Anchorage, AK has three freeways:
Seward Highway
Glenn Highway
Minnesota Drive
Yet none of the three interchange with each other. All three do not form a network but are isolated from each other.
Any other places like that?
While it's not a single city, Laconia NH's bypass is disconnected from I-93.
Alfred Harrell Highway has a freeway segment which doesn't connect to any other limited access facility around Bakersfield. Likewise, the CA 178 freeway doesn't connect to any other freeways in Bakersfield. Manor Street has short segment which was constructed as freeway along with an interchange to Roberts Lane.
That US 40 "mini-freeway" in Baltimore, just west of downtown, comes to mind. Not only does it not connect to any other freeways, but it's so short that is doesn't even have any exits between the termini.
US 1 in Brunswick, Maine doesn't connect to I-295.
TN 22 and Future I-69 at Union City are not going to directly connect, at least initially
Lawrence, Kansas:
* The US 59 freeway south of town doesn't quite make it to K-10.
* The K-10 freeway has a small gap in it - maybe two depending how you want to count the interchange with I-70.
EDIT 1:
Technically it's two cities, but the freeways on the south half of Waterloo/Cedar Falls, Iowa are disconnected from those on the north side.
Might be able to make a case for Dubuque, Iowa with the gaps in the freeways on US 20 and US 61.
For the time being, Lincoln Nebraska has the South Beltway not connected by another freeway to the rest of the area network.
Evansville, IN. Unless you count I-64, but I think it's too far north.
Always thought Lynchburg, VA's network looked weird on a map.
Lexington, KY.
I-64 and I-75 connect, sure, but then New Circle Road/KY 4 (which is mostly freeway) doesn't directly connect to either. And none of the above connect directly to the Bluegrass Parkway, which ends at US 60 about 6 miles west of New Circle Road.
The story here is that New Circle Road predates the interstate system and when I-64 and I-75 were built later, they were built a little further outside of town rather than attempt to reuse any of the existing alignment.
The Bluegrass Parkway, meanwhile, does not extend any further east than it does because a lot of the land between Versailles and Lexington is occupied by horse farms where some prize-winning horses have been raised, and that's serious business in Kentucky so it's not politically feasible for the state to eminent domain the land.
Rochester, MN - the US 63 interchange with US 52 on the south side of the city is signalized, but 63 is a freeway to the south.
Vancouver counts, in a way. Highways 1 and 99 don't have a freeway that runs the entire length between them south of the Burrard Inlet; the closest is the SFPR (Hwy 17), which is an expressway. The metro area effectively has two separate freeway networks.
Victoria, BC is also in the same boat, with Highways 1 and 17 separated by a few blocks of at-grade traffic.
Quote from: TheHighwayMan394 on February 14, 2023, 02:35:14 AM
Rochester, MN - the US 63 interchange with US 52 on the south side of the city is signalized, but 63 is a freeway to the south.
Technically, if you're following 63 through that interchange, you don't go through a signal. Though in fairness it's not a full freeway-to-freeway interchange.
Quote from: froggie on February 14, 2023, 07:34:53 AM
Quote from: TheHighwayMan394 on February 14, 2023, 02:35:14 AM
Rochester, MN - the US 63 interchange with US 52 on the south side of the city is signalized, but 63 is a freeway to the south.
Technically, if you're following 63 through that interchange, you don't go through a signal. Though in fairness it's not a full freeway-to-freeway interchange.
Also, neither US 52 nor US 63 have full freeway to freeway connections with I-90.
^ 52 will change starting next year when they rebuild the interchange (https://www.dot.state.mn.us/d6/projects/i90-hwy52/index.html). There will be direct ramps between 52 North and 90 East.
Quote from: Rothman on February 13, 2023, 11:13:17 PM
Always thought Lynchburg, VA's network looked weird on a map.
Indeed. All those freeways connect nowadays, but back 25 years ago or so only a few of them connected (and not in any meaningful way).
In Pueblo, CO47's freeway segment doesn't quite make it to I-25.
30th Avenue (Eugene OR) west of I-5 has a short freeway segment that is all to itself.
SR 22 west of Salem has a stretch of freeway which does not connect to any other freeway.
US 97 has freeway stretches which do not connect to other freeways.
99E in PDX has expressway mixed with freeway interchanges. This "might" qualify.
There are other single interchange connections in Oregon as well including ones with 2-lane highways. Put some of that mileage in the "maybe" category too.
Rick
Quote from: Duke87 on February 14, 2023, 01:35:25 AM
Lexington, KY.
I-64 and I-75 connect, sure, but then New Circle Road/KY 4 (which is mostly freeway) doesn't directly connect to either. And none of the above connect directly to the Bluegrass Parkway, which ends at US 60 about 6 miles west of New Circle Road.
The story here is that New Circle Road predates the interstate system and when I-64 and I-75 were built later, they were built a little further outside of town rather than attempt to reuse any of the existing alignment.
The Bluegrass Parkway, meanwhile, does not extend any further east than it does because a lot of the land between Versailles and Lexington is occupied by horse farms where some prize-winning horses have been raised, and that's serious business in Kentucky so it's not politically feasible for the state to eminent domain the land.
This is a good one. For a city of it's size, I've long been impressed at just how dysfunctional the highway network is around Lexington. No direct connection between New Circle Road and any interstate or limited access parkway (meaning, you can only get from the aforementioned freeways to this bypass of Lexington via surface streets that have traffic signals and other potential delays. Which makes access to Lexington pretty crappy for anyone trying to get there from outside the immediate area.
Quote from: Bruce on February 14, 2023, 03:10:06 AM
Vancouver counts, in a way. Highways 1 and 99 don't have a freeway that runs the entire length between them south of the Burrard Inlet; the closest is the SFPR (Hwy 17), which is an expressway. The metro area effectively has two separate freeway networks.
Victoria, BC is also in the same boat, with Highways 1 and 17 separated by a few blocks of at-grade traffic.
Vancouver was the first city that popped in my head. By far the largest example of this in the two countries.
Quote from: froggie on February 14, 2023, 08:34:49 AM
^ 52 will change starting next year when they rebuild the interchange (https://www.dot.state.mn.us/d6/projects/i90-hwy52/index.html). There will be direct ramps between 52 North and 90 East.
52 South, no? Either way it is great to see this happening.
Interesting that one left turn out of four accounted for 92% of all left turns
as shown here (https://www.dot.state.mn.us/d6/projects/i90-hwy52/images/I-90_Hwy52_Current_Lefts.png). It makes sense based on the predominant traffic movements, but I'm not sure I've ever seen such a large disparity between the pair of busiest movements (which combine for ~14000 AADT) and the other six movements at the interchange (which combine for ~1200 AADT).
M-53 (the Van Dyke Freeway, Romeo Bypass, officially "Christopher Columbus Freeway") is the only freeway in SE Michigan (the whole state for that matter) that doesn't connect to the rest of the freeway system.
There's 2 or 3 separate freeway sections on the Romeo Bypass portion that are separated by mini-expressways with one intersection each.
Quote from: KCRoadFan on February 13, 2023, 09:14:22 PM
That US 40 "mini-freeway" in Baltimore, just west of downtown, comes to mind. Not only does it not connect to any other freeways, but it's so short that is doesn't even have any exits between the termini.
Not to mention that I-83 doesn't connect with I-95.
Quote from: davewiecking on February 14, 2023, 12:10:21 PM
Quote from: KCRoadFan on February 13, 2023, 09:14:22 PM
That US 40 "mini-freeway" in Baltimore, just west of downtown, comes to mind. Not only does it not connect to any other freeways, but it's so short that is doesn't even have any exits between the termini.
Not to mention that I-83 doesn't connect with I-95.
This reminds me: I-126 and SC 277 in Columbia. Yes, they're both connected to the rest of the system, but they don't connect to each other, and it looks like a gap.
In Oak Brook, Illinois, IL-83 has a short freeway segment for two interchanges north of 16th Street before returning to being a surface road.
https://www.google.com/maps/@41.8569529,-87.9577192,3a,35.1y,-0.27h,89.42t/data=!3m6!1e1!3m4!1sXL5OISq8k6UBgPzTr99D3A!2e0!7i16384!8i8192
IL-251 has an effectively access-controlled section between Ethel Avenue and Cottage Avenue near downtown Rockford, Illinois.
https://www.google.com/maps/@42.2890645,-89.063474,16.04z
Finally, although this is cheating a little bit, Dubuque's Southwest Arterial is in the same geographic area as the three separate, disconnected freeway portions of US 61/151. However, it intersects only one of these portions, and at a partial cloverleaf, meaning the Southwest Arterial loses access control right before intersecting US 61/151.
Quote from: GaryV on February 14, 2023, 10:57:31 AM
M-53 (the Van Dyke Freeway, Romeo Bypass, officially "Christopher Columbus Freeway") is the only freeway in SE Michigan (the whole state for that matter) that doesn't connect to the rest of the freeway system.
There's 2 or 3 separate freeway sections on the Romeo Bypass portion that are separated by mini-expressways with one intersection each.
It would have if that freeway would have been completed but since it wasn't your take on it is correct.
Utica, NY - the North-South Arterial has two freeway sections separated by a couple traffic lights, and getting from the Thruway to I-790 requires using local streets (although the reverse movement is direct).
Quote from: davewiecking on February 14, 2023, 12:10:21 PM
Quote from: KCRoadFan on February 13, 2023, 09:14:22 PM
That US 40 "mini-freeway" in Baltimore, just west of downtown, comes to mind. Not only does it not connect to any other freeways, but it's so short that is doesn't even have any exits between the termini.
Not to mention that I-83 doesn't connect with I-95.
Maybe not in downtown, but neither route is orphaned from the other because they both connect to I-695.
The greater St. George, Utah area has four freeways/freeway-type roads (I-15, SR 7/Southern Parkway, SR 9, and SR 18) that don't really integrate with each other.
The Monterey Bay area, where the two coastal freeway sections (Monterey-Castroville and Watsonville-Santa Cruz) don't connect by freeway or even 4-lane road, the inline freeway sections (Salinas area and Gilroy area) don't connect by freeway (though US-101 is close-ish), and there's no freeway or even 4-lane connection from the coast to inland.
Quote from: citrus on February 14, 2023, 03:16:44 PM
The Monterey Bay area, where the two coastal freeway sections (Monterey-Castroville and Watsonville-Santa Cruz) don't connect by freeway or even 4-lane road, the inline freeway sections (Salinas area and Gilroy area) don't connect by freeway (though US-101 is close-ish), and there's no freeway or even 4-lane connection from the coast to inland.
Interestingly though Monterey does have a freeway-to-freeway interchange with CA 1 and CA 68. Even stranger is that there is an isolated freeway segment of CA 68 between Monterey and Salinas which is gapped together by a two lane segment (apparently the busiest in the state).
Reposting this one from the Mini-Freeways thread (most of which is exactly opposite of this thread):
Quote from: VetteDriver16 on June 25, 2022, 10:59:05 AM
Jacksonville, Florida with its US-1 "half loop" north, east, and southeast of downtown, US-17 (Roosevelt Blvd) feeding into I-10 on the city's westside, and the busy and always expanding Butler Blvd (FL-202) on the southside.
Quote from: citrus on February 14, 2023, 03:16:44 PM
The Monterey Bay area, where the two coastal freeway sections (Monterey-Castroville and Watsonville-Santa Cruz) don't connect by freeway or even 4-lane road, the inline freeway sections (Salinas area and Gilroy area) don't connect by freeway (though US-101 is close-ish), and there's no freeway or even 4-lane connection from the coast to inland.
For the latter, that's eventually slated to change if I'm not mistaken with the Route 156 widening project between Castroville and Prunedale. (Not sure the timeframe for eventual completion)
Quote from: TheStranger on February 14, 2023, 05:34:22 PM
Quote from: citrus on February 14, 2023, 03:16:44 PM
The Monterey Bay area, where the two coastal freeway sections (Monterey-Castroville and Watsonville-Santa Cruz) don't connect by freeway or even 4-lane road, the inline freeway sections (Salinas area and Gilroy area) don't connect by freeway (though US-101 is close-ish), and there's no freeway or even 4-lane connection from the coast to inland.
For the latter, that's eventually slated to change if I'm not mistaken with the Route 156 widening project between Castroville and Prunedale. (Not sure the timeframe for eventual completion)
Which I believe will be four lane expressway east of CA 183. Not that it would matter since US 101 in Prunedale is also Expressway with an occasional interchange. The new expressway east of San Benito County Route G1 is being built currently.
Quote from: Hobart on February 14, 2023, 12:16:11 PM
In Oak Brook, Illinois, IL-83 has a short freeway segment for two interchanges north of 16th Street before returning to being a surface road.
https://www.google.com/maps/@41.8569529,-87.9577192,3a,35.1y,-0.27h,89.42t/data=!3m6!1e1!3m4!1sXL5OISq8k6UBgPzTr99D3A!2e0!7i16384!8i8192
IL-251 has an effectively access-controlled section between Ethel Avenue and Cottage Avenue near downtown Rockford, Illinois.
https://www.google.com/maps/@42.2890645,-89.063474,16.04z
Finally, although this is cheating a little bit, Dubuque's Southwest Arterial is in the same geographic area as the three separate, disconnected freeway portions of US 61/151. However, it intersects only one of these portions, and at a partial cloverleaf, meaning the Southwest Arterial loses access control right before intersecting US 61/151.
The Route 83 interchanges is more for Route 38 (Roosevelt Rd) which is a freeway from 83 to 294.
When is I-27 expected to continue uninterrupted through central Amarillo, TX?
Mike
Quote from: mgk920 on February 19, 2023, 08:21:30 PM
When is I-27 expected to continue uninterrupted through central Amarillo, TX?
Long after at least one quadrant of that 335 loop is a freeway connecting I-40 to the existing freeway of US 87/287.
Quote from: froggie on February 14, 2023, 08:34:49 AM
^ 52 will change starting next year when they rebuild the interchange (https://www.dot.state.mn.us/d6/projects/i90-hwy52/index.html). There will be direct ramps between 52 North and 90 East.
Then Rochester should finally get an I-x90 as they deserve they are over 100,000 in population.
In the City of Greater Sudbury, Ontario, Highway 17 has a 20-km full freeway stretch between the west intersection and east interchange with Regional Road 55. This is isolated from the Highway 69/Future Highway 400 freeway via a 12-km super-two expressway along Highway 17 and a 6-km 5-lane arterial along Highway 69 until that freeway begins at Estaire Road.
Ottawa-Gatineau, Ontario-Quebec. ON-417 passes through Ottawa, while A-5 crosses from Gatineau into Ottawa but becomes a city street. The autoroutes in Gatineau, Quebec don't connect to the 400-series freeways in Ottawa Ontario, despite the two being across the river from each other.
Quote from: dvferyance on February 22, 2023, 09:49:23 PM
Quote from: froggie on February 14, 2023, 08:34:49 AM
^ 52 will change starting next year when they rebuild the interchange (https://www.dot.state.mn.us/d6/projects/i90-hwy52/index.html). There will be direct ramps between 52 North and 90 East.
Then Rochester should finally get an I-x90 as they deserve they are over 100,000 in population.
Don't the rules of 'interstate design standards' require that all of the ramps at an interstate to interstate interchange be of such standards, with no stops?
Mike
Lynchburg, VA (https://www.openstreetmap.org/search?query=Lynchburg%2C+VA#map=13/37.3411/-79.1800). The new US 29 / US 460 freeway is totally disconnected from the old Lynchburg Expressway. They almost connect at US 501, but there're still two stoplights in the way.
Quote from: mgk920 on February 23, 2023, 11:07:51 AM
Quote from: dvferyance on February 22, 2023, 09:49:23 PM
Quote from: froggie on February 14, 2023, 08:34:49 AM
^ 52 will change starting next year when they rebuild the interchange (https://www.dot.state.mn.us/d6/projects/i90-hwy52/index.html). There will be direct ramps between 52 North and 90 East.
Then Rochester should finally get an I-x90 as they deserve they are over 100,000 in population.
Don't the rules of 'interstate design standards' require that all of the ramps at an interstate to interstate interchange be of such standards, with no stops?
Mike
That is a strong preference of FHWA, but AFAIK is not an outright requirement. For example, where the Western O'Hare will meet the Tri-State will not be a full interchange. Another recent example would be the northern 95/295 interchange near Fayetteville, NC.
Quote from: dvferyance on February 22, 2023, 09:49:23 PM
Quote from: froggie on February 14, 2023, 08:34:49 AM
^ 52 will change starting next year when they rebuild the interchange (https://www.dot.state.mn.us/d6/projects/i90-hwy52/index.html). There will be direct ramps between 52 North and 90 East.
Then Rochester should finally get an I-x90 as they deserve they are over 100,000 in population.
Make it I-390 so that both Rochesters can have a 390.
Quote from: froggie on February 23, 2023, 06:26:14 PM
Quote from: mgk920 on February 23, 2023, 11:07:51 AM
Quote from: dvferyance on February 22, 2023, 09:49:23 PM
Quote from: froggie on February 14, 2023, 08:34:49 AM
^ 52 will change starting next year when they rebuild the interchange (https://www.dot.state.mn.us/d6/projects/i90-hwy52/index.html). There will be direct ramps between 52 North and 90 East.
Then Rochester should finally get an I-x90 as they deserve they are over 100,000 in population.
Don't the rules of 'interstate design standards' require that all of the ramps at an interstate to interstate interchange be of such standards, with no stops?
Mike
That is a strong preference of FHWA, but AFAIK is not an outright requirement. For example, where the Western O'Hare will meet the Tri-State will not be a full interchange. Another recent example would be the northern 95/295 interchange near Fayetteville, NC.
The now-"completed" I-57/I-294 interchange also still has missing movements, but most are provided and is a great improvement over just an I-57 overpass of I-294, which is what it was for decades
Hwy 11 in Monroe, WI is a 4.5 mile freeway bypass with no connections to other freeways or expressways. It continues eastward as expressway another 3 miles or so before reverting to 2-lane. Rumor has it that Hwy 15 (now I-43) was to be extended as a freeway or expressway between Janesville and Beloit westward to Dubuque, and this was to be part of it.
I'm pretty sure this is the only Wisconsin example; everything else connects directly to a freeway or 4-lane expressway somewhere (assuming we're excusing things like the 2 miles of surface street Hwy 26 approaching I-39/90).
Quote from: mgk920 on February 23, 2023, 11:07:51 AM
Quote from: dvferyance on February 22, 2023, 09:49:23 PM
Quote from: froggie on February 14, 2023, 08:34:49 AM
^ 52 will change starting next year when they rebuild the interchange (https://www.dot.state.mn.us/d6/projects/i90-hwy52/index.html). There will be direct ramps between 52 North and 90 East.
Then Rochester should finally get an I-x90 as they deserve they are over 100,000 in population.
Don't the rules of 'interstate design standards' require that all of the ramps at an interstate to interstate interchange be of such standards, with no stops?
Mike
The shield on the photo implies that 52 is an Interstate, but it's really a US highway.
Cherry Hill, Mount Laurel Township, and probably a few other NJ towns have both I-295 and the NJ Turnpike, but the 2 roads do not connect up there.
How about Manhattan? There are a bunch of highways (I-495, I-78, NJ 495) that enter the borough via tunnels and then promptly end on the other side without connecting to anything other than the local street grid.
^ But they connect at the other end of the tunnel, right?
To meet this challenge, the freeway would have to exist only in Manhattan (and the other boroughs, plus Long Island) and not connect with the rest of the system in NJ or the rest of NY state.
I'm surprised nobody mentioned Lake Shore Drive in Chicago. The southern segment obviously has an interchange with the Stephenson, but the northern segment from Michigan Av to Sheridan Road is limited access and not connected to another freeway.
The Forest Park Parkway (https://www.google.com/maps/@38.644655,-90.2748079,16.44z?hl=en) in St Louis is functionally a limited access mini-freeway from DeBaliviere to Euclid. It used to also have a tight interchange at Kingshighway, but that was recently converted to a surface intersection which shortened the limited access segment by one block. There are interchanges with freeways at each end of Forest Park Parkway but there are surface intersections between the "mini-freeway" and the interstates.
Would I-380 in Waterloo, IA be included in this thread?
Mike
Quote from: mgk920 on February 25, 2023, 12:38:18 PM
Would I-380 in Waterloo, IA be included in this thread?
Mike
It's connected to I-80 on the southwest end, so no. It happens to end in Waterloo, but it's still connected to the rest of the system.
Quote from: mgk920 on February 25, 2023, 12:38:18 PM
Would I-380 in Waterloo, IA be included in this thread?
The freeways on the Cedar Falls side of the metro though; those technically don't connect to other freeways. Not yet at least.
Quote from: dgolub on February 25, 2023, 08:01:37 AM
How about Manhattan? There are a bunch of highways (I-495, I-78, NJ 495) that enter the borough via tunnels and then promptly end on the other side without connecting to anything other than the local street grid.
Quote from: GaryV on February 25, 2023, 09:14:16 AM
^ But they connect at the other end of the tunnel, right?
To meet this challenge, the freeway would have to exist only in Manhattan (and the other boroughs, plus Long Island) and not connect with the rest of the system in NJ or the rest of NY state.
Of these three examples, I-78 could qualify. While designated an Interstate, west of the Holland tunnel I-78 has four traffic signals before it becomes a freeway again. So the only question is whether the Holland Tunnel and its terminals are considered "freeway". Considering there are signed "exits" on the Manhattan side, I'd say this counts as a low-speed freeway.
Quote from: triplemultiplex on February 27, 2023, 11:26:57 AM
Quote from: mgk920 on February 25, 2023, 12:38:18 PM
Would I-380 in Waterloo, IA be included in this thread?
The freeways on the Cedar Falls side of the metro though; those technically don't connect to other freeways. Not yet at least.
They connect to each other though. Almost qualifies, but not quite.
While most of California is full of interconnected freeway networks, there are a few isolated examples of routes that do this (where a freeway does not have a free-flowing, no-stoplights junction with another freeway in the area) -
- the La Cienega Boulevard freeway in Baldwin Park that was supposed to be part of the never-completed Route 170 south segment
- former Route 118 parallel to I-210 northwest of Pasadena
- Friars Road between Route 163 and I-15 in San Diego
- Route 90 in Yorba Linda
- the Route 1 freeway in Oxnard (though I suspect a connection to the now-removed flyover interchange with US 101 was planned decades ago)
Quote from: TheStranger on February 27, 2023, 07:47:55 PM
While most of California is full of interconnected freeway networks, there are a few isolated examples of routes that do this (where a freeway does not have a free-flowing, no-stoplights junction with another freeway in the area) -
- the La Cienega Boulevard freeway in Baldwin Park that was supposed to be part of the never-completed Route 170 south segment
- former Route 118 parallel to I-210 northwest of Pasadena
- Friars Road between Route 163 and I-15 in San Diego
- Route 90 in Yorba Linda
- the Route 1 freeway in Oxnard (though I suspect a connection to the now-removed flyover interchange with US 101 was planned decades ago)
That little freeway that terminates right outside the Rose Bowl in Pasadena is top of mind.
Quote from: 1 on February 14, 2023, 12:13:01 PM
Quote from: davewiecking on February 14, 2023, 12:10:21 PM
Quote from: KCRoadFan on February 13, 2023, 09:14:22 PM
That US 40 “mini-freeway” in Baltimore, just west of downtown, comes to mind. Not only does it not connect to any other freeways, but it’s so short that is doesn’t even have any exits between the termini.
Not to mention that I-83 doesn’t connect with I-95.
This reminds me: I-126 and SC 277 in Columbia. Yes, they're both connected to the rest of the system, but they don't connect to each other, and it looks like a gap.
You forgot the one freeway in Greater Columbia that doesn’t directly connect to any other: SC 12, Jarvis Clapman Blvd. From just east of SC 35 in West Columbia to just over the Congaree River in Columbia, it’s a legit freeway with two interchanges at 9th St. and US 378 Sunset Blvd. And it has the best view of the Columbia skyline heading eastbound.
The Amstutz Expressway in Waukegan, IL doesn't connect to any other freeways. It's such an afterthought that it's often used as a set for the filming of freeway scenes in movies (famously seen in Groundhog Day), This was built as part of the same grand proposal (dream) for a lakeside expressway running from Chicago to Green Bay. This ultimately resulted in the limited access portions of Lake Shore Drive, the Amstutz Expy, and the N-S part of I-794 in Milwaukee.
Breezewood. (ducking...)
Quote from: hbelkins on April 21, 2023, 02:20:36 PM
Breezewood. (ducking...)
Technically, they DO connect. At least, if one takes a
very roundabout way via Morgantown or Hagerstown...
Jefferson City, MO, has a rather strange half-example: it has two freeways, US 50 and US 54, which are connected by an interchange, but there's not enough room around it for a standard cloverleaf, which means that the ramps actually intersect one another at-grade - and if that's not weird enough, US 50 just east of the interchange has its own at-grade section with traffic lights.
Quote from: KCRoadFan on April 21, 2023, 03:26:13 PM
Jefferson City, MO, has a rather strange half-example: it has two freeways, US 50 and US 54, which are connected by an interchange, but there's not enough room around it for a standard cloverleaf, which means that the ramps actually intersect one another at-grade - and if that's not weird enough, US 50 just east of the interchange has its own at-grade section with traffic lights.
Or, alternatively: US-50 stops being a freeway east of Dix Road.
Quote from: Road Hog on April 21, 2023, 03:08:35 AM
Quote from: TheStranger on February 27, 2023, 07:47:55 PM
While most of California is full of interconnected freeway networks, there are a few isolated examples of routes that do this (where a freeway does not have a free-flowing, no-stoplights junction with another freeway in the area) -
- the La Cienega Boulevard freeway in Baldwin Park that was supposed to be part of the never-completed Route 170 south segment
- former Route 118 parallel to I-210 northwest of Pasadena
- Friars Road between Route 163 and I-15 in San Diego
- Route 90 in Yorba Linda
- the Route 1 freeway in Oxnard (though I suspect a connection to the now-removed flyover interchange with US 101 was planned decades ago)
That little freeway that terminates right outside the Rose Bowl in Pasadena is top of mind.
That's the segment of former Route 118 mentioned earlier (which 210 bypasses)
One example which ALMOST but doesn't quite count for this: former I-15/US 395 in San Diego along Kearny Villa Road, which does at least have one freeflow ramp (from Kearny Villa southbound to Route 163/former US 395).
Are there any cities with a freeway network that's split in half by a body of water that doesn't have any freeway bridges connecting them? Even Budapest has the M0.
Quote from: TheStranger on February 27, 2023, 07:47:55 PM
- the La Cienega Boulevard freeway in Baldwin Park that was supposed to be part of the never-completed Route 170 south segment
- former Route 118 parallel to I-210 northwest of Pasadena
- Friars Road between Route 163 and I-15 in San Diego
- Route 90 in Yorba Linda
- the Route 1 freeway in Oxnard (though I suspect a connection to the now-removed flyover interchange with US 101 was planned decades ago)
Assuming we're using the narrow definition of "freeway", with fully controlled access, I'm loathe to consider a road a freeway just because it has one grade separated interchange on it. That would include two bits of US-395, at Crowley Lake and CA-203, which I still consider expressway. It could even include Ocean Park Blvd in Santa Monica, where it crosses 5th St, which would be ridiculous. To be a freeway worthy of the name, it should have two or more interchanges, without any intervening at-grade intersections. That would rule out La Cienega, 118, and 90.
But Friars Road in San Diego, and 1 in Oxnard are good, although the latter is really east of Oxnard.
Anyway, here's a little one: CA-178 in Lake Isabella with two interchanges.
Another little one: US-395 in Inyokern, CA, a Super-2 with two interchanges.
And here's a big one: CA-58 from Bealville to Mojave, and then from North Edwards to a few miles west of Hinkley, with expressway segments around and between them.
Quote from: pderocco on April 21, 2023, 05:40:01 PM
Quote from: TheStranger on February 27, 2023, 07:47:55 PM
- the La Cienega Boulevard freeway in Baldwin Park that was supposed to be part of the never-completed Route 170 south segment
- former Route 118 parallel to I-210 northwest of Pasadena
- Friars Road between Route 163 and I-15 in San Diego
- Route 90 in Yorba Linda
- the Route 1 freeway in Oxnard (though I suspect a connection to the now-removed flyover interchange with US 101 was planned decades ago)
Assuming we're using the narrow definition of "freeway", with fully controlled access, I'm loathe to consider a road a freeway just because it has one grade separated interchange on it. That would include two bits of US-395, at Crowley Lake and CA-203, which I still consider expressway. It could even include Ocean Park Blvd in Santa Monica, where it crosses 5th St, which would be ridiculous. To be a freeway worthy of the name, it should have two or more interchanges, without any intervening at-grade intersections. That would rule out La Cienega, 118, and 90.
Interestingly, CalTrans explicitly has installed Freeway end/begin signs for Route 35 between Westmoor Avenue in Daly City and Hickey Boulevard in Pacifica, which only has 1 interchange total (the flyover/cloverleaf with Route 1). I totally get what you're saying though, just funny how California's own DOT even does count a one-interchange freeway as such!
I mentioned 90 and La Cienega specifically due to the thread prompt: they both are limited-access to an extent, but do not have free-flow connections to the nearby limited-access facilities around.
Quote from: pderocco on April 21, 2023, 05:40:01 PM
But Friars Road in San Diego, and 1 in Oxnard are good, although the latter is really east of Oxnard.
IIRC the Route 1 freeway used to be a bit longer before the Rice Avenue construction work ca. 2010 - there's still one exit on Oxnard Boulevard (Channel Islands Boulevard) remaining from when that was 1.
Quote from: pderocco on April 21, 2023, 05:40:01 PM
Another little one: US-395 in Inyokern, CA, a Super-2 with two interchanges.
So close to being a continuous freeway stretch to the Route 14/US 395 Y, but not quite!
Quote from: pderocco on April 21, 2023, 05:40:01 PM
And here's a big one: CA-58 from Bealville to Mojave, and then from North Edwards to a few miles west of Hinkley, with expressway segments around and between them.
Route 14 being freeway up to the Mojave city limits..while not having a freeway-to-freeway connection with the late-90s Route 58 bypass. To quote Dan Faigin's CAHIGHWAYS page:
https://cahighways.org/ROUTE014.html
"An interchange is being built at the south end of the Mojave Bypass for WB Route 58 to SB Route 14 and NB Route 14 to EB Route 58 movements (06-Ker-14 16.026). This will create a single stop light for those most common movements at the existing Route 14/Route 58 intersection. For other movements, you will travel north on Route 14 all the way to Route 58 through Mojave. There are currently insufficient traffic volumes aren't high enough for a Route 14 freeway to the Route 58 freeway. However, according to Joe Rouse at Caltrans, there were originally plans for Route 14 to bypass Mojave on the east. A new freeway spur would have connected with the east segment of Route 58. At the north end of the town, the mainline of the freeway would become Route 58 west and a new freeway spur would have connected with Route 14 north. These would have been large interchanges and faced community opposition. Additional funding for this interchange was considered in September 2005."
Not sure if any news regarding connecting 14 and 58 on the south side of Mojave has occurred in the 18 years since that information was posted.
---
Another California example I just thought of, in Orcutt: the Route 135/Route 1 freeway that does not connect to any other freeways, but is only a few miles away from US 101.
Quote from: KCRoadFan on April 21, 2023, 03:26:13 PM
Jefferson City, MO, has a rather strange half-example: it has two freeways, US 50 and US 54, which are connected by an interchange, but there's not enough room around it for a standard cloverleaf, which means that the ramps actually intersect one another at-grade - and if that's not weird enough, US 50 just east of the interchange has its own at-grade section with traffic lights.
In that same light, one, in a bit of a stretch, could also say this about Dubuque, IA.
Mike
I-579 does not connect to I-376, and has only a partial connection to I-279.
Quote from: Gnutella on April 23, 2023, 07:53:17 PM
I-579 does not connect to I-376, and has only a partial connection to I-279.
No, but it connects to the freeway system. This thread is about freeways that don't connect to other freeways. Areas without a truly defined freeway network.
Quote from: TheStranger on April 21, 2023, 09:19:59 PM
IIRC the Route 1 freeway used to be a bit longer before the Rice Avenue construction work ca. 2010 - there's still one exit on Oxnard Boulevard (Channel Islands Boulevard) remaining from when that was 1.
You remember correctly. You can still see it in Google Earth.
Quote from: TheStranger on April 21, 2023, 09:19:59 PM
Route 14 being freeway up to the Mojave city limits..while not having a freeway-to-freeway connection with the late-90s Route 58 bypass. To quote Dan Faigin's CAHIGHWAYS page:
https://cahighways.org/ROUTE014.html
"An interchange is being built at the south end of the Mojave Bypass for WB Route 58 to SB Route 14 and NB Route 14 to EB Route 58 movements (06-Ker-14 16.026). This will create a single stop light for those most common movements at the existing Route 14/Route 58 intersection. For other movements, you will travel north on Route 14 all the way to Route 58 through Mojave. There are currently insufficient traffic volumes aren't high enough for a Route 14 freeway to the Route 58 freeway. However, according to Joe Rouse at Caltrans, there were originally plans for Route 14 to bypass Mojave on the east. A new freeway spur would have connected with the east segment of Route 58. At the north end of the town, the mainline of the freeway would become Route 58 west and a new freeway spur would have connected with Route 14 north. These would have been large interchanges and faced community opposition. Additional funding for this interchange was considered in September 2005."
There's on-the-ground evidence that waaay back, they planned a 14 bypass west of Mojave. You can still see the scars where the roadbed went off to the left, before they changed their collective mind and changed it to its current alignment, leaving Sierra Hwy as a dead end.
https://goo.gl/maps/4LUqhgJTgLAMumT66 (https://goo.gl/maps/4LUqhgJTgLAMumT66)
What amazes me is that no one has built anything along the miles of frontage road that the Mojave Bypass has. I get that the state needed to provide access to the abutters, and all that empty land is probably privately owned, but it almost seems that they tried to limit the value of those roads and discourage their use by only connecting them to 14 over half a mile from the interchange.
BC seems to build a lot of freeways that don't connect unless you drive on surface streets:
- Highway 1 doesn't connect to Highway 99 / 91 in Vancouver.
- Highway 1 doesn't connect to Highway 17 in Victoria.
Both of these were already posted in this thread. There is another example:
Highway 5 (Coquihalla Highway) is a freeway. Highway 97C (Okanagan Connector) is also a freeway, for the most part. Highway 5 was completed in 1986, and Highway 97C was constructed soon afterwards. Highway 97C was originally supposed to connect to Highway 5 south of Merritt (Highway 5 passes through Merritt). However, people/business owners in Merritt were upset about Highway 97C not passing through their town.
Highway 97C was built as a freeway from Kelowna to an at-grade intersection with an already-existing two-lane Highway 5A (https://www.google.com/maps/@49.9515932,-120.6187152,16.84z) (which leads to Merritt) in Aspen Grove. Currently, Highway 97C and Highway 5A are concurrent from this intersection to a parclo interchange with Highway 5 (https://www.google.com/maps/@50.0899932,-120.7452529,16.23z) in Merritt.
Highway 97C / 5A from Aspen Grove to Merritt was two lanes with some minor at-grade intersections until 2007-ish, when it was widened to four lanes. The at-grade intersections and parclo interchange connection with Highway 5 still remain. Also, the older freeway section of 97C has a (small, perhaps useless) grass median (https://www.google.com/maps/@49.8793135,-120.2535287,3a,36.7y,63.98h,89.94t/data=!3m6!1e1!3m4!1smL8-Cve95jwKYJJG-w-8rg!2e0!7i16384!8i8192), but the newer section has a few feet of pavement with no barrier between each direction of traffic. (https://www.google.com/maps/@50.0901849,-120.6751182,3a,75y,337.79h,83.4t/data=!3m7!1e1!3m5!1sxkV98gyTC7ccL3-3MlU1LA!2e0!5s20210501T000000!7i16384!8i8192) BC went through a "too cheap to put in barriers" phase in the late 2000s-early 2010s.
It would be nice if they upgraded the newer section to a freeway (or built a new road that leads to south of Merritt), but other than the intersections with Highway 5 and 5A, all the other intersections are very lightly used (basically driveways to ranches) and have massive turn lanes and deceleration lanes (and no acceleration lanes for some reason).
Semi-related fun fact: Highway 5 used to be a toll highway and the font Comic Sans was used on the toll booth open/closed signs.
Given that all the development in Merritt is WEST of BC 5, did they really have grounds to complain? It's not like the traffic was driving through town anyways.
There are several segments I can think of that are like this in Northern California:
CA-20/49 between Grass Valley and Nevada City, CA-29 in Lakeport as well as CA-29 in Napa.
Quote from: vdeane on April 25, 2023, 12:43:43 PM
Given that all the development in Merritt is WEST of BC 5, did they really have grounds to complain? It's not like the traffic was driving through town anyways.
I think so. There's nowhere else to get food or gas for ~120 km (Hope or Kelowna), so lots of people stop there.
State Route 65 in Porterville, CA and Alfred Harrell Highway in Bakersfield.
Quote from: bcroadguy on April 26, 2023, 05:16:42 AM
Quote from: vdeane on April 25, 2023, 12:43:43 PM
Given that all the development in Merritt is WEST of BC 5, did they really have grounds to complain? It's not like the traffic was driving through town anyways.
I think so. There's nowhere else to get food or gas for ~120 km (Hope or Kelowna), so lots of people stop there.
And that would still be true, would it not? They could have put signs saying for services to go north to Merritt. Unless "south of Merritt" meant not just a little south but a lot south.
Quote from: JREwing78 on February 24, 2023, 08:31:45 PM
Hwy 11 in Monroe, WI is a 4.5 mile freeway bypass with no connections to other freeways or expressways. It continues eastward as expressway another 3 miles or so before reverting to 2-lane. Rumor has it that Hwy 15 (now I-43) was to be extended as a freeway or expressway between Janesville and Beloit westward to Dubuque, and this was to be part of it.
I'm pretty sure this is the only Wisconsin example; everything else connects directly to a freeway or 4-lane expressway somewhere (assuming we're excusing things like the 2 miles of surface street Hwy 26 approaching I-39/90).
There are two short freeways that are isolated in Wisconsin: Campus Drive in Madison, a one-mile long, limited access, 4-lane highway between Breese Terrace and University Bay Drive. Granted, it does not prohibit unmotorized traffic on its shoulders; and the Mason Street bridge in Green Bay, that is similar to the bridge systems of Winnipeg, and other interior Canadian cities, with interchanges at its approaches.
The freeway section of PA 12 in Reading, PA along the Warren Street Bypass is not connected to the US 222 and US 422 freeways since there is a section of PA 12 with businesses and RIRO intersections between US 222/US 422 and PA 183.
Quote from: webny99 on February 14, 2023, 08:17:56 AM
Quote from: froggie on February 14, 2023, 07:34:53 AM
Quote from: TheHighwayMan394 on February 14, 2023, 02:35:14 AM
Rochester, MN - the US 63 interchange with US 52 on the south side of the city is signalized, but 63 is a freeway to the south.
Technically, if you're following 63 through that interchange, you don't go through a signal. Though in fairness it's not a full freeway-to-freeway interchange.
Also, neither US 52 nor US 63 have full freeway to freeway connections with I-90.
One could argue that US-14 west of town is a freeway for a short while (and will likely eventually be upgraded to a full freeway eventually) and also does not have a freeway-to-freeway interchange with US-52. Even after the I-90/US-52 interchange project, there will still be no full freeway-to-freeway interchanges between any of the 4 freeways in the area.
Quote from: midwesternroadguy on June 20, 2023, 08:41:07 AM
Quote from: JREwing78 on February 24, 2023, 08:31:45 PM
Hwy 11 in Monroe, WI is a 4.5 mile freeway bypass with no connections to other freeways or expressways. It continues eastward as expressway another 3 miles or so before reverting to 2-lane. Rumor has it that Hwy 15 (now I-43) was to be extended as a freeway or expressway between Janesville and Beloit westward to Dubuque, and this was to be part of it.
I'm pretty sure this is the only Wisconsin example; everything else connects directly to a freeway or 4-lane expressway somewhere (assuming we're excusing things like the 2 miles of surface street Hwy 26 approaching I-39/90).
There are two short freeways that are isolated in Wisconsin: Campus Drive in Madison, a one-mile long, limited access, 4-lane highway between Breese Terrace and University Bay Drive. Granted, it does not prohibit unmotorized traffic on its shoulders; and the Mason Street bridge in Green Bay, that is similar to the bridge systems of Winnipeg, and other interior Canadian cities, with interchanges at its approaches.
This is a flimsy definition of "freeway" . If those two are freeways, then why doesn't WI-16 in Wyocena or WI-13 in Prentice count?
If I was to define it, a freeway must have at least two interchanges located along a fully limited access stretch of at least two miles.
I say the Mason Street bridge is questionable because of a 35 MPH speed limit, no shoulders and an unseparated sidewalk on the part over the river.
Quote from: thspfc on June 21, 2023, 04:21:07 PM
Quote from: midwesternroadguy on June 20, 2023, 08:41:07 AM
Quote from: JREwing78 on February 24, 2023, 08:31:45 PM
Hwy 11 in Monroe, WI is a 4.5 mile freeway bypass with no connections to other freeways or expressways. It continues eastward as expressway another 3 miles or so before reverting to 2-lane. Rumor has it that Hwy 15 (now I-43) was to be extended as a freeway or expressway between Janesville and Beloit westward to Dubuque, and this was to be part of it.
I'm pretty sure this is the only Wisconsin example; everything else connects directly to a freeway or 4-lane expressway somewhere (assuming we're excusing things like the 2 miles of surface street Hwy 26 approaching I-39/90).
There are two short freeways that are isolated in Wisconsin: Campus Drive in Madison, a one-mile long, limited access, 4-lane highway between Breese Terrace and University Bay Drive. Granted, it does not prohibit unmotorized traffic on its shoulders; and the Mason Street bridge in Green Bay, that is similar to the bridge systems of Winnipeg, and other interior Canadian cities, with interchanges at its approaches.
This is a flimsy definition of "freeway" . If those two are freeways, then why doesn't WI-16 in Wyocena or WI-13 in Prentice count?
If I was to define it, a freeway must have at least two interchanges located along a fully limited access stretch of at least two miles.
Then I-587 in Kingston, NY don't count as one. :biggrin:
Quote from: roadman65 on June 21, 2023, 04:53:41 PM
Quote from: thspfc on June 21, 2023, 04:21:07 PM
Quote from: midwesternroadguy on June 20, 2023, 08:41:07 AM
Quote from: JREwing78 on February 24, 2023, 08:31:45 PM
Hwy 11 in Monroe, WI is a 4.5 mile freeway bypass with no connections to other freeways or expressways. It continues eastward as expressway another 3 miles or so before reverting to 2-lane. Rumor has it that Hwy 15 (now I-43) was to be extended as a freeway or expressway between Janesville and Beloit westward to Dubuque, and this was to be part of it.
I'm pretty sure this is the only Wisconsin example; everything else connects directly to a freeway or 4-lane expressway somewhere (assuming we're excusing things like the 2 miles of surface street Hwy 26 approaching I-39/90).
There are two short freeways that are isolated in Wisconsin: Campus Drive in Madison, a one-mile long, limited access, 4-lane highway between Breese Terrace and University Bay Drive. Granted, it does not prohibit unmotorized traffic on its shoulders; and the Mason Street bridge in Green Bay, that is similar to the bridge systems of Winnipeg, and other interior Canadian cities, with interchanges at its approaches.
This is a flimsy definition of "freeway" . If those two are freeways, then why doesn't WI-16 in Wyocena or WI-13 in Prentice count?
If I was to define it, a freeway must have at least two interchanges located along a fully limited access stretch of at least two miles.
Then I-587 in Kingston, NY don't count as one. :biggrin:
Now that I think about it, two interchanges in two limited access miles is a bad definition also because it would include expressways that happen to have a stretch between two interchanges without any cross roads.
Quote from: thspfc on June 21, 2023, 05:29:06 PM
Now that I think about it, two interchanges in two limited access miles is a bad definition also because it would include expressways that happen to have a stretch between two interchanges without any cross roads.
I would argue that would count as a small freeway segment.
Honorable mention goes to San Francisco that only has 1 pair of freeways intersecting at the south of the city (I-280 and US-101, which later cease to be freeways deeper into the city)
Quote from: therocket on June 29, 2023, 09:30:35 PM
Honorable mention goes to San Francisco that only has 1 pair of freeways intersecting at the south of the city (I-280 and US-101, which later cease to be freeways deeper into the city)
SF has at least one other freeway-to-freeway connection: I-80 and US 101 at the Central Freeway/Bayshore Freeway/San Francisco Skyway junction.
Prior to 1989 there was also the 80/480 split just before the Bay Bridge (which was planned to also be I-280's north terminus from 1968 to the early 1980s, but for 280 never being built past 3rd Street).
Quote from: roadman65 on June 21, 2023, 04:53:41 PM
Quote from: thspfc on June 21, 2023, 04:21:07 PM
Quote from: midwesternroadguy on June 20, 2023, 08:41:07 AM
Quote from: JREwing78 on February 24, 2023, 08:31:45 PM
Hwy 11 in Monroe, WI is a 4.5 mile freeway bypass with no connections to other freeways or expressways. It continues eastward as expressway another 3 miles or so before reverting to 2-lane. Rumor has it that Hwy 15 (now I-43) was to be extended as a freeway or expressway between Janesville and Beloit westward to Dubuque, and this was to be part of it.
I'm pretty sure this is the only Wisconsin example; everything else connects directly to a freeway or 4-lane expressway somewhere (assuming we're excusing things like the 2 miles of surface street Hwy 26 approaching I-39/90).
There are two short freeways that are isolated in Wisconsin: Campus Drive in Madison, a one-mile long, limited access, 4-lane highway between Breese Terrace and University Bay Drive. Granted, it does not prohibit unmotorized traffic on its shoulders; and the Mason Street bridge in Green Bay, that is similar to the bridge systems of Winnipeg, and other interior Canadian cities, with interchanges at its approaches.
This is a flimsy definition of "freeway" . If those two are freeways, then why doesn't WI-16 in Wyocena or WI-13 in Prentice count?
If I was to define it, a freeway must have at least two interchanges located along a fully limited access stretch of at least two miles.
Then I-587 in Kingston, NY don't count as one. :biggrin:
And on the same note, neither does I-180 in Cheyenne, WY (it's not even a freeway at all!). :sombrero:
CA 198 in Lemoore/Hanford also comes to mind.
Quote from: kphoger on April 21, 2023, 03:42:06 PM
Quote from: KCRoadFan on April 21, 2023, 03:26:13 PM
Jefferson City, MO, has a rather strange half-example: it has two freeways, US 50 and US 54, which are connected by an interchange, but there's not enough room around it for a standard cloverleaf, which means that the ramps actually intersect one another at-grade - and if that's not weird enough, US 50 just east of the interchange has its own at-grade section with traffic lights.
Or, alternatively: US-50 stops being a freeway east of Dix Road.
I suppose you could say that - but there are several more freeway exits along US 50 to the east of the at-grade section as well.
Quote from: vdeane on April 26, 2023, 12:35:36 PM
Quote from: bcroadguy on April 26, 2023, 05:16:42 AM
Quote from: vdeane on April 25, 2023, 12:43:43 PM
Given that all the development in Merritt is WEST of BC 5, did they really have grounds to complain? It's not like the traffic was driving through town anyways.
I think so. There's nowhere else to get food or gas for ~120 km (Hope or Kelowna), so lots of people stop there.
And that would still be true, would it not? They could have put signs saying for services to go north to Merritt. Unless "south of Merritt" meant not just a little south but a lot south.
It would have been about 20 mi south of Merritt, close to present-day exit 256 (Coldwater Road). Truckers would have been happier if it was constructed, the BC-5A/97C junction at Aspen Grove is located on a plateau, along with where it would have connected to BC-5; currently one has to do a significant descent and climb in-and-out of the Nicola Valley. It would help if the Parclo-B2 was reconfigured at BC-5/97C (& 5A) in Merritt - NB BC-5 to EB BC-97C has to go around the loop and turn left at a signalized intersection.
Not sure if this is quite what the thread is asking, but the freeway system of Central Pennsylvania is completely separated from the rest of the US freeway system. Even after the State College Connector on US 322 is built, I-99, US 15, US 22, US 322, and PA 26 will all have freeway segments connected to each other (i.e. you can drive from anywhere to anywhere else in Central PA without leaving the freeways), but you can't connect to any other freeways without going through at-grade intersections, as the freeways spill out into at-grades. If Ebensburg ever got a freeway bypass, this would become even funnier, as US 219 would be integrated into the freeway system - but still doesn't connect to any other freeways.
Sadly, this phenomenon will be killed off with the construction of the (much needed) high-speed interchange between I-99 and I-80.
Trenton, NJ is like this. NJ 29 is no longer a freeway by the time it interchanges with the US 1 freeway. NJ 29, as a freeway, ties into I-195 and I-295 in New Jersey, while US 1, as a freeway, crosses into PA and ties into I-295 there.
Quote from: Road Hog on April 21, 2023, 03:08:35 AM
Quote from: TheStranger on February 27, 2023, 07:47:55 PM
While most of California is full of interconnected freeway networks, there are a few isolated examples of routes that do this (where a freeway does not have a free-flowing, no-stoplights junction with another freeway in the area) -
- the La Cienega Boulevard freeway in Baldwin Park that was supposed to be part of the never-completed Route 170 south segment
- former Route 118 parallel to I-210 northwest of Pasadena
- Friars Road between Route 163 and I-15 in San Diego
- Route 90 in Yorba Linda
- the Route 1 freeway in Oxnard (though I suspect a connection to the now-removed flyover interchange with US 101 was planned decades ago)
That little freeway that terminates right outside the Rose Bowl in Pasadena is top of mind.
While not quite within the parameters of the thread, I do have to mention the relative isolation of I-210 from much of the rest of the freeeway network.
Yes, 210 connects to 5, 118 , 2, 134, 710 northern stub, 605, 57 ,15, and 215, and 10. But there is no easy way to get from much of the 210 to the Hollywood area without a lot of backtracking or a surface street connection.
So let's say that you are at Hollywood and Vine. US 101 is only a few blocks away and you can take it north to reach much of the SFV but not the communities along 210 unless you use Sunland Blvd as a street connection. Likewise, you can take US 101 south to reach Downtown LA (and by extension all freeways emanating to the east like 5, 10, 60 to reach eastern areas but not any of the Foothill communities that are west of 605 like Pasadena, Arcadia, and Monrovia. To go from Hollywood to Arcadia one would have to do one of the following with surface street connections:
1) US 101 north to Vineland and then onto 134 east to 210
2) US 101 south to Alvarado and then surface streets onto CA-2 and then 134
3) US 101 south to CA-110 and then surface streets in Pasadena to reach 210
4) US 101 south to I-10 east to I-710 north and then any of the 710 gap surface streets, like Fremont, to reach 210
So while 210 is connected to the other freeways, the lack of a 170 extension to 210, the lack of a 710 extenstion to 210, the lack of CA-2 reaching US 101, and the lack of 710 extension to 210 has made the 210 relatively isolated from all the freeways to its south between 405 and 605.
Florida has a bunch of one-off examples of this, some of which are part of a future expansion, while others were built simply for connectivity. For example, there is:
- US-19 in St. Petersburg (to be connected via Gateway Expressway)
- SR-538 Poinciana Pkwy in Orlando (to be connected to I-4 & SR-429)
- Osceola Parkway (on the small toll segment)
- US-301 Alt around Starke
- FL-293 around Niceville (though technically not a freeway, but comes very close)
Some close contenders (not quite what this thread is looking for) are large bridges and interchanges, such as those seen on Gandy Blvd, US-98 in both Pensacola and Panama City, SR-295 at New Warrington Spur, the bundle of interchanges between SR-85 and SR-123, and SR-563 on Kathleen Blvd for a few blocks in downtown Lakeland.
Not much of a city, but the WV-9 Bypass heading into Martinsburg is doomed to be disconnected from I-81 perhaps forever. In 2016, shortly after completion of the freeway section of WV-9 from East Martinsburg down almost to Charles Town in 2016, the WVDOH announced that they selected the No-Build Option for the remaining piece of the WV-9 Martinsburg Bypass. According to local media, that missing section has been on the books since 1978.