ramp to I-294 NB, Exit 22 (75th Street/Willow Springs Road), County Line Road, I-490, Exit 39 (Balmoral Avenue), Exit 46 (Willow Road)- partial to full, Exit 52 (Lake-Cook Road)
EDIT: Kinda crazy that suburbia has caused the ISHTA to add interchanges or improve existing interchanges along the tollway system...
The 11400 South exit (292) on I-15 in Sandy/Draper UT is an infill interchange that was completed sometime around 2010. The closure of the direct State Street exit in around 2004 is likely at least part of the reason it was built.
On the other side of the metro, plans are in the works for an I-15 interchange at Shepard Lane in Farmington, between the existing Park Lane and Kaysville 200 North interchanges.
Exit 174 on I-95 in Virginia, the Eisenhower Avenue Connector. It was built many years after the rest of the road (and was Exit 3A when it first opened) because Alexandria anted to improve access to Eisenhower Avenue, an isolated area where the city wanted to encourage growth. VDOT and Fairfax County insisted that Clermont Avenue, a residential street located directly south of that interchange, be severed by construction of a sound wall (it has a gap for pedestrian and bike traffic). Clermont is in no way appropriate as an artery for thru traffic, so it was almost certainly correct for them to do that.
Quote from: davewiecking on February 10, 2024, 08:42:37 PM
I-69 along I-465 outside of Indianapolis.
Greenbelt Metro station and Arena Drive along I-95/495 outside of DC.
Probably harder to find: a 2DI (of significant length-looking at you, I-97) without any infill interchanges.
Adding Ritchie-Marlboro Road on I-95/495.
Decided extra exits added that only serve HOT lanes on VA part of Beltway don't count, nor along I-66. But Fairfax Co Pkwy does.
ICC interchange along I-95.
Quote from: Big John on February 10, 2024, 07:12:19 PM
Does the half interchange on I-43 at Rowe Rd count as it is rarely permitted to carry traffic?
so what is the purpose of that interchange?
Quote from: fillup420 on February 11, 2024, 10:24:08 AM
Quote from: Big John on February 10, 2024, 07:12:19 PM
Does the half interchange on I-43 at Rowe Rd count as it is rarely permitted to carry traffic?
so what is the purpose of that interchange?
There is a golf course nearby and an occasional major PGA or LPGA event is played there. The ramps are only open during those events.
Quote from: davewiecking on February 11, 2024, 09:44:45 AM
Quote from: davewiecking on February 10, 2024, 08:42:37 PM
I-69 along I-465 outside of Indianapolis.
Greenbelt Metro station and Arena Drive along I-95/495 outside of DC.
Probably harder to find: a 2DI (of significant length-looking at you, I-97) without any infill interchanges.
Adding Ritchie-Marlboro Road on I-95/495.
Decided extra exits added that only serve HOT lanes on VA part of Beltway don't count, nor along I-66. But Fairfax Co Pkwy does.
ICC interchange along I-95.
VA-234 Bypass on I-66 (Exit 44, I believe).
Quote from: Big John on February 11, 2024, 11:29:28 AM
Quote from: fillup420 on February 11, 2024, 10:24:08 AM
Quote from: Big John on February 10, 2024, 07:12:19 PM
Does the half interchange on I-43 at Rowe Rd count as it is rarely permitted to carry traffic?
so what is the purpose of that interchange?
There is a golf course nearby and an occasional major PGA or LPGA event is played there. The ramps are only open during those events.
And for a number of reasons, is likely not going to be hosting such events anytime in the near future.
Some Maine examples on I-95:
Don't know if this counts and/or if this is an unusual case, but the original Exit 5 off the Maine Turnpike to ME Route 112 is being rebuilt (https://maineturnpike.com/Projects/Construction-Projects/2022-07-Saco-Interchange-Improvements.aspx) to re-connect the Turnpike to Route 112.
The old exit 5 was moved slightly north for an I-195 connection, and the southbound ramps were closed/demolished when the Turnpike was widened to six lanes between 2000 and 2004 from the York Toll Plaza to Exit 44. After the widening, the northbound ramps were for Ramada hotel access only, until just recently, when they were rebuilt for the re-connection to Route 112 (still closed as of the posting of this message). The old exit 5, now called Exit 35, will be configured into a parclo interchange and will tie into the Exit 36 interchange to mitigate the weaving between the movements via C/D ramps.
---
Staying on the Maine Turnpike, the proposed Gorham Connector (https://www.maineturnpike.com/Projects/Planning-Projects/Gorham-Connector.aspx) to the west will connect the Gorham Bypass to present day Exit 45 (Old exit 7). Again, not sure if this counts since this technically is an extension of the original interchange.
Exits 46 (Jetport - Old exit 7 A), 47 (TO ME 25 / Westbrook Arterial - Old exit 7 B), and 86 (ME 9 / Sabattus - no old exit, added AFTER the exit numbering changes (https://www.maine.gov/mdot/pdf/redesignation_brochure.pdf)) were also infill interchanges as well in the Portland area. 46 opened around the 1990s, 47 in 2002, and 86 in 2004. [Source (http://www.bostonroads.com/roads/me-turnpike/)]
---
Heading north on I-95, in Waterville, Exit 124: Trafton Road (https://www.maine.gov/mdot/planning/traftonroadea/) was opened on July 14, 2017.
In Bangor, Exit 186 (old exit 48 A): Stillwater Avenue (https://bangormaine.gov/filestorage/2100/4370/Exit_186-Stillwater_Intersection_Study.pdf) was opened in 2001 to relieve traffic on nearby Exit 187 (old exit 49): Hogan Road near the Bangor Mall and Stillwater Avenue business district.
---
In Massachusetts, NEW exit 25, to Dedham St - Canton, Westwood was opened around December 2023. This new exit is not to be confused with OLD exit 25 (now exit 39 B) - to I-90 / Mass. Pike. It is located just south of Exit 26: to I-93 / MA Route 128 and only has a northbound off-ramp and a southbound on-ramp.
Washington: I-5 Exit 11, for SR 502. This was originally a NB Rest Area. Around 2003, traffic demands to the city of Battleground grew to the point that the existing SR 503 route was being overwhelmed. There were alternate routes to I-5, but this was built as a new Interchange to directly feed the city. While it currently only feeds to the East, it is likely that it will be expanded to connected to the West to the city of Ridgefield
None in Vermont at present, although VTrans is considering whether to add an interchange on I-89 at VT 116. Had VT 289 been built as originally planned, there would have been two more on I-89, and at one point there was consideration of a new interchange on I-89 in Milton.
There's been a number of infill interchanges and ramps in Minnesota. In keeping with the spirit of the OP, I'm specifically referring to new interchanges added along corridors that were already freeway...
not new interchanges along non-freeway corridors or corridors being converted to freeway. So, for example, what's been built along US 52 between Rosemount and Rochester does not count.
Here's what I can think of offhand in Minnesota:
I-35/I-35E/I-35W:- I-35 Exit 84 south ramps at Dakota CSAH 60 (interchange was originally a half-diamond to the north)
- I-35 Exit 86 at Dakota CSAH 46
- I-35E Exit 108 at Cayuga St (though this technically replaced the original interchange at Pennsylvania Ave, granted that interchange was missing ramps)
- I-35W Exit 15A, southbound off-ramp at Lake St
- I-35W Exit 15B, northbound off-ramp to 28th St
- I-35W northbound on-ramp from 4th St
- I-35W Exit 28C, northbound off-ramp to County Road H
- I-35 Exit 143 at Chisago CSAH 17
- I-35 Exit 171 at Pine CSAH 11
- I-35 Exit 237 north ramps at MN 33 (originally just a half-directional to the south)
- I-35 Exit 253A north ramps at US 2 East (pre-Bong Bridge, there was just a half-diamond to the south here)
- I-35 Exit 253B south ramps at 40th Ave W (added when the Bong Bridge was built)
I-94: (excluding 94/694 concurrency)
- I-94 Exit 1B at 20th St
- I-94 Exit 2B at 34th St
- I-94 Exit 57 at MN 210 East
- I-94 Exit 100 at MN 27 West
- I-94 Exit 173 at Opportunity Dr
- I-94 Exit 194 at Wright CSAH 18 (replaced an earlier half-interchange at CSAH 75)
- I-94 Exit 201 east ramps at Wright CSAH 19 (previously a half-diamond to the west)
- I-94 Exit 205 west ramps at MN 241 (previously a half-dimaond to the east)
- I-94 Exit 210 at Dayton Pkwy
- I-94 Exit 212 at MN 610
I-494/I-694: (including 94/694 concurrency)
- I-494 Exit 8 west ramps at Hennepin CSAH 28 (originally a half-diamond to the east)
- I-494 Exit 11A at Prairie Center Dr and Flying Cloud Dr
- I-494 Exit 12 at Valley View Rd
- I-494 Exit 20 at Carlson Pkwy
- I-494 Exit 21 at Hennepin CSAH 6
- I-94/694 Exit 28 at Hennepin CSAH 61
- I-94/694 Exit 30 at Boone Ave
- I-94/694 Exit 34 at Shingle Creek Pkwy
- I-694 Exit 48 at US 61 (originally only had ramps EB 694 to NB 61 and SB 61 to WB 694)
- I-494 Exit 58C at Tamarack Dr
- I-494 Exit 60 at Lake Rd
- I-494 northbound on-ramp from Bailey Rd
Other:- US 10 at Otter Tail CSAH 34 near Perham
- US 71/MN 23 at Willmar Ave SE in Willmar
- MN 15 at 33rd St S near St. Cloud
Quote from: webny99 on February 10, 2024, 09:18:47 PM
Quote from: ran4sh on February 10, 2024, 08:15:37 PM
Quote from: Max Rockatansky on February 10, 2024, 05:38:34 PM
So basically just interchanges on existing freeways where there wasn't one previously? I mean, that's not exactly super uncommon or really notable.
This. Calling them "infill" interchanges comes from rail transit terminology (an "infill" station is added to existing rail line) but with freeways it's very common.
I interpreted it to mean interchanges where the ramps are built up directly next to the freeway, essentially attached to the freeway with just a barrier wall separating mainline and ramps. That configuration may be somewhat common in urban areas, but it is extremely rare to nonexistent in rural areas.
Does everything mentioned so far fit this definition, or am I just misguided as to what infill means?
Quote from: Great Lakes Roads on February 11, 2024, 02:54:46 AM
Illinois Tollway-
I-88: Exit 109 (IL 47)- partial to full, Exit 121 (Eola Road)
I-90: Exit 8 (IL 173), Exit 20 (Irene Road), Exit 36 (IL 23), Exit 47 (IL 47)- partial to full, Exit 62 (Barrington Road)- partial to full, Exit 65 (Roselle Road)- partial to full, Exit 67 (Meacham Road), Exit 73 (Elmhurst Road), Exit 74 (I-490)
I-294: Exit 7 (I-57), Exit 8 (IL 83), Exit 20 (88th/Cork Avenue), County Line Road, I-490
88th/Cork Ave was an old Tri-State exit that was eliminated, and it is being/has been reinstalled with the Central Tri-State project
I'm sure I-39 exits on I-55, I-80, I-88, and US 20 were added when I-39 was constructed. Same with exits for I-355 on I-80, I-55, and I-88
Isn't Peace Rd serving DeKalb and Sycamore a "newer" exit on I-88? Want to say Orchard Rd serving Aurora and North Aurora was also a later addition for 88/E-W/Reagan Tollway
At one point there was a proposal for an infill interchange dubbed "Exit 2A" on I-90 in western Massachusetts at the infamous 30 mile exit less stretch, which would've been built in Blandford which failed due to complaints from the locals.
Quote from: BlueOutback7 on February 18, 2024, 12:31:45 PM
At one point there was a proposal for an infill interchange dubbed "Exit 2A" on I-90 in western Massachusetts at the infamous 30 mile exit less stretch, which would've been built in Blandford which failed due to complaints from the locals.
Somewhere on this forum is an in-depth and more clarifying discussion on more recent versions of this proposal.
Quote from: Rothman on February 18, 2024, 12:40:25 PM
Quote from: BlueOutback7 on February 18, 2024, 12:31:45 PM
At one point there was a proposal for an infill interchange dubbed "Exit 2A" on I-90 in western Massachusetts at the infamous 30 mile exit less stretch, which would've been built in Blandford which failed due to complaints from the locals.
Somewhere on this forum is an in-depth and more clarifying discussion on more recent versions of this proposal.
This is from 2020, but close to what you're talking about:
https://www.aaroads.com/forum/index.php?topic=10638.msg2550254#msg2550254
I-10 in Florida has a couple of recent ones.
- Exit 53 for PJ Adams Pkwy is currently under Construction (Crestview)
- Exit 350 for SR-23 (Jacksonville)
- Exit 355 was moved from the RIRO to a new interchange with Hammond Blvd (Jacksonville)
Exit 10 on I-295 in Johnston, RI (to RI-5). This interchange was constructed as part of the new Citizens Bank campus in the area.
Quote from: webny99 on February 18, 2024, 10:57:29 AM
Quote from: webny99 on February 10, 2024, 09:18:47 PM
Quote from: ran4sh on February 10, 2024, 08:15:37 PM
Quote from: Max Rockatansky on February 10, 2024, 05:38:34 PM
So basically just interchanges on existing freeways where there wasn't one previously? I mean, that's not exactly super uncommon or really notable.
This. Calling them "infill" interchanges comes from rail transit terminology (an "infill" station is added to existing rail line) but with freeways it's very common.
I interpreted it to mean interchanges where the ramps are built up directly next to the freeway, essentially attached to the freeway with just a barrier wall separating mainline and ramps. That configuration may be somewhat common in urban areas, but it is extremely rare to nonexistent in rural areas.
Does everything mentioned so far fit this definition, or am I just misguided as to what infill means?
Where are you getting your definition from? I've never understood infill to mean anything beyond "added between two existing points of service" (like an interchange or, way more commonly, two railway stations). The design of the interchange, in this case, is separate from its standing as an "infill interchange".
On the Pennsylvania Turnpike, PA 29, Virginia Drive, and PA 132 were added as infill interchanges. On the Northeast Extension, PA 903 was added as an infill interchange. These interchanges were all E-ZPass only back when the turnpike accepted cash. But now with all-electronic tolling, toll by plate users may use them as well.
Quote from: jakeroot on February 18, 2024, 07:24:15 PM
Quote from: webny99 on February 18, 2024, 10:57:29 AM
Quote from: webny99 on February 10, 2024, 09:18:47 PM
Quote from: ran4sh on February 10, 2024, 08:15:37 PM
Quote from: Max Rockatansky on February 10, 2024, 05:38:34 PM
So basically just interchanges on existing freeways where there wasn't one previously? I mean, that's not exactly super uncommon or really notable.
This. Calling them "infill" interchanges comes from rail transit terminology (an "infill" station is added to existing rail line) but with freeways it's very common.
I interpreted it to mean interchanges where the ramps are built up directly next to the freeway, essentially attached to the freeway with just a barrier wall separating mainline and ramps. That configuration may be somewhat common in urban areas, but it is extremely rare to nonexistent in rural areas.
Does everything mentioned so far fit this definition, or am I just misguided as to what infill means?
Where are you getting your definition from? I've never understood infill to mean anything beyond "added between two existing points of service" (like an interchange or, way more commonly, two railway stations). The design of the interchange, in this case, is separate from its standing as an "infill interchange".
In construction terms, infill is material that fills a space or hole, so
this (https://maps.app.goo.gl/3KajF2Mu8E7rGz5F7) type of interchange is what comes to mind. But apparently there is a second definition that I was not aware of until now, perhaps unsurprising since my knowledge of rail transit terminology is limited.
Quote from: ElishaGOtis on February 18, 2024, 04:44:26 PM
I-10 in Florida has a couple of recent ones.
- Exit 53 for PJ Adams Pkwy is currently under Construction (Crestview)
- Exit 350 for SR-23 (Jacksonville)
- Exit 355 was moved from the RIRO to a new interchange with Hammond Blvd (Jacksonville)
I-75 in Florida recently opened Exit 282 for Overpass Rd (Pasco County North of Tampa). There are also plans for an exit between 354 and 358 in Ocala (For a Buc-ees and connection to a distribution center park).
I-4 is also adding a DDI at the Daryl Carter Parkway overpass between exits 68 and 71 as part of the next phase of I-4 Ultimate.
Quote from: webny99 on February 19, 2024, 07:59:11 AM
Quote from: jakeroot on February 18, 2024, 07:24:15 PM
Quote from: webny99 on February 18, 2024, 10:57:29 AM
Quote from: webny99 on February 10, 2024, 09:18:47 PM
Quote from: ran4sh on February 10, 2024, 08:15:37 PM
Quote from: Max Rockatansky on February 10, 2024, 05:38:34 PM
So basically just interchanges on existing freeways where there wasn't one previously? I mean, that's not exactly super uncommon or really notable.
This. Calling them "infill" interchanges comes from rail transit terminology (an "infill" station is added to existing rail line) but with freeways it's very common.
I interpreted it to mean interchanges where the ramps are built up directly next to the freeway, essentially attached to the freeway with just a barrier wall separating mainline and ramps. That configuration may be somewhat common in urban areas, but it is extremely rare to nonexistent in rural areas.
Does everything mentioned so far fit this definition, or am I just misguided as to what infill means?
Where are you getting your definition from? I've never understood infill to mean anything beyond "added between two existing points of service" (like an interchange or, way more commonly, two railway stations). The design of the interchange, in this case, is separate from its standing as an "infill interchange".
In construction terms, infill is material that fills a space or hole, so this (https://maps.app.goo.gl/3KajF2Mu8E7rGz5F7) type of interchange is what comes to mind. But apparently there is a second definition that I was not aware of until now, perhaps unsurprising since my knowledge of rail transit terminology is limited.
I feel like I'm the only person who learned the word "infill" from a land-use planning context, as in infill development, where an area is densified by taking something like a parking lot, open space, or low-density development and replacing it was something denser, typically mixed-use apartments/commercial space.
Quote from: vdeane on February 19, 2024, 03:05:21 PM
Quote from: webny99 on February 19, 2024, 07:59:11 AM
Quote from: jakeroot on February 18, 2024, 07:24:15 PM
Quote from: webny99 on February 18, 2024, 10:57:29 AM
Quote from: webny99 on February 10, 2024, 09:18:47 PM
Quote from: ran4sh on February 10, 2024, 08:15:37 PM
Quote from: Max Rockatansky on February 10, 2024, 05:38:34 PM
So basically just interchanges on existing freeways where there wasn't one previously? I mean, that's not exactly super uncommon or really notable.
This. Calling them "infill" interchanges comes from rail transit terminology (an "infill" station is added to existing rail line) but with freeways it's very common.
I interpreted it to mean interchanges where the ramps are built up directly next to the freeway, essentially attached to the freeway with just a barrier wall separating mainline and ramps. That configuration may be somewhat common in urban areas, but it is extremely rare to nonexistent in rural areas.
Does everything mentioned so far fit this definition, or am I just misguided as to what infill means?
Where are you getting your definition from? I've never understood infill to mean anything beyond "added between two existing points of service" (like an interchange or, way more commonly, two railway stations). The design of the interchange, in this case, is separate from its standing as an "infill interchange".
In construction terms, infill is material that fills a space or hole, so this (https://maps.app.goo.gl/3KajF2Mu8E7rGz5F7) type of interchange is what comes to mind. But apparently there is a second definition that I was not aware of until now, perhaps unsurprising since my knowledge of rail transit terminology is limited.
I feel like I'm the only person who learned the word "infill" from a land-use planning context, as in infill development, where an area is densified by taking something like a parking lot, open space, or low-density development and replacing it was something denser, typically mixed-use apartments/commercial space.
Interestingly enough, that's essentially what happened with the Inner Loop, where the construction definition of infill was also applicable (but notably
not the definition being used in this thread - quite the opposite!)
Quote from: vdeane on February 19, 2024, 03:05:21 PM
I feel like I'm the only person who learned the word "infill" from a land-use planning context, as in infill development, where an area is densified by taking something like a parking lot, open space, or low-density development and replacing it was something denser, typically mixed-use apartments/commercial space.
This is the other definition I was familiar with, but did not feel the need to mention it previously as it seemed sufficiently different from the idea of the thread.
Nevertheless, the concept is quite similar: take an open space between two built things, and build something in that space.
Technically, the I-95/US-6/RI-10 mixmaster (Exit 37) in Downtown Providence is one, having been opened in advance of the Providence Place Mall.
Exit 41 on the Atlantic City Expressway was opened in 2001, over 40 years after the Expressway opened.
Another exit 41 on the Garden State Parkway opened in 2015, replacing a service road that led through a service area. Exit 77 opened in 2002 (I think).
Quote from: webny99 on February 18, 2024, 10:57:29 AM
Quote from: webny99 on February 10, 2024, 09:18:47 PM
Quote from: ran4sh on February 10, 2024, 08:15:37 PM
Quote from: Max Rockatansky on February 10, 2024, 05:38:34 PM
So basically just interchanges on existing freeways where there wasn't one previously? I mean, that's not exactly super uncommon or really notable.
This. Calling them "infill" interchanges comes from rail transit terminology (an "infill" station is added to existing rail line) but with freeways it's very common.
I interpreted it to mean interchanges where the ramps are built up directly next to the freeway, essentially attached to the freeway with just a barrier wall separating mainline and ramps. That configuration may be somewhat common in urban areas, but it is extremely rare to nonexistent in rural areas.
Does everything mentioned so far fit this definition, or am I just misguided as to what infill means?
The latter. Ran4sh is spot-on in his definition but I should point out that the term is also used in urban development circles ("infill development").
Daryl Carter Parkway on I-4 in Orlando is one in the works. It's part of development promotion in the never ending battle for the Sunshine State to have more people per square mile than other states.
A new shopping center was just built with land still available nearby for future homes and tourists facilities.
Quote from: ilpt4u on February 18, 2024, 11:57:38 AM
Quote from: Great Lakes Roads on February 11, 2024, 02:54:46 AM
Illinois Tollway-
I-88: Exit 109 (IL 47)- partial to full, Exit 121 (Eola Road)
I-90: Exit 8 (IL 173), Exit 20 (Irene Road), Exit 36 (IL 23), Exit 47 (IL 47)- partial to full, Exit 62 (Barrington Road)- partial to full, Exit 65 (Roselle Road)- partial to full, Exit 67 (Meacham Road), Exit 73 (Elmhurst Road), Exit 74 (I-490)
I-294: Exit 7 (I-57), Exit 8 (IL 83), Exit 20 (88th/Cork Avenue), County Line Road, I-490
88th/Cork Ave was an old Tri-State exit that was eliminated, and it is being/has been reinstalled with the Central Tri-State project
I'm sure I-39 exits on I-55, I-80, I-88, and US 20 were added when I-39 was constructed. Same with exits for I-355 on I-80, I-55, and I-88
Isn't Peace Rd serving DeKalb and Sycamore a "newer" exit on I-88? Want to say Orchard Rd serving Aurora and North Aurora was also a later addition for 88/E-W/Reagan Tollway
I would have to google the history but I think you are correct with Peace Rd. Annie Glidden was the original since it went directly through the center of NIU campus. Peace Rd was part of what is now known as the I-88 Logistics park. The last 10-15 years have seen a massive transformation around that interchange with multiple new warehouse constructions
In Northeast Ohio, a recent one opened at OH-164 and I-680:
https://maps.app.goo.gl/txkefhMCp9oQVbCj7
And also in Ohio, all the various interchanges on the Ohio Turnpike that were added in the 1990's and early 2000's, supplementing the original 16 interchange "gates".
Quote from: ran4sh on February 10, 2024, 08:15:37 PM
Quote from: Max Rockatansky on February 10, 2024, 05:38:34 PM
So basically just interchanges on existing freeways where there wasn't one previously? I mean, that's not exactly super uncommon or really notable.
This. Calling them "infill" interchanges comes from rail transit terminology (an "infill" station is added to existing rail line)...
Since you mentioned this...
The NJ Transit Hamilton Rail Station in Hamilton, NJ, off Exit 65B of I-295, is an infill transit station. Opening in 1999, it quickly became a popular station due to its location off the highway and a parking garage was added in 2007 on a portion of the expansive parking lot.
Here's some I know of:
IN:
I-65 (Exit 131: CR 550 West)
NC:
I-485 (Exit 54: Weddington Road)
NJ:
Don't know if this one truly counts: I-295 NB to NJ 42 SB and vice versa
PA:
I-476 (Exit 87: PA 903)
PA 33 (Exit to Main Street / Tatamy Road)
For Illinois:I-55
- I-255 (shared with I-70; 10)
- I-155 (127)
- I-39 (164)
- I-355 (269)
I-57
- I-294
- University Parkway (337)
- Burbonnais Parkway (318)
- Mattoon - Charleston Enterprise Parkway(192)
- Veterans Memorial Drive (94; on the multiplex with I-64)
- The Hill Avenue (54B)
I-64
- I-255 (7)
- Green Mount Road (16, signed as O' Fallon/Shiloh)
- Rieder Road (21)
I-72I-80
- US 51/I-39 (79 A-B)
- Brisbin Road (116)
- I-355 (140)
I-255I-290IL 255
- Gateway Commerce Center Drive (2)
MissouriI-44
- MO 360 (69)
- Route CC/Marshall Road (103)
- Mraz Lane (eastbound exit/westbound entrance that could be argued to be part of the Bowles Avenue interchange, 274B
I-55
- Route HH (69)
- East Main Street/La Salle Avenue (102)
- Route E (111)
- Route TT (165)
I-70
- Route MM (191)
- David Hoekel Parkway (206)
- Wentzville Parkway? (208)
- Bryan Road (216)
- T.R. Hughes Boulevard/Belleau Creek Road (219)
- MO 370 (224)
- Convention Center Boulevard (229A)
- I-170 (238 B-C)
- I-44/Tucker Boulevard/the interchange at the west end of the new river bridge
I-64
- Spirit of St. Louis Boulevard
- Boones Crossing
MO 364MO 370
- St. Louis Mills Boulevard (11)
I could think of three in the San Jose area:
-On I-880 (née CA-17) in Milpitas, built in the early 1950s, the Great Mall Parkway/Tasman Drive interchange was added in the early 1990s
-On the section of US-101 south/east of downtown, converted to freeway in the 1960s, the Yerba Buena Road interchange was added in the 1990s
-On the section of US-101 between San Jose and Morgan Hill, built in 1984, the Bailey Road interchange was built in 2004.
For Interstates, addition of a new service interchange after completion of the original freeway is considered a "break in access [control]" and FHWA requires a study to provide justification. "Break in access" is therefore the terminology used in many states, including Kansas, for what the OP terms "infill."
For Wichita, it is fairly straightforward to provide a complete list of such interchanges for all freeways, not just the Interstates. I-235 and K-96 were built essentially in one go on greenfield alignments, I-135 was built in phases on a new alignment, and Kellogg Avenue (US 54-400) was built in phases substantially on the existing alignment. The breaks in access are as follows:
* I-235/13th Street (restricted access--I-235 northbound to 13th Street westbound and 13th Street eastbound to I-235 southbound are the only movements provided) was added in 2015, well after original construction in 1961.
* K-96/Greenwich Road was added between 2012 and 2015. The Northeast Freeway segment of K-96 was built in the late 1980's/early 1990's (in essentially two sections, one by the city and the other by the county) and all other service interchanges are original.
* K-96/Hoover Road (restricted access--half diamond with ramps just on the east side of Hoover) was added between 2015 and 2018. The State Fair Freeway segment of K-96 was built in the late 1970's/early 1980's with all of the other interchanges that now exist.
Off the top of my head for Colorado:
I-25
North Gate Boulevard (156)
Crystal Valley Parkway (179) (Under construction)
RidgeGate Parkway (192)
C-470/E-470 (194)
Northwest Parkway/E-470 (228)
I-70
C-470 (260)
I-76 (269B)
Peña Boulevard (284)
Piccadilly Road (296) (Under construction)
I-76
E-470 (18)
I-225
17th Place (10B)
C-470
Lucent Boulevard (18)
IIRC, the Ohio Turnpike (I-80/90) added a few interchanges in the 1990s before the conversion to mileage-based exits.
Off the top of my head, for the Seattle area:
I-5
HOV-only exit at 112th Street in Everett - opened in 2011 to serve a new park-and-ride built in the freeway median
Exit 200 (88th Street, Marysville) - opened in 1997 to relieve congestion at SR 528 and spur development of Quil Ceda Village
I-405
Exit 13A (4th Street, Bellevue) - opened in the 1980s
I-90
Exit 18 (Highlands Drive, Issaquah) - opened in the mid-2000s to serve the new Issaquah Highlands neighborhood; an existing ramp was there but went towards downtown
SR 167
24th Street E in northern Sumner - opened in 2004
SR 520
40th Street in Overlake - opened in 2000ish to serve the Microsoft HQ
Couple more in the Seattle (more Tacoma) area:
WA-512
* Half-interchange at 9th St SW (94th Ave East) in Puyallup was added in the late 1990s. The full interchange just next to it (at WA-161) was then modified to remove a couple movements (Google Maps (https://www.google.com/maps/@47.159091,-122.3039015,616m/data=!3m1!1e3?entry=ttu)).
I-5
* The Center Drive interchange in Dupont was added around 2000 (Google Maps (https://www.google.com/maps/@47.0886207,-122.6438642,1047m/data=!3m1!1e3?entry=ttu)), and was then modified in 2014 to better incorporate a JBLM access road.
* Tumwater Blvd interchange was added in the 1980s (Google Maps (https://www.google.com/maps/@46.9806699,-122.9263041,712m/data=!3m1!1e3?entry=ttu)).