What are some highway exits in close proximity to one or multiple other exits that today could be considered redundant?
Here some examples I think of off the bat:
-I-95@US-301 Exit 12 Virginia
https://www.google.com/maps/@36.727979,-77.5218351,1943m/data=!3m1!1e3?hl=en&authuser=0
The reason this exit exists is that it was the original northern terminus of the Emporia Bypass back before I-95 was completely finished. However, now that I-95 is complete and Exit 13 serves literally the exact same place, Exit 12 is now basically useless.
-I-95@ Rives Road Exit 47 Virginia
https://www.google.com/maps/@37.1803249,-77.3410845,4271m/data=!3m1!1e3?hl=en&authuser=0
Doesn't go anywhere east that Exits 45 and 48 don't already lead to. Doesn't go anywhere west that Exits 48 and 3(I-295) don't already lead to either. Hardly anything in the general vicinity of the interchange as well.
-I-81@Marshall Street Exit 8 Maryland
https://www.google.com/maps/@39.6764071,-77.7301839,4209m/data=!3m1!1e3?hl=en&authuser=0
It's a half interchange and doesn't go anywhere that Exits 7 and 9 don't already lead to.
-I-85@I-85 Connector Exit 42 North Carolina
https://www.google.com/maps/@35.2874633,-80.7681776,1706m/data=!3m1!1e3?hl=en&authuser=0
A half interchange connector to US-29 but thanks to Exit 43, which also connects to US-29, isn't really IMO necessary.
Don't get me wrong I'm not advocating that these Exits get removed, I'm just questioning their current day usefulness.
I seem to remember a thread with this concept, but with three different searches, I can't find it.
In case it never gets found, I nominate Exit 46 on I-95 and Exit 23C on I-495, both in Massachusetts. The first one is served by exits 44 and 50, and the second is to a group of minor streets.
Quote from: 1 on February 25, 2018, 01:31:15 PM
I seem to remember a thread with this concept, but with three different searches, I can't find it.
I thought a thread like this would have already existed but yeah unless the language of it is way different I couldn't find it either.
In before lock
Northbound Hutchinson River Parkway Exit 30/Merritt Parkway Exit 27.
2 exits to the same road on either side of the CT/NY border. King St is a 2 way, and both sides can be accessed from either exit.
I-78 in PA with exits 15-16-17. I'd eliminate 15, the RIRO is substandard and the roads connect to exit 16.
Nexus 6P
Some more:
-I-70@South Street Exit 55 Maryland
https://www.google.com/maps/@39.4016504,-77.3883082,2600m/data=!3m1!1e3?hl=en&authuser=0
This exit is obviously meant to serve an Industrial center but with Exits 54 and 56 nearby, it's not really necessary.
-I-40@Rock Barn Road Exit 133 North Carolina
https://www.google.com/maps/@35.7239037,-81.1801695,3284m/data=!3m1!1e3?hl=en&authuser=0
Exit 135 and a newly built exit 132 make this interchange redundant.
Quote from: 1 on February 25, 2018, 01:31:15 PM
I seem to remember a thread with this concept, but with three different searches, I can't find it.
In case it never gets found, I nominate Exit 46 on I-95 and Exit 23C on I-495, both in Massachusetts. The first one is served by exits 44 and 50, and the second is to a group of minor streets.
23C is heavily used during the week. Lots of business parks serve it.
I nominate exit 38 on I-495 in my town. Just discussing this with my wife, if MA 38 just went peacefully under 495 without a junction, my town would have way less problems.
I-285's half-interchange exit 36 at Northlake Pkwy probably isn't strictly necessary. There's nothing there that you can't get to from the LaVista Rd exit 1/3 mile to the south.
I always thought the Trent Drive partial interchange from the Durham Freeway (NC-147) seemed unnecessary in view of the full interchange at Fulton Street just west of there. I've always assumed it was built to facilitate access to and from Duke Hospital. (I must admit that even though I think it's an unnecessary pair of ramps, I used to use it often enough because I lived in an apartment on Erwin Road just east of Anderson Street, so those ramps were the fastest way to and from Raleigh.)
https://goo.gl/maps/NvM4vPdwg6J2
I-49 Exit 169 in Louisiana. Asseff Rd is unpaved past the interchange. Unless it was built to give easier access to the paper mill or a second exit for Mansfield, I'll never know why it was built
iPhone
Quote from: bassoon1986 on February 25, 2018, 09:58:12 PM
I-49 Exit 169 in Louisiana. Asseff Rd is unpaved past the interchange. Unless it was built to give easier access to the paper mill or a second exit for Mansfield, I'll never know why it was built
iPhone
That's like Exit 248 for I-510 in New Orleans. Dumps you off at the dead end of Michoud Blvd. Don't even need it when the exit before it is Lake Forest Blvd which ends at Michoud. Maybe it handled excess Six Flags traffic back in the day.
Exits 1A and B on I-275 through Knoxville spring to mind--both are about a quarter mile from each other and serve the exact same area. It would be better to eliminate one because neither are very heavily trafficked.
I-675 (Michigan) Exit 2A. This exit was put in about 8 years ago to allow better access to downtown Saginaw. Exit 2 takes you to the same street about a 1/4 of a mile apart. I honestly don't see how downtown Saginaw is better served by just adding an exit ramp 1/4 of a mile from another exit ramp that takes you the same street. In this short little area Fitzhugh and Wadsworth both function as I-675's service drive.
This is what I'm talking about. https://www.google.com/maps/@43.4353519,-83.9289601,16.22z the middle exit and entrance ramp is what's not needed. I just don't see the point but I have used the exit and entrance ramps before just because it's convenient to do so but I would have no problem driving the extra 1/4 of a mile on a surface street. Oh and they also said people were getting lost getting back to the highway which is ridiculous when there are signs in downtown Saginaw directing you back to I-675.
Quote from: Jmiles32 on February 25, 2018, 01:26:22 PM
What are some highway exits in close proximity to one or multiple other exits that today could be considered redundant?
Here some examples I think of off the bat:
-I-95@US-301 Exit 12 Virginia
https://www.google.com/maps/@36.727979,-77.5218351,1943m/data=!3m1!1e3?hl=en&authuser=0
The reason this exit exists is that it was the original northern terminus of the Emporia Bypass back before I-95 was completely finished. However, now that I-95 is complete and Exit 13 serves literally the exact same place, Exit 12 is now basically useless.
Not really, they just left the old ramp in place, and it is quicker access to the businesses between there and VA-614.
Quote from: Jmiles32 on February 25, 2018, 01:26:22 PM
-I-95@ Rives Road Exit 47 Virginia
https://www.google.com/maps/@37.1803249,-77.3410845,4271m/data=!3m1!1e3?hl=en&authuser=0
Doesn't go anywhere east that Exits 45 and 48 don't already lead to. Doesn't go anywhere west that Exits 48 and 3(I-295) don't already lead to either. Hardly anything in the general vicinity of the interchange as well.
Rives Road interchange was part of the original I-95 in 1961. The Wagner Road Extension and I-95 interchange was built new in the early 1990s. I-295 was opened in 1992. The Rives Road interchange is a mile from the Wagner Road interchange, and it is still useful for the homes and businesses in the vicinity.
If VDOT had proposed demolishing these ramps after the new interchanges were built, I'm sure that a number of locals would have said, "leave 'em there".
OR 217:
Exit 1, Walker Road, 500 feet North of exit 2 even though if you remove it, it won't decrease access a bunch
Exit 3, Denny road, although I call for its removment due to low traffic levels, ODOT has in its plan to build a collecter road to exit 2B, Allen road (750 feet north).
Exit 7, 72nd avenue. Need to go north? Use exit 6 as its quicker. South? I-5 exit 291 is also faster. Lowes customers are the only exception.
US 26: none.
I-5: none
I-84: take your pick of 2 exits along that stretch due to low traffic levels exiting (except exit 2).
I-205: none (stretching it a little)
Thats it for Portland.
Quote from: Beltway on February 26, 2018, 12:00:03 AM
Quote from: Jmiles32 on February 25, 2018, 01:26:22 PM
What are some highway exits in close proximity to one or multiple other exits that today could be considered redundant?
Here some examples I think of off the bat:
-I-95@US-301 Exit 12 Virginia
https://www.google.com/maps/@36.727979,-77.5218351,1943m/data=!3m1!1e3?hl=en&authuser=0
The reason this exit exists is that it was the original northern terminus of the Emporia Bypass back before I-95 was completely finished. However, now that I-95 is complete and Exit 13 serves literally the exact same place, Exit 12 is now basically useless.
Not really, they just left the old ramp in place, and it is quicker access to the businesses between there and VA-614.
Quote from: Jmiles32 on February 25, 2018, 01:26:22 PM
-I-95@ Rives Road Exit 47 Virginia
https://www.google.com/maps/@37.1803249,-77.3410845,4271m/data=!3m1!1e3?hl=en&authuser=0
Doesn't go anywhere east that Exits 45 and 48 don't already lead to. Doesn't go anywhere west that Exits 48 and 3(I-295) don't already lead to either. Hardly anything in the general vicinity of the interchange as well.
Rives Road interchange was part of the original I-95 in 1961. The Wagner Road Extension and I-95 interchange was built new in the early 1990s. I-295 was opened in 1992. The Rives Road interchange is a mile from the Wagner Road interchange, and it is still useful for the homes and businesses in the vicinity.
If VDOT had proposed demolishing these ramps after the new interchanges were built, I'm sure that a number of locals would have said, "leave 'em there".
So in your opinion there are no unnecessary exits on I-95? How bout in all of Virginia? Again as I stated in the OP, I'm not lobbying for the removal of any of these interchanges, I'm just evaluating which ones currently seem the most redundant. I can understand your argument for the Rives Road exit, but Exit 12? The only businesses there are two gas stations and quicker access is more like 5 seconds. Exit 12 could have and still could be IMHO eliminated today without much controversy.
Quote from: Jmiles32 on February 26, 2018, 06:34:37 AM
Quote from: Beltway on February 26, 2018, 12:00:03 AM
Rives Road interchange was part of the original I-95 in 1961. The Wagner Road Extension and I-95 interchange was built new in the early 1990s. I-295 was opened in 1992. The Rives Road interchange is a mile from the Wagner Road interchange, and it is still useful for the homes and businesses in the vicinity.
If VDOT had proposed demolishing these ramps after the new interchanges were built, I'm sure that a number of locals would have said, "leave 'em there".
So in your opinion there are no unnecessary exits on I-95? How bout in all of Virginia? Again as I stated in the OP, I'm not lobbying for the removal of any of these interchanges, I'm just evaluating which ones currently seem the most redundant. I can understand your argument for the Rives Road exit, but Exit 12? The only businesses there are two gas stations and quicker access is more like 5 seconds. Exit 12 could have and still could be IMHO eliminated today without much controversy.
No, I was only referring to the two that you listed. There is a pumping station and a Western Union office and an ATM as well. Those businesses probably generate a couple hundred AADT. Demolition would have its cost, perhaps at least a half million.
Quote from: Jmiles32-I-95@US-301 Exit 12 Virginia
Concur (but see below).
Quote from: RobbieL2415That's like Exit 248 for I-510 in New Orleans. Dumps you off at the dead end of Michoud Blvd. Don't even need it when the exit before it is Lake Forest Blvd which ends at Michoud. Maybe it handled excess Six Flags traffic back in the day.
Yes, it handled Six Flags. Also, pre-Katrina, that area east of 510 and north of Chef Menteur was slated for residential development. The latter is also why the former interchange at Exit 250 was built.
Quote from: BeltwayDemolition would have its cost, perhaps at least a half million.
Reconstruction will have its cost as well...likely north of a half-million. No harm in leaving the ramp in place now. But when it comes time for reconstruction talk, removing it should be on the table given the presence of Exit 13 just to the north.
-------------------------------
My own contributions: the Nicollet Ave (Exit 4A) and 12th Ave (Exit 3) ramps on I-494 in Bloomington, MN. These were built in the 1950s back when it was acceptable to have half-mile interchange spacing. MnDOT does have long-term plans to remove the former and replace the latter with a full interchange at Portland Ave, but these are as-yet unfunded.
Quote from: froggie on February 26, 2018, 07:29:57 AM
Quote from: Jmiles32-I-95@US-301 Exit 12 Virginia
Concur (but see below).
Quote from: BeltwayDemolition would have its cost, perhaps at least a half million.
Reconstruction will have its cost as well...likely north of a half-million. No harm in leaving the ramp in place now. But when it comes time for reconstruction talk, removing it should be on the table given the presence of Exit 13 just to the north.
But when will it need reconstruction? Periodic resurfacing every 15 years or so is all it needs.
I-295, Exit 16A
https://goo.gl/maps/tMmJWtcHzFU2
The quick history: I-295 was formerly US 130. When it was upgraded to interstate status and US 130 was multiplexed with I-295 for about a 10 mile stretch, the intersections were replaced with overpasses. Every...single...overpass also became an interchange, with extremely tight turns, no median, and 15 or 20 mph ramp speeds. Thus, we have this situation where within a 1 mile stretch of highway, 3 exits exist: Exit 15, Exit 16A & Exit 16B. While suburban overall, the exits don't have anything close to them. NJDOT had wanted to take one of the exits out (most likely 16A), and were close to doing so, as evidenced by this sign installed when Exit 17 was redone: https://goo.gl/maps/MXSoXRmRtYU2 , which reflects just "Exit 16". However, the local pols complained they needed the exit for economic development or some BS...even though, again, 2 of the 3 exits will remain. No development ever occurred, the exits remain, and as shown, the incorrect exit tab on the 1 mile advanced signage remains as well.
Quote from: Beltway on February 26, 2018, 07:46:12 AM
Quote from: froggie on February 26, 2018, 07:29:57 AM
Quote from: Jmiles32-I-95@US-301 Exit 12 Virginia
Concur (but see below).
Quote from: BeltwayDemolition would have its cost, perhaps at least a half million.
Reconstruction will have its cost as well...likely north of a half-million. No harm in leaving the ramp in place now. But when it comes time for reconstruction talk, removing it should be on the table given the presence of Exit 13 just to the north.
But when will it need reconstruction? Periodic resurfacing every 15 years or so is all it needs.
If it were me I might close Exit 12 when the bridge US 301 uses over that ramp needs to be redone. It is the original 1958 bridge and the driving surface looked terrible in the latest GMSV. Surely the cost of realigning US 301 is much smaller than a new bridge.
On the other hand, the AADT for the Exit 12 ramp is 550 while the I-95 ramp to Exit 13 is only 210. In reality the redundant ramp is the Exit 13 ramp...
If I had to pick an exit as being redundant in Virginia it would be Exit 167 on I-81 for US 11 Buchanan. I believe VDOT does want to get rid of this exit and use nearby Exit 168 for the connection to US 11.
QuoteBut when will it need reconstruction? Periodic resurfacing every 15 years or so is all it needs.
Typically, roadbeds need regrading and subbase work every 50-60 years or so. And bridges of the era typically go 50-75 years before they need either significant work or replacement. Continual resurfacing every 15 years or so, without addressing the base, subbase, or bridges, is really just a band-aid.
Quote from: 1995hoo on February 25, 2018, 05:55:42 PM
I always thought the Trent Drive partial interchange from the Durham Freeway (NC-147) seemed unnecessary in view of the full interchange at Fulton Street just west of there. I've always assumed it was built to facilitate access to and from Duke Hospital. (I must admit that even though I think it's an unnecessary pair of ramps, I used to use it often enough because I lived in an apartment on Erwin Road just east of Anderson Street, so those ramps were the fastest way to and from Raleigh.)
https://goo.gl/maps/NvM4vPdwg6J2
For years, that exit was the end of the Durham Freeway, while the interchange with US 15/501 was being built.
Quote from: Mapmikey on February 26, 2018, 09:18:38 AM
If it were me I might close Exit 12 when the bridge US 301 uses over that ramp needs to be redone. It is the original 1958 bridge and the driving surface looked terrible in the latest GMSV. Surely the cost of realigning US 301 is much smaller than a new bridge.
On the other hand, the AADT for the Exit 12 ramp is 550 while the I-95 ramp to Exit 13 is only 210. In reality the redundant ramp is the Exit 13 ramp...
Interesting, I didn't realize it would be that high. Probably because it directly flows into NB US-301. Maybe the original design of I-95 at VA-614 should have omitted that ramp in lieu of letting the older ramp handle that movement. Probably wouldn't take much rehab to keep that bridge in service, given the light traffic and low truck volumes.
I was one of the construction inspectors on the I-95 project that included the interchange at VA-645, Exit 24. We all puzzled over the design of 4 lanes divided on VA-645 in the interchange area. VA-645 probably has less than 200 AADT. There never has been any connecting highway planned that would account for that many lanes. Two lanes with an island with turn lanes would have been fully adequate. The busy interchange at VA-602, Exit 33 is built that way and handles the traffic fine.
Quote from: froggie on February 26, 2018, 09:36:42 AM
QuoteBut when will it need reconstruction? Periodic resurfacing every 15 years or so is all it needs.
Typically, roadbeds need regrading and subbase work every 50-60 years or so. And bridges of the era typically go 50-75 years before they need either significant work or replacement. Continual resurfacing every 15 years or so, without addressing the base, subbase, or bridges, is really just a band-aid.
Did you see my recent "rant" about US-460 between Petersburg and Suffolk and the underlying pavement issues that don't get discussed officially for some reason?
This I-95 ramp carries minimal car and truck volumes in comparison.
Quote from: mrcmc888 on February 25, 2018, 10:43:21 PM
Exits 1A and B on I-275 through Knoxville spring to mind--both are about a quarter mile from each other and serve the exact same area. It would be better to eliminate one because neither are very heavily trafficked.
Ah, that reminds me: I-75 exits 63A-B in Tifton, GA. The traffic volume apparently isn't even high enough to warrant traffic lights at the ends of the ramps, just stop signs. Keep the C/D ramps, I guess, but two exits here are surely overkill.
I am surprised that no one mentioned I-70 at Breezewood, PA.
Quote from: Beltway on February 26, 2018, 10:21:30 AM
Quote from: Mapmikey on February 26, 2018, 09:18:38 AM
If it were me I might close Exit 12 when the bridge US 301 uses over that ramp needs to be redone. It is the original 1958 bridge and the driving surface looked terrible in the latest GMSV. Surely the cost of realigning US 301 is much smaller than a new bridge.
On the other hand, the AADT for the Exit 12 ramp is 550 while the I-95 ramp to Exit 13 is only 210. In reality the redundant ramp is the Exit 13 ramp...
Interesting, I didn't realize it would be that high. Probably because it directly flows into NB US-301. Maybe the original design of I-95 at VA-614 should have omitted that ramp in lieu of letting the older ramp handle that movement. Probably wouldn't take much rehab to keep that bridge in service, given the light traffic and low truck volumes.
I was one of the construction inspectors on the I-95 project that included the interchange at VA-645, Exit 24. We all puzzled over the design of 4 lanes divided on VA-645 in the interchange area. VA-645 probably has less than 200 AADT. There never has been any connecting highway planned that would account for that many lanes. Two lanes with an island with turn lanes would have been fully adequate. The busy interchange at VA-602, Exit 33 is built that way and handles the traffic fine.
I had an explanation all set for the Exit 12 AADT being twice as high as Exit 13 (probably easier to use Exit 12 to get to some stuff on 301 that is just past SR 614). But the reason is more likely this, which also makes having the Exit 13 ramp absolutely worthless. It is illegal to turn left on 614 from the Exit 13 ramp: https://goo.gl/maps/FKjgCdL6TMw
So you can only turn right which leads immediately to 301 (now an unnecessary ramp because Exit 12 does the same thing). You have to use Exit 12 to access SR 614 WB. This fact is not signposted anywhere (it does appear to be legal to make a u-turn at the 614-301 intersection).
The AADT on SR 645 east of I-95 to the metropolis of Henry is all of 90 (misleading as several SRs intersect within the defined segment that have AADTs over 100 each). West of US 301 it is 180. Oddly, the ramps to/from I-95 at SR 645 are all more than that (as high as 460). There is literally nothing at this interchange.
The AADT on SR 602 at Exit 33 between I-95 and US 301 is 5600(!) due to the truck stop and associated services there. I find this area always congested when I exit here and stoplights would probably be beneficial.
Quote from: dfilpus on February 26, 2018, 09:48:00 AM
Quote from: 1995hoo on February 25, 2018, 05:55:42 PM
I always thought the Trent Drive partial interchange from the Durham Freeway (NC-147) seemed unnecessary in view of the full interchange at Fulton Street just west of there. I've always assumed it was built to facilitate access to and from Duke Hospital. (I must admit that even though I think it's an unnecessary pair of ramps, I used to use it often enough because I lived in an apartment on Erwin Road just east of Anderson Street, so those ramps were the fastest way to and from Raleigh.)
https://goo.gl/maps/NvM4vPdwg6J2
For years, that exit was the end of the Durham Freeway, while the interchange with US 15/501 was being built.
Ahhh, thanks. Makes a lot more sense now.
Quote from: Mapmikey on February 26, 2018, 09:18:38 AM
Quote from: Beltway on February 26, 2018, 07:46:12 AM
Quote from: froggie on February 26, 2018, 07:29:57 AM
Quote from: Jmiles32-I-95@US-301 Exit 12 Virginia
Concur (but see below).
Quote from: BeltwayDemolition would have its cost, perhaps at least a half million.
Reconstruction will have its cost as well...likely north of a half-million. No harm in leaving the ramp in place now. But when it comes time for reconstruction talk, removing it should be on the table given the presence of Exit 13 just to the north.
But when will it need reconstruction? Periodic resurfacing every 15 years or so is all it needs.
If it were me I might close Exit 12 when the bridge US 301 uses over that ramp needs to be redone. It is the original 1958 bridge and the driving surface looked terrible in the latest GMSV. Surely the cost of realigning US 301 is much smaller than a new bridge.
On the other hand, the AADT for the Exit 12 ramp is 550 while the I-95 ramp to Exit 13 is only 210. In reality the redundant ramp is the Exit 13 ramp...
If I had to pick an exit as being redundant in Virginia it would be Exit 167 on I-81 for US 11 Buchanan. I believe VDOT does want to get rid of this exit and use nearby Exit 168 for the connection to US 11.
Seems strange that Exit 12 would see more traffic since it's only an off ramp for NB traffic and Exit 13 is a full exit.
I would say that Exit 67 off of I-65 in Franklin, TN was unnecessary; however, the area did grow and it is too difficult to shut it off now. The exit creates a weave hazard with the heavy traffic entering in from Exit 65 and those wanting to exit 67. The traffic moved much smoother prior to the exit opening. There is ample access from both exit 65 and exit 69.
Quote from: Mapmikey on February 26, 2018, 12:59:10 PM
Quote from: Beltway on February 26, 2018, 10:21:30 AM
Quote from: Mapmikey on February 26, 2018, 09:18:38 AM
If it were me I might close Exit 12 when the bridge US 301 uses over that ramp needs to be redone. It is the original 1958 bridge and the driving surface looked terrible in the latest GMSV. Surely the cost of realigning US 301 is much smaller than a new bridge.
On the other hand, the AADT for the Exit 12 ramp is 550 while the I-95 ramp to Exit 13 is only 210. In reality the redundant ramp is the Exit 13 ramp...
Interesting, I didn't realize it would be that high. Probably because it directly flows into NB US-301. Maybe the original design of I-95 at VA-614 should have omitted that ramp in lieu of letting the older ramp handle that movement. Probably wouldn't take much rehab to keep that bridge in service, given the light traffic and low truck volumes.
I was one of the construction inspectors on the I-95 project that included the interchange at VA-645, Exit 24. We all puzzled over the design of 4 lanes divided on VA-645 in the interchange area. VA-645 probably has less than 200 AADT. There never has been any connecting highway planned that would account for that many lanes. Two lanes with an island with turn lanes would have been fully adequate. The busy interchange at VA-602, Exit 33 is built that way and handles the traffic fine.
I had an explanation all set for the Exit 12 AADT being twice as high as Exit 13 (probably easier to use Exit 12 to get to some stuff on 301 that is just past SR 614). But the reason is more likely this, which also makes having the Exit 13 ramp absolutely worthless. It is illegal to turn left on 614 from the Exit 13 ramp: https://goo.gl/maps/FKjgCdL6TMw
So you can only turn right which leads immediately to 301 (now an unnecessary ramp because Exit 12 does the same thing). You have to use Exit 12 to access SR 614 WB. This fact is not signposted anywhere (it does appear to be legal to make a u-turn at the 614-301 intersection).
The AADT on SR 645 east of I-95 to the metropolis of Henry is all of 90 (misleading as several SRs intersect within the defined segment that have AADTs over 100 each). West of US 301 it is 180. Oddly, the ramps to/from I-95 at SR 645 are all more than that (as high as 460). There is literally nothing at this interchange.
The AADT on SR 602 at Exit 33 between I-95 and US 301 is 5600(!) due to the truck stop and associated services there. I find this area always congested when I exit here and stoplights would probably be beneficial.
On GMSV SR-645 looks like a single lane road.
Quote from: Mapmikey on February 26, 2018, 12:59:10 PM
I had an explanation all set for the Exit 12 AADT being twice as high as Exit 13 (probably easier to use Exit 12 to get to some stuff on 301 that is just past SR 614). But the reason is more likely this, which also makes having the Exit 13 ramp absolutely worthless. It is illegal to turn left on 614 from the Exit 13 ramp: https://goo.gl/maps/FKjgCdL6TMw
So you can only turn right which leads immediately to 301 (now an unnecessary ramp because Exit 12 does the same thing). You have to use Exit 12 to access SR 614 WB. This fact is not signposted anywhere (it does appear to be legal to make a u-turn at the 614-301 intersection).
The design would allow left turns, VDOT could remove the sign and allow it if they wanted to.
Quote from: Mapmikey on February 26, 2018, 12:59:10 PM
The AADT on SR 645 east of I-95 to the metropolis of Henry is all of 90 (misleading as several SRs intersect within the defined segment that have AADTs over 100 each). West of US 301 it is 180. Oddly, the ramps to/from I-95 at SR 645 are all more than that (as high as 460). There is literally nothing at this interchange.
There are some farms nearby, but I know of no other businesses within 2 miles.
I would question the official figures for the ramps, however they could be driven by access to US-301 on the west side and the service road F-315 on the east side, traffic that doesn't use the 2-lane portions of VA-645 to the west and east.
Quote from: Mapmikey on February 26, 2018, 12:59:10 PM
The AADT on SR 602 at Exit 33 between I-95 and US 301 is 5600(!) due to the truck stop and associated services there. I find this area always congested when I exit here and stoplights would probably be beneficial.
Definitely a number of major businesses nearby.
I-65 in Indiana.
I can't figure out why exit 16 was ever necessary to begin with but now it has truck stops so it has become necessary.
Exit 36 really doesn't serve any areas not already served by exits 34 and 41.
The new exit 97 doesn't seem necessary now but this is a high growth area so perhaps it will grow into necessity.
Quote from: 1 on February 25, 2018, 01:31:15 PMI nominate Exit 46 on I-95 and Exit 23C on I-495, both in Massachusetts. The first one is served by exits 44 and 50, and the second is to a group of minor streets.
SectorZ countered your nomination of I-495's Exit 23C; I will countermand your nomination of Exit 46 off I-95 southbound... mainly due to its present usage & history regarding how such came to be.
For those heading towards Boston south along I-95, Exit 46 onto US 1 South provides a shorter, smoother transition (with two lanes) than Exit 44 does. The latter involves a longer, single-lane movement with a cloverleaf ramp. Prior to 1988, the latter (Exit 44, formerly Exit 30) exited off
just MA 128 southbound and not I-95. From 1975 to 1988, I-95 exited off MA 128 via the US 1 interchange (Exit 44, formerly Exit 30) and followed US 1 to the current Exit 46 location.
While one can use Exit 50 further north to do the same objective without too much fuss; one encounters a lower posted speed limit sooner as well as a higher frequency of vehicles entering & exiting the various businesses along US 1. Such is the main reason why the signage for Exit 50 (current & previous generations) does not include
Boston in it for its US 1 listing. OTOH, Exit 50 from I-95 South to US 1 South serves as a means of connecting to either MA 62 & 114. Such would've been the case
regardless of whether or not I-95 being built inside of MA 128.
The original plan for Exit 46 was to feature the
opposite ramp movements of what's presently there (I-95 North to US 1 North/US 1 South to I-95 South) but the cancellation of building I-95 inside MA 128 rendered building such in that manner as unnecessary. Since a portion of I-95 between Exit 50 and just south of the Lowell St. overpass was already constructed (during the late 60s/early 70s) and a redesigned interchange design w/MA 128 (the original design would've resembled the original Canton I-95/MA 128 cloverleaf w/a flyover ramp layout) was still years away; a
temporary connection to US 1 at this location (current Exit 46) was provided.
So while the three exit ramps (50, 46 & 44) off I-95 South may appear redundant on paper; each serves a unique and specific purpose in reality.
US-64(Future I-87) has about 7 interchanges through Rocky Mount. Of those interchanges Exit 470(NC-97/Atlantic Ave.) seems the most unnecessary.
Quote from: Jmiles32 on February 25, 2018, 03:23:00 PM
Some more:
-I-70@South Street Exit 55 Maryland
https://www.google.com/maps/@39.4016504,-77.3883082,2600m/data=!3m1!1e3?hl=en&authuser=0
This exit is obviously meant to serve an Industrial center but with Exits 54 and 56 nearby, it's not really necessary.
-I-40@Rock Barn Road Exit 133 North Carolina
https://www.google.com/maps/@35.7239037,-81.1801695,3284m/data=!3m1!1e3?hl=en&authuser=0
Exit 135 and a newly built exit 132 make this interchange redundant.
It's really only there because at one time, before Spring 1977, it was the start of a gap in I-40 through the Conover/Hickory area (that's why there is a sign that says TO US 70/TO Business US 321 Conover). I looked at some townhouses off that road one time, but it was a terrible neighborhood.
I-196 exit 72: https://www.google.com/maps/@42.9304636,-85.7315023,15.67z?hl=en-US (also a partial interchange to boot)
I-96 exit 76: https://www.google.com/maps/@42.8612986,-84.9112286,16.38z?hl=en-US
Quote from: Hurricane Rex on February 26, 2018, 02:33:31 AM
OR 217:
Exit 1, Walker Road, 500 feet North of exit 2 even though if you remove it, it won't decrease access a bunch
Exit 3, Denny road, although I call for its removment due to low traffic levels, ODOT has in its plan to build a collecter road to exit 2B, Allen road (750 feet north).
Exit 7, 72nd avenue. Need to go north? Use exit 6 as its quicker. South? I-5 exit 291 is also faster. Lowes customers are the only exception.
US 26: none.
I-5: none
I-84: take your pick of 2 exits along that stretch due to low traffic levels exiting (except exit 2).
I-205: none (stretching it a little)
Thats it for Portland.
I-84 has the problem of not having enough exits, particularly westbound, from the constraints of having the UP line and the MAX line on the north flank of the freeway.
Quote from: Hurricane Rex on February 26, 2018, 02:33:31 AM
OR 217: Exit 1, Walker Road; Exit 3, Denny road; Exit 7, 72nd avenue.
I couldn't agree with you more. These three exits (and frankly 2B, only because the southbound off-ramp is far too close to the 2A on-ramp) should be shut down ASAP...
QuoteUS 26: none.
Jackson School Road and Dersham Road/Mountaindale Road are rather unnecessary. Very low usage...just funnel the traffic into North Plains or Banks.
Also the Wilshire Exit, which is on the Oregon 217 NB to US 26 EB ramp, is unnecessary. At least with the last intersection project, ODOT removed that foolish entrance (I won't call it an on-ramp, because it actually had a STOP sign and was a right turn right onto the freeway!)
QuoteI-5: none
In the Portland Metro area, Haines (Atlanta Street) would definitely make my list, as well as Taylors Ferry Road NB, Corbett Avenue NB, and Barbur Boulevard SB - all three of these are off-ramps only. But since they only help reduce, not add, traffic volumes, why not...?
Between Salem and Albany, the North Jefferson (old Oregon 99E) interchange could be easily combined with Ankeny Hill; Talbot Road is very low traffic and could use the Ankeny Hill/North Jefferson exit; and Dever-Connor is also low traffic and could be re-directed to South Jefferson/Millersburg.
QuoteI-84: take your pick of 2 exits along that stretch due to low traffic levels exiting (except exit 2).
From purely a traffic management perspective, I would eliminate the Sandy/Halsey/37th and 33rd Avenue westbound on-ramps. They are both within two miles of the I-5 split, and traffic is notoriously backed up there nearly 24/7 (okay, that's exaggerating it, but it's bad). Traffic destined for NB I-5 could easily get on at Broadway; however traffic headed for I-5 SB would have a difficult time altogether. They'd either have to backtrack east, use the notorious Rose Garden onramp (just north of I-84), go into downtown and use the Harbor Drive ramp, use the Ross Island Bridge, or go east and use I-205 rather than I-5. But, since it's Portland, and everyone in Portland hates cars/loves mass transit and bikes, it should not be a huge problem.
QuoteI-205: none (stretching it a little)
I'll bite. 82nd Drive. Although that is really stretching it in terms of "useless" as I love using that ramp, and I'm sure the good folks of Gladstone much rather not have to drive into Oregon City and use the awful 99E ramp.
In the northern suburbs of Syracuse, Exit 11 of Route 481 consists of only one exit ramp with no return on-ramp. IMO, this exit should either be eliminated or have a return on-ramp added.
My nomination for Virginia would be the Douglasdale Rd exit on the Powhite Pkwy in Richmond. Seriously, why pay a toll to exit (SB) or enter (NB) when you can do it for free VERY close by via I-195 & Rosewood/Idlewood Ave :hmmm:
Quote from: plain on February 28, 2018, 10:25:40 PM
My nomination for Virginia would be the Douglasdale Rd exit on the Powhite Pkwy in Richmond. Seriously, why pay a toll to exit (SB) or enter (NB) when you can do it for free VERY close by via I-195 & Rosewood/Idlewood Ave :hmmm:
It is more convenient to the immediate area, it is a half mile on city streets to those I-195 ramps. The toll is low at 20 cents. The City Stadium and whatever was planned at this site would have been a big enough traffic generator that all those local ramps would have been needed.
Quote from: ftballfan on February 27, 2018, 09:27:27 AM
I-196 exit 72: https://www.google.com/maps/@42.9304636,-85.7315023,15.67z?hl=en-US (also a partial interchange to boot)
I-96 exit 76: https://www.google.com/maps/@42.8612986,-84.9112286,16.38z?hl=en-US
I'm not sure if I'd consider the Portland exit you mentioned as unnecessary it seems to serve the center of town pretty good.
One place I have in mind is I-290 in Chicago, along the stretch where Van Buren Street and Congress Parkway are the frontage roads. I'd eliminate the entrances and exits between Sacramento Boulevard and Ashland Avenue, as well as those at Racine Avenue to the east.
The Rapid-Fire ramps on I-90/I-94 are a more complicated matter, mainly because they serve three one-way couplets (Randolph Street/Washington Boulevard, Madison Street/Monroe Street, Adams Street/Jackson Boulevard), all of which connect the Loop to the West Side.
In the Seattle area, I-405 has an exit serving Sunset Boulevard, a connector between Park Drive and Bronson Way, both of which also have interchanges with I-405. Granted, Sunset is only a half-interchange, but I'd still eliminate the NB entrance while keeping the SB exit, since there is none at Bronson.
In Rhode Island, the U-Turn ramp from I-295 NB to 295 SB, at the US-6 interchange in Johnston. I know it was originally intended for use as a ramp to unbuilt I-84, but still having it open and maintained seems pointless, since there are interchanges about every 2 miles or so on 295 if you really need to turn around.
Quote from: Henry on March 01, 2018, 10:02:39 AM
One place I have in mind is I-290 in Chicago, along the stretch where Van Buren Street and Congress Parkway are the frontage roads. I'd eliminate the entrances and exits between Sacramento Boulevard and Ashland Avenue, as well as those at Racine Avenue to the east.
The Rapid-Fire ramps on I-90/I-94 are a more complicated matter, mainly because they serve three one-way couplets (Randolph Street/Washington Boulevard, Madison Street/Monroe Street, Adams Street/Jackson Boulevard), all of which connect the Loop to the West Side.
In the Seattle area, I-405 has an exit serving Sunset Boulevard, a connector between Park Drive and Bronson Way, both of which also have interchanges with I-405. Granted, Sunset is only a half-interchange, but I'd still eliminate the NB entrance while keeping the SB exit, since there is none at Bronson.
There is one exit in that stretch on the Ike that I can remember and it's the one between California and Western where you have cars getting off and getting on using the same ramp. I don't think it's really a dangerous ramp but a confusing one. And I know what you are talking about there are three exits in a row just east of there. The way I'd have it and I'd do this in Detroit downtown where I-75 goes between itself and the Lodge is have one off ramp where it starts and an on ramp where it ends and vice versa in the other direction, you can use the service drive to move parallel with the expressway. Having too many exits and on ramps in that area causes the traffic problems that occur in that area along with the Circle Interchange and the Circle messes up both expressways, the Ike and the Kennedy/Dan Ryan combo.
As far as the Rapid-Fire ramps go, without a service drive being there that'd be a difficult one to revamp and with all the one way streets I'd just leave that one the way it is.
Quote from: sp_redelectric on February 27, 2018, 09:39:35 PM
Quote from: Hurricane Rex on February 26, 2018, 02:33:31 AM
QuoteUS 26: none.
Jackson School Road and Dersham Road/Mountaindale Road are rather unnecessary. Very low usage...just funnel the traffic into North Plains or Banks.
Jackson School Rd gets more use than you'd think, both for downtown Hillsboro use and as access to Forest Grove.
Dersham Rd could be extraneous, but I'd rather do away with the Mountaindale Rd at-grade crossing at Tillamook Junction.
Regarding the US-26/Jackson School Road interchange between Hillsboro and North Plains, it might have initially seemed somewhat questionable to add it, after the nasty at-grade was done away with there, but it's proven its utility. First off, it's actually pretty well spaced--Exit 59, with the nearest exits being Brookwood Pkwy/Helvetia Rd (Exit 61) and Glencoe Road/North Plains (Exit 57).
Google Maps actually routes traffic headed from points east on US-26 toward Forest Grove/Cornelius down Jackson School Rd to Scotch Church Rd/Zion Church Rd, as it's slightly shorter mileage-wise than Glencoe to Zion Church (though often about the same time-wise). Additionally, it's quicker to get to Downtown Hillsboro that way than to take Glencoe--which involves a 2-mile backtrack--plus it's quicker to get to Intel's Jones Farm Campus than via Brookwood. North Plains is also putting a ton of houses near the Jackson School/West Union intersection north of 26 as well.
Personally, frequenting that area on a near-daily basis, the route I take depends on a variety of factors, including avoiding all the lost slowpokes (half of whom have Washington plates, inexplicably) who do 45 or less on Zion Church/Cornelius-Schefflin. My preference had been to take Scotch Church to Jackson School heading eastbound, to avoid the "ARCO brakes" at North Plains (that shared right turn lane that goes to both the ARCO station on Glencoe and the onramp to 26 EB is an accident waiting to happen), but Glencoe to Zion Church when heading westbound, as the new roundabout at Jackson School/Scotch Church/Meek inexplicably has an annoyingly tight radius for the right turn from Jackson School southbound onto Scotch Church. Lately, I've just been doing Glencoe both ways, though.
Regarding Dersham, I have taken it a few times just to try it as an alternative to Glencoe and Jackson School, sometimes when I've been particularly frustrated with the Corn-Scheff slowpokes. If Washington County were to do some re-alignment in the area, to get rid of some of the sharp curves and directly connect Kerkman Road with Dersham, it'd probably actually become a preferred route for 26-to-Forest Grove travel, but that's not anywhere on the radar, to my knowledge. I suspect most of the reason the exit exists is the Pacific Fiber Products plant on Vadis Road, right past the T-intersection south of the 26 ramps on Dersham, which would be a pain in the butt to get to without that exit.
The Mountaindale at-grade absolutely needs to go, though. It's pretty much the only thing keeping US-26 from Portland to the OR-6 junction from being Interstate-grade.
As far as OR-217 goes, that's a weaving nightmare, and I agree with many of the suggestions mentioned already. I'm actually a little more partial to the Walker exit, as it allows one to bypass the traffic nightmare that Canyon can be sometimes, and it's the one part of the highway that ODOT actually seems to care about, adding enough lanes to mitigate the weaving issues. Really, they ought to look long-term at trying to make OR-217 work something like the part of Arizona Loop 101 through Tempe and Chandler, with the frontage roads the whole way, but ODOT and their handlers are a joke compared to ADOT.
Interstate 76.
One could argue that there are too many exits right after the bridge taking you to the sports complex, but they are needed on sporting event days to spread the traffic between South Broad St, Packer Avenue, and S Darien Street. With the Packer Ave exit being more for trucks than parking. I am not complaining about these exits, just bringing them up before someone else complains about them. I've delivered in that area in the semi, right next to Lincoln Financial Field, home of the superbowl champions known as the Eagles.
There is one exit in particular that I think humanity could do without forever along i76 in Philly that is extremely dumb and dangerous. Exit 346C. https://www.google.com/maps/@39.9274948,-75.1954556,3a,75y,336.66h,93.27t/data=!3m6!1e1!3m4!1sSRYKMLsHRvEP_OOuDI5CCw!2e0!7i13312!8i6656 An exit that is little more than just a cut in the side barrier.
The Exit itself is dangerous, and should be able to be removed without much issue. Yes it would be slightly worse if you lived along that stretch of interstate, but you can just use the one way grid to get back.
For me, I'm gonna argue Exit 348 on the Schuylkill Expressway/I-76. Note that I'm not a local, but I'm using mere conjecture.
Now sure, it is easy access to Penrose Avenue, but you could take exit 347 (Passyunk/Oregon Avenues) and then travel down South 26th Street. Also, Passyunk intersects with PA 291 (as Essington Avenue), so this is a much faster way to travel west on PA 291, which is where most people are going (typically to access I-95). Now if you want to travel into the city, these two roads both connect to Broad Street, or you can use Exit 349.
Quote from: noelbotevera on March 03, 2018, 10:17:21 AM
For me, I'm gonna argue Exit 348 on the Schuylkill Expressway/I-76. Note that I'm not a local, but I'm using mere conjecture.
Now sure, it is easy access to Penrose Avenue, but you could take exit 347 (Passyunk/Oregon Avenues) and then travel down South 26th Street. Also, Passyunk intersects with PA 291 (as Essington Avenue), so this is a much faster way to travel west on PA 291, which is where most people are going (typically to access I-95). Now if you want to travel into the city, these two roads both connect to Broad Street, or you can use Exit 349.
The problem is that 348 is used by northbound 95 traffic to access the bridge. 95 has a partial interchange with 76 at the bridge. PA291 to Schuylkill is the only way to access it without using South Broad. That is the main use that ramp has going north, going south i think that might just be useful as a bypass of the stadium area, which has been the stadium area since 1968 when they built the Spectum, 1971 when they built veteran's stadium...etc
Generally, I advocate more exits, not less.
However, I've thought about this one (https://www.google.com/maps/@43.1497223,-77.5412272,15.83z) (NY 590 and Blossom Road) quite a bit recently. I think it could certainly be done without. While it's handy at times, its location (squished between two much more important strategic interchanges) also makes it detrimental to flow on the 590.
I would say the north US 65 exit in Albert Lea, MN is. Everything can be rerouted to the County Road 46 (old US 16) exit and it would probably make the I-90 interchange to the north safer.
I always thought the exit for I-95 North off of FL 528 near Cocoa, FL was redundant of the FL 407 exit as it is the better connection to I-95 anyway. Originally it was not there and the FL 528 and I-95 cloverleaf was a partial interchange missing that movement along with WB 528 to SB I-95 (using FL 524) and NB I-95 to EB FL 528 (also using FL 524) which were Breezewoods.
However, if it were not for Port St. John did not have an exit on I-95 north of FL 528 and south of FL 407 it would be totally useless.
Also in MD where the Baltimore-Washington Parkway meets MD 193 there are two exits serving that same roadway. I am guessing, though that it may have to do with I-95/495 having direct access to MD 193, but all you have to do it merge onto the BW Parkway and take the first right.
Quote from: roadman65 on March 03, 2018, 10:47:53 PM
I always thought the exit for I-95 North off of FL 528 near Cocoa, FL was redundant of the FL 407 exit as it is the better connection to I-95 anyway. Originally it was not there and the FL 528 and I-95 cloverleaf was a partial interchange missing that movement along with WB 528 to SB I-95 (using FL 524) and NB I-95 to EB FL 528 (also using FL 524) which were Breezewoods.
However, if it were not for Port St. John did not have an exit on I-95 north of FL 528 and south of FL 407 it would be totally useless.
It does provide access to I-95 to the Port St. John Parkway. I have seen planning maps that show the planned St. Johns Heritage Parkway extending from the Melbourne area up to and connecting seamlessly into the Port St. John Parkway, and the Port St. John Parkway being extended to US-1. This new highway is planned as an at-grade limited access highway, so it will have intersections to provide access to developed areas.
Quote from: SteveG1988 on March 03, 2018, 03:31:02 PM
Quote from: noelbotevera on March 03, 2018, 10:17:21 AM
For me, I'm gonna argue Exit 348 on the Schuylkill Expressway/I-76. Note that I'm not a local, but I'm using mere conjecture.
Now sure, it is easy access to Penrose Avenue, but you could take exit 347 (Passyunk/Oregon Avenues) and then travel down South 26th Street. Also, Passyunk intersects with PA 291 (as Essington Avenue), so this is a much faster way to travel west on PA 291, which is where most people are going (typically to access I-95). Now if you want to travel into the city, these two roads both connect to Broad Street, or you can use Exit 349.
The problem is that 348 is used by northbound 95 traffic to access the bridge. 95 has a partial interchange with 76 at the bridge. PA291 to Schuylkill is the only way to access it without using South Broad. That is the main use that ramp has going north, going south i think that might just be useful as a bypass of the stadium area, which has been the stadium area since 1968 when they built the Spectum, 1971 when they built veteran's stadium...etc
Prior to the completion of the Girard Point Bridge (95) that exit (and entrance) was the primary route to and from the Walt Whitman Bridge to the airport. Even after the bridge was completed, there was a gap in 95 for many years around the airport with southbound 95 abruptly dumping off onto Enterprise Avenue just south of the bridge. Enterprise, Island Avenue and 291 served as the temporary 95 - I remember it well - especially the Enterprise Ave. section - when I was a kid. We actually used exit 348 and the Pennrose Avenue Bridge (now known as the Platt Bridge) just as much as 95 to get to the airport area until the gap was completed. I would assume it's still well used as an alternate route to and from the airport and it is much more direct than using exit 347 as mentioned above.
Steve - The Whitman has direct access from northbound 95 via exit 19 - I assume that's the bridge you're referring to. Pennrose is still a good alternate though.
I-295 Exit 7 in RI. A relatively new exit that is labeled for the RI Resource Recovery plant. Doesn't lead to much, and you can only go in one direction from the exit.
I-84 Exit 13 in CT. A partial interchange that leads to River Rd, an ancient routing of US 6 that runs along the Housatonic River, and little else. You can access the Southbury business district, but the next 2 exits are much better options.
I-84 Exit 36 in CT. Only exists because of Stanley Black & Decker HQ, which could be just as easily accessed from the Fienemann Rd. exit. Used to be a shopping plaza off the exit, but now it's mostly residential.
CT 2 Exit 5B EB. Pretty much empties into a housing project, and it's a partial interchange. You can get to Main St, but establishments can be reached easier off of Exit 5A or 5C
I can't think of any in the Buffalo area. In Utica though, I-790 interchanges with Genesse St twice in the same direction, but maybe it's to decrease weaving.
The interchange in question has been modified many times over though.
Quote from: roadman65Also in MD where the Baltimore-Washington Parkway meets MD 193 there are two exits serving that same roadway. I am guessing, though that it may have to do with I-95/495 having direct access to MD 193, but all you have to do it merge onto the BW Parkway and take the first right.
You would overload the loop ramp coming directly off the northbound BW Pkwy to 193 if you closed the ramp to 193 coming from the Beltway's Outer Loop. A fair bit of traffic coming north on the Beltway and heading to NASA Goddard. Not what I would call an "unnecessary" exit.
Another N.C one: US-220@BUS.I-85/US-70/US-29 in Greensboro
https://www.google.com/maps/@36.0219251,-79.8113185,4297m/data=!3m1!1e3?hl=en
Obviously back when this interchange was originally constructed it was extremely necessary. Nowadays thanks to the Southern Greensboro bypass and a couple of other exits in close proximity, this interchange is more or less redundant. However unless this interchange has a high crash rate or something(doubtful), I see no reason why NCDOT would need to get rid of it.
Quote from: Jmiles32 on March 04, 2018, 12:05:35 PM
Another N.C one: US-220@BUS.I-85/US-70/US-29 in Greensboro
https://www.google.com/maps/@36.0219251,-79.8113185,4297m/data=!3m1!1e3?hl=en
Obviously back when this interchange was originally constructed it was extremely necessary. Nowadays thanks to the Southern Greensboro bypass and a couple of other exits in close proximity, this interchange is more or less redundant. However unless this interchange has a high crash rate or something(doubtful), I see no reason why NCDOT would need to get rid of it.
It serves as an exit for motorists going from/to:
1. I-85 North to I-73/US 220 South (at the Loop interchange, there is no direct access between I-85 North and I-73/US 220 South unless you take the Business 85 North exit to US 220 South, or exit 119 ramp and go across Groometown Rd, in which you will gain access to I-73 South)
2. US 220 South going to I-85 South (via Business I-85/US 29-70 as there is no direct access between I-73/US 220 South and I-85 South as you can see in the maps, just to the south of the current interchange you mentioned)
3. From I-85 South to Business I-85/US 29-70 North via US 220 North as there is no direct access from I-85 South to Business I-85 North, instead you must use US 220 North exit, as the I-85/Business 85 interchange to the west is a "Y" partial interchange
4. I-73/US 220 North to I-85 South, via Business I-85/US 29-70 as there is no direct access from I-73/US 220 North to I-85 South (you must remain on US 220 to the Business 85 interchange, or take the I-73 North exit to Groometown Rd exit, across it to gain access to I-85 South)
That interchange is a part of a maze, but that exit plays a important connecting route between I-85, I-73, Business I-85, and US 29/70/220/421, thus necessary at this time.
Quote from: Strider on March 04, 2018, 03:46:02 PM
Quote from: Jmiles32 on March 04, 2018, 12:05:35 PM
Another N.C one: US-220@BUS.I-85/US-70/US-29 in Greensboro
https://www.google.com/maps/@36.0219251,-79.8113185,4297m/data=!3m1!1e3?hl=en
Obviously back when this interchange was originally constructed it was extremely necessary. Nowadays thanks to the Southern Greensboro bypass and a couple of other exits in close proximity, this interchange is more or less redundant. However unless this interchange has a high crash rate or something(doubtful), I see no reason why NCDOT would need to get rid of it.
It serves as an exit for motorists going from/to:
1. I-85 North to I-73/US 220 South (at the Loop interchange, there is no direct access between I-85 North and I-73/US 220 South unless you take the Business 85 North exit to US 220 South, or exit 119 ramp and go across Groometown Rd, in which you will gain access to I-73 South)
4. I-73/US 220 North to I-85 South, via Business I-85/US 29-70 as there is no direct access from I-73/US 220 North to I-85 South (you must remain on US 220 to the Business 85 interchange, or take the I-73 North exit to Groometown Rd exit, across it to gain access to I-85 South)
For the very few motorists making this movement wouldn't either I-74 or NC-62 be a more logical option?
Quote from: Strider on March 04, 2018, 03:46:02 PM
2. US 220 South going to I-85 South (via Business I-85/US 29-70 as there is no direct access between I-73/US 220 South and I-85 South as you can see in the maps, just to the south of the current interchange you mentioned)
Anyone on US-220 southbound is coming from either I-40 or Freeman Mill road. If from I-40 one could easily go to the I-73 portion of Southern Greensboro bypass. If from Freeman Mill road then they could easily go over to nearby Randleman Road which has a direct exit with Business I-85/US-29-70.
Quote from: Strider on March 04, 2018, 03:46:02 PM
3. From I-85 South to Business I-85/US 29-70 North via US 220 North as there is no direct access from I-85 South to Business I-85 North, instead you must use US 220 North exit, as the I-85/Business 85 interchange to the west is a "Y" partial interchange
Taking Exit 126B or 124 on southbound I-85 would seem to also accomplish this movement.
In the Phoenix area, from westbound US 60, "Old West Hwy" exit follows the alignment of the former highway, but is unnecessary as the Westbound exit ramp to Goldfield Road ultimately serves the same purpose:
https://goo.gl/maps/2wG2tPd3KXp
Quote from: Jmiles32 on March 04, 2018, 04:20:58 PM
Quote from: Strider on March 04, 2018, 03:46:02 PM
Quote from: Jmiles32 on March 04, 2018, 12:05:35 PM
Another N.C one: US-220@BUS.I-85/US-70/US-29 in Greensboro
https://www.google.com/maps/@36.0219251,-79.8113185,4297m/data=!3m1!1e3?hl=en
Obviously back when this interchange was originally constructed it was extremely necessary. Nowadays thanks to the Southern Greensboro bypass and a couple of other exits in close proximity, this interchange is more or less redundant. However unless this interchange has a high crash rate or something(doubtful), I see no reason why NCDOT would need to get rid of it.
It serves as an exit for motorists going from/to:
1. I-85 North to I-73/US 220 South (at the Loop interchange, there is no direct access between I-85 North and I-73/US 220 South unless you take the Business 85 North exit to US 220 South, or exit 119 ramp and go across Groometown Rd, in which you will gain access to I-73 South)
4. I-73/US 220 North to I-85 South, via Business I-85/US 29-70 as there is no direct access from I-73/US 220 North to I-85 South (you must remain on US 220 to the Business 85 interchange, or take the I-73 North exit to Groometown Rd exit, across it to gain access to I-85 South)
For the very few motorists making this movement wouldn't either I-74 or NC-62 be a more logical option?
Quote from: Strider on March 04, 2018, 03:46:02 PM
2. US 220 South going to I-85 South (via Business I-85/US 29-70 as there is no direct access between I-73/US 220 South and I-85 South as you can see in the maps, just to the south of the current interchange you mentioned)
Anyone on US-220 southbound is coming from either I-40 or Freeman Mill road. If from I-40 one could easily go to the I-73 portion of Southern Greensboro bypass. If from Freeman Mill road then they could easily go over to nearby Randleman Road which has a direct exit with Business I-85/US-29-70.
Quote from: Strider on March 04, 2018, 03:46:02 PM
3. From I-85 South to Business I-85/US 29-70 North via US 220 North as there is no direct access from I-85 South to Business I-85 North, instead you must use US 220 North exit, as the I-85/Business 85 interchange to the west is a "Y" partial interchange
Taking Exit 126B or 124 on southbound I-85 would seem to also accomplish this movement.
Maybe. I live in the town and have been all over these areas, that interchange is necessary in Greensboro area.
Quote from: Roadrunner75 on March 03, 2018, 11:57:51 PM
Quote from: SteveG1988 on March 03, 2018, 03:31:02 PM
Quote from: noelbotevera on March 03, 2018, 10:17:21 AM
For me, I'm gonna argue Exit 348 on the Schuylkill Expressway/I-76. Note that I'm not a local, but I'm using mere conjecture.
Now sure, it is easy access to Penrose Avenue, but you could take exit 347 (Passyunk/Oregon Avenues) and then travel down South 26th Street. Also, Passyunk intersects with PA 291 (as Essington Avenue), so this is a much faster way to travel west on PA 291, which is where most people are going (typically to access I-95). Now if you want to travel into the city, these two roads both connect to Broad Street, or you can use Exit 349.
The problem is that 348 is used by northbound 95 traffic to access the bridge. 95 has a partial interchange with 76 at the bridge. PA291 to Schuylkill is the only way to access it without using South Broad. That is the main use that ramp has going north, going south i think that might just be useful as a bypass of the stadium area, which has been the stadium area since 1968 when they built the Spectum, 1971 when they built veteran's stadium...etc
Prior to the completion of the Girard Point Bridge (95) that exit (and entrance) was the primary route to and from the Walt Whitman Bridge to the airport. Even after the bridge was completed, there was a gap in 95 for many years around the airport with southbound 95 abruptly dumping off onto Enterprise Avenue just south of the bridge. Enterprise, Island Avenue and 291 served as the temporary 95 - I remember it well - especially the Enterprise Ave. section - when I was a kid. We actually used exit 348 and the Pennrose Avenue Bridge (now known as the Platt Bridge) just as much as 95 to get to the airport area until the gap was completed. I would assume it's still well used as an alternate route to and from the airport and it is much more direct than using exit 347 as mentioned above.
Steve - The Whitman has direct access from northbound 95 via exit 19 - I assume that's the bridge you're referring to. Pennrose is still a good alternate though.
I know there is a crappy 95 connection there, i always forget what way it is...and get stuck trying to figure my way out, i rarely go into that part of Philadelphia, I only go there for the Ikea.
(edit)
Okay, it's 76 east to 95 north, I had to look at the map again. I rarely make that connection. Had to run up 95 to get to something versus going through NJ.
In New Jersey on I-80 east of the Delaware River you have two exits for a frontage road. The first is a ramp to access a tourist information center. The second is access to an underpass at the end of the frontage road that goes under the freeway to serve a parking area for a Trail Head.
The second could be eliminated so the first ramp could serve both functions. Also the second has a very shallow end where to make a left turn at the end of the ramp requires you to look hard and right to see if traffic is coming from the right.
The reason for all these substandard and redundant ramps is from when I-80 was US 611 and NJDOT never upgraded its exit ramps there for interstate quality.
I know its the Research Triangle Park, but does it really need so many exits? I-40@ South Miami Blvd(Exit 281)stands the most out as unnecessary IMO.
https://www.google.com/maps/@35.8868505,-78.8514267,7000m/data=!3m1!1e3?hl=en
Quote from: Jmiles32 on March 08, 2018, 10:01:21 PM
I know its the Research Triangle Park, but does it really need so many exits? I-40@ South Miami Blvd(Exit 281)stands the most out as unnecessary IMO.
https://www.google.com/maps/@35.8868505,-78.8514267,7000m/data=!3m1!1e3?hl=en
I don't think I've ever seen so many parclos all next to each other, especially the folded diamond variety. Out west, that design is mostly used when a railroad track runs next to the road, preventing a standard diamond from being built.
Quote from: Jmiles32 on March 08, 2018, 10:01:21 PM
I know its the Research Triangle Park, but does it really need so many exits? I-40@ South Miami Blvd(Exit 281)stands the most out as unnecessary IMO.
https://www.google.com/maps/@35.8868505,-78.8514267,7000m/data=!3m1!1e3?hl=en
Not sure why this section have 3 close folded diamonds next to each other. That would cause weaving issues. I'd close the Davis Dr. (Exit 280) and Page Rd (Exit 282) interchanges as you can now access them by just going south on Toll NC 147 and exit there.
Quote from: Strider on March 10, 2018, 01:27:11 AM
Quote from: Jmiles32 on March 08, 2018, 10:01:21 PM
I know its the Research Triangle Park, but does it really need so many exits? I-40@ South Miami Blvd(Exit 281)stands the most out as unnecessary IMO.
https://www.google.com/maps/@35.8868505,-78.8514267,7000m/data=!3m1!1e3?hl=en
Not sure why this section have 3 close folded diamonds next to each other. That would cause weaving issues. I'd close the Davis Dr. (Exit 280) and Page Rd (Exit 282) interchanges as you can now access them by just going south on Toll NC 147 and exit there.
Exit 282 Page Rd was a traditional diamond until I-540 was built
Exit 281 Miami Blvd has a railroad parallel and adjacent
Exit 280 Davis Dr could be this way due to: 1) Burdens Creek 2) Deference to the property of the RTP entity on the NW side which was there in the 1972 aerial 3) spacing with respect to the NC 147 interchange 4) none of these
There are a few exits in the Detroit area that could be closed without much problem. I-94 exit 200 is the big one in my book. It's a partial interchange with left entrances and the movements at that interchange can easily be done at exits 199 or 202. I could see I-94 exit 211B closed as well as it's extremely close to existing exit 212.
I think exit 11 on I-59 in Louisiana, the exit is at the border with Mississippi. From the looks of things though it doesn't look like the exit serves anything.
^ An aggregate company, a wildlife refuge, and a few local access spots. But it's needed because those locations have no other road access to the outside world and it was deemed cheaper to build interchange ramps at I-59 (since I-59 is bridged there anyway because of the Pearl River) than it would have been to build a local bridge across the Pearl River or drain/fill additional wetlands to build a frontage road from Exit 5B.
Quote from: ftballfan on March 11, 2018, 02:05:51 PM
There are a few exits in the Detroit area that could be closed without much problem. I-94 exit 200 is the big one in my book. It's a partial interchange with left entrances and the movements at that interchange can easily be done at exits 199 or 202. I could see I-94 exit 211B closed as well as it's extremely close to existing exit 212.
and Exit 231 in Macomb County (Gratiot Ave). Traffic for NB Gratiot (or the 13 Mile and Gratiot Area) can use exit 232 (Little Mack).
Quote from: cwf1701 on March 13, 2018, 04:34:41 PM
Quote from: ftballfan on March 11, 2018, 02:05:51 PM
There are a few exits in the Detroit area that could be closed without much problem. I-94 exit 200 is the big one in my book. It's a partial interchange with left entrances and the movements at that interchange can easily be done at exits 199 or 202. I could see I-94 exit 211B closed as well as it's extremely close to existing exit 212.
and Exit 231 in Macomb County (Gratiot Ave). Traffic for NB Gratiot (or the 13 Mile and Gratiot Area) can use exit 232 (Little Mack).
Exit 231 appears to get a lot of use; way more than 200 or 211B
Exit 14 off the Atlantic City Expressway.
The exit only goes eastbound and was meant to accommodate traffic going to the Atlantic City Race Course, but the track's fortunes went south when gambling came to Atlantic City. CR 670 itself does provide easy access to the Sears wing of the Hamilton Mall and the Toys-R-Us and Walmart nearby, but that traffic could be handled by a widened CR 575 at exit 12, and most of the traffic destined for those places aren't coming from places that necessitate the Expressway.
I've said it before and I'll say it again; Exit 23 on the Southern State Parkway.
Also if NYSDOT ever gets rid of the Oakdale Merge, they should also get rid of Exit 47A and merge Oakdale-Bohemia Road and Locust Avenue both as Exit 48.
In Dayton, OH, there is an exit off of SB I-75 to Neff Rd, which is a small, neighborhood street. It is small spur ramp that comes off of the exit ramp to larger Wagner Ford Rd. My guess is that the road was just there so they made a connection. Instead, they should have just started the ramp to Wagner Ford further down the highway to save some money.
Also, in downtown Cincinnati, and exit off of WB US 50 (Sixth Street Expressway) to Gest St. This exit is very close to a nearby Linn St/Dalton Ave exit, and in fact, Linn St and Gest St intersect twice, just two blocks in either direction from either exit. The only possible reason for an exit to Gest is the fact that it is a left side exit which is more easily accessible to traffic merging on to US 50 from NB I-71/I-75 or SB I-71.
US-23 (MI) exit 15 (Lloyd Rd). Just a NB offramp and SB onramp which happen to be separated by 3/4 mile (and there are full interchanges less than two miles in either direction)
I was in Waco, TX this weekend and saw a couple of I-35 exits that might qualify. In both cases, they seemed to be preceded or followed in 1/4 mile by a better exit.
NB I-35: Exit 333B 24th-19th Sts
Exit 334B 8th st
Both seemed to give frontage road access, but you just as easily exited before and continued on the frontage road. 8th st gave one more exit of access to Baylor University.
iPhone
In Illinois, exit 214 on Interstate 74 in Vermilion County could be permanently closed, as that exit was built to serve a General Motors plant that was closed permanently in the mid-1990's and has since been demolished, although the exit has remained open.
I-75 and I-575 do not both need a full interchange with the Barrett Parkway within a mile of their merge.
https://www.google.com/maps/@34.0064433,-84.5574788,3820m/data=!3m1!1e3?hl=en&authuser=0
The Kostner Ave exit on I-90/94 in Chicago always struck me as pointless especially with the shear amount of exits and entrances in that area. It just dumps you into the middle of a neighborhood and it's westbound exit only.
The partial Seminole Hwy interchange on the Madison Beltline could go bye bye without any problems. There really is no need for it.
Quote from: Jmiles32 on April 02, 2018, 09:13:59 PM
I-75 and I-575 do not both need a full interchange with the Barrett Parkway within a mile of their merge.
https://www.google.com/maps/@34.0064433,-84.5574788,3820m/data=!3m1!1e3?hl=en&authuser=0
The I-75/I-575 interchange doesn't have all the movements from both highways. I-575 only has NB access from I-75 and I-575 only has SB access to I-75. If someone was coming SB on I-75 and wanted to get on I-575 NB or coming SB on I-575 and wanted to get on I-75 NB then the interchange at Barrett Parkway makes sense.
Quote from: Flint1979 on April 03, 2018, 01:25:50 AM
Quote from: Jmiles32 on April 02, 2018, 09:13:59 PM
I-75 and I-575 do not both need a full interchange with the Barrett Parkway within a mile of their merge.
https://www.google.com/maps/@34.0064433,-84.5574788,3820m/data=!3m1!1e3?hl=en&authuser=0
The I-75/I-575 interchange doesn't have all the movements from both highways. I-575 only has NB access from I-75 and I-575 only has SB access to I-75. If someone was coming SB on I-75 and wanted to get on I-575 NB or coming SB on I-575 and wanted to get on I-75 NB then the interchange at Barrett Parkway makes sense.
Yeah, but you could make the argument that the interchanges at Chastain Rd would work just as well (indeed, probably better).
Quote from: Eth on April 03, 2018, 08:12:44 AM
Quote from: Flint1979 on April 03, 2018, 01:25:50 AM
Quote from: Jmiles32 on April 02, 2018, 09:13:59 PM
I-75 and I-575 do not both need a full interchange with the Barrett Parkway within a mile of their merge.
https://www.google.com/maps/@34.0064433,-84.5574788,3820m/data=!3m1!1e3?hl=en&authuser=0
The I-75/I-575 interchange doesn't have all the movements from both highways. I-575 only has NB access from I-75 and I-575 only has SB access to I-75. If someone was coming SB on I-75 and wanted to get on I-575 NB or coming SB on I-575 and wanted to get on I-75 NB then the interchange at Barrett Parkway makes sense.
It might take a little longer but I think SR-92 would work as well.
Yeah, but you could make the argument that the interchanges at Chastain Rd would work just as well (indeed, probably better).