Any nominations or pictures of biggest or most interesting stack interchanges?
Obviously LA has too many to count, but Dallas and Houston stacks are prolific and very large / tall, especially since they often accomdate the pass thru of feeder roads and occasionally HOV ramps.
Are they less utilized outside of US?
On the skyscrapercity Highways & Autobahns (http://www.skyscrapercity.com/forumdisplay.php?f=813) forums, we tried to make a list of European stacks. There were only a few on the entire continent. Maybe that's also because we don't have a real grid pattern on our freeways, they're mostly radial from capitals and a few other cities, Paris, Madrid and Budapest being good examples.
Los Angeles doesn't have a lot of "true" stacks, they're usually modified/hybrid ones. By far most stacks can be found in the Dallas-Fort Worth metroplex, I think Texas has even more stacks than the rest of the U.S. combined.
Can't talk about massive stack interchanges without mentioning Spaghetti Junction in the greater Atlanta Metro Area (I think it's technically Doraville, GA, in DeKalb County) where I-85, US 23 and I-285 meet.
I specifically nominate the Dallas High Five for most interesting:
http://maps.live.com/default.aspx?v=2&FORM=LMLTCP&cp=32.92423~-96.761506&style=a&lvl=16&tilt=-90&dir=0&alt=-1000&scene=19537093&phx=0&phy=0&phscl=1&encType=1 (http://maps.live.com/default.aspx?v=2&FORM=LMLTCP&cp=32.92423~-96.761506&style=a&lvl=16&tilt=-90&dir=0&alt=-1000&scene=19537093&phx=0&phy=0&phscl=1&encType=1)
Just need someone to build a "super 6" somewhere.
For interesting but not a true stack, I nominate the I-80/I-480/US 75 interchange in Omaha:
http://maps.live.com/default.aspx?v=2&FORM=LMLTCP&cp=41.227055~-95.951071&style=a&lvl=16&tilt=-90&dir=0&alt=-1000&scene=13576057&phx=0&phy=0&phscl=1&encType=1 (http://maps.live.com/default.aspx?v=2&FORM=LMLTCP&cp=41.227055~-95.951071&style=a&lvl=16&tilt=-90&dir=0&alt=-1000&scene=13576057&phx=0&phy=0&phscl=1&encType=1)
Quote from: OracleUsr on February 12, 2009, 01:30:04 PM
Can't talk about massive stack interchanges without mentioning Spaghetti Junction in the greater Atlanta Metro Area (I think it's technically Doraville, GA, in DeKalb County) where I-85, US 23 and I-285 meet.
You're correct, Spaghetti Junction is technically in Doraville, just north of Downtown Atlanta.
Here's some leftover footage that I had from driving the other day.
Spaghetti Junction (a.k.a. Tom Moreland Interchange):http://www.youtube.com/watch?v=6PckvluLDQg (http://www.youtube.com/watch?v=6PckvluLDQg)
Be well,
Bryant
The 105-110 interchange is the tallest interchange.
No it's true, the height is something like 120 feet at the highest ramp.
The High Five stack in Richardson, TX is the tallest I've seen in person with the highest ramps nearly twelve stories tall.
Two stacks (with three more on the way) are nearing completion in San Antonio -- one of them (I-10/410) took eight years to build??!!!
Laredo will eventually going to have a five-level. Corpus Christi now has one, El Paso has one, Austin has a full and several partials. The Houston and Dallas/Fort Worth metros combine for more than half of all number of stacks in Texas.
In Nashville, TN the junction of I-65 and I-440 is a four level stack. What makes interesting is that US-31 a.k.a. Franklin Road, a surface arterial runs parallel to I-65 at the bottom level of the stack. Plus, there is an exit between Franklin Road and Woodmont Blvd./Thompson Lane in the southwest quadrant and Thompson Lane goes over I-65 and some of the entrance exit ramps.
Already mentioned by voyager, but the I-105/110 is my all-time favorite and one of the largest I've ever driven through. The perspective from the HOV ramps is wild.
One of the photos on the home page is from the 110 northbound, for those unfamiliar of it.
Although not one of the larger ones, another personal favorite is the under-utilized symmetrical stack between Interstate 70/695 in west Baltimore. It will be dwarfed in comparison by the I-95/695 junction on the east side of town upon completion of the I-95 Express Toll lanes.
One easy to ignore is the symmetrical stack between Interstate 84 and planned Interstate 291 (Connecticut 9) west of Hartford. Half of this junction was never opened.
The original stack interchange, the Four-Level in downtown LA, has to be interesting on a purely historical level (especially when considering that US 66 used to use the interchange to transition from the Hollywood Freeway to the Pasadena).
Northern California seems to only have two true stack interchanges - I-580 in Oakland at Route 24/I-980, and Route 4 with I-5 in Stockton. I-280/I-680 with US 101 in San Jose is close, but has one loop ramp (southbound 280 to northbound 101); the I-280/Route 87 junction has enough ramps to be a stack but they are more individual flyovers rather than organized symmetrically.
The best we do in Pennsylvania is three levels:
I-76/I-476
I-79/I-279/US 22-US 30
I-81/US 22-US 322
I-81/PA 581
I-81/I-84-I-380/US 6
I-83/I-283/US 322
I-95/I-476
I-276/I-476 (first one on the Turnpike System)
I-279/I-579/PA 28 (only one involving HOV lanes)
I-476/US 1
US 22/PA Turnpike 576
How many levels is the new Springfield Interchange in northern Virginia (I-95/I-395/I-495)?
I-96 and M-39 on the West Side
NJ 440 at the GSP
The four level I-110/Airline Highway stack in Baton Rouge is pretty impressive...the I-310/US 61 "four level" just west of Metarie/Kenner isn't too bad, either.
Houston, though, have the best stack interchanges I've personally seen....and I'd kill to get near the new Sam Houston Tollway/Beltway 8/I-10 Katy Freeway five level stack they just rebuilt to accomodate the Katy Freeway widening/Katy Tollway.
Anthony
Quote from: OracleUsr on February 12, 2009, 01:30:04 PM
Can't talk about massive stack interchanges without mentioning Spaghetti Junction in the greater Atlanta Metro Area (I think it's technically Doraville, GA, in DeKalb County) where I-85, US 23 and I-285 meet.
How many interchanges are there that are called Spaghetti Junction? The one in the UK at the junction of the M6 and A38(M) is the official spaghetti junction round these parts. According to Wikipedia this is also the first interchange to be called spaghetti junction.
As far as impressive stacks go none of the ones in this country are very good.
I saw some nice ones in Phoenix last week including this one @ I-17/Loop 101. I haven't been to Texas yet but I'd like to see some of their stacks one day.
(https://www.aaroads.com/forum/proxy.php?request=http%3A%2F%2Fsabre-roads.org.uk%2Fgallery%2Falbums%2Fuserpics%2F10163%2F101at17.jpg&hash=37c21f7886d1ebfa304d2ce7487d4ba57792c784) (http://sabre-roads.org.uk/gallery/albums/userpics/10163/101at17.jpg)
Wow that is a huge image... :-/ The forum has a limit you know... -DTP
Not all interchanges mentioned here are actually stacks.
This is a real stack:
(https://www.aaroads.com/forum/proxy.php?request=http%3A%2F%2Fi40.tinypic.com%2Fxm49hx.jpg&hash=300dc3d223f986e7d77a22f07f3dcae1f50d5ab0)
I refuse to call stacks "Spaghetti Junction", "Mixing Bowls", or "Malfunciont Junctions". Pretty much any interchange name come up with by traffic reports or the media are lame to me. However "Can of Worms" is a personal exception to this rule, as that name for I-490/590/NY 590 is one I do use.
My rule on stacks is as long as two bridges are stacked, it counts. When you grew up in the northeast, you have to base it on this, because there are so few stacks in that part of the country. I don't count a stack if the one ramp is elevated on earth. So the new Interstate 10/110 interchange in Pensacola is not really a stack, because they built up the earth enough to prevent an actual stack from occurring. But the interchange along I-64/95 near downtown Richmond where the flyover travels over the local street overpass over the freeway mainline does count IMO.
Quote from: TheStranger on February 13, 2009, 02:42:37 AM
The original stack interchange, the Four-Level in downtown LA, has to be interesting on a purely historical level (especially when considering that US 66 used to use the interchange to transition from the Hollywood Freeway to the Pasadena).
Northern California seems to only have two true stack interchanges - I-580 in Oakland at Route 24/I-980, and Route 4 with I-5 in Stockton. I-280/I-680 with US 101 in San Jose is close, but has one loop ramp (southbound 280 to northbound 101); the I-280/Route 87 junction has enough ramps to be a stack but they are more individual flyovers rather than organized symmetrically.
There are a few more, I think 280 at 880/17 counts as would 280 at 101 in SF, 237 at 880 in Milpitas.
There is one true stack in NYC - I-295 (Clearview Expressway) at the Grand Central Parkway.
In general, most highway to highway interchanges in the city (and in New Jersey...) are of a non-standard configuration, sometimes due to space constraints, sometimes due to complexity - such as with the so called "Bruckner Interchange (http://maps.google.com/?ie=UTF8&ll=40.830047,-73.838725&spn=0.00716,0.027466&t=h&z=16)", which is probably the largest interchange on the east coast. At least among cases where you can definitively say that it's in fact all one interchange and not multiple interchanges sort of fused together, anyway.
Here are a couple of photos of the Houston area stacks....
This is a shot of the five-level interchange at the US 290 and Beltway 8 built over twenty years ago.
(https://www.aaroads.com/forum/proxy.php?request=http%3A%2F%2Fi499.photobucket.com%2Falbums%2Frr356%2Fjgb191%2F011.jpg&hash=cd498fe044e1ef7b4dc095f9f4c9d2c7520699e7)
This is the a shot of the five-level interchange at I-45 and Beltway 8 built in 2001.
(https://www.aaroads.com/forum/proxy.php?request=http%3A%2F%2Fi499.photobucket.com%2Falbums%2Frr356%2Fjgb191%2F002.jpg&hash=d25510a3d70dc1ce0e60a1083b8d26c4511319de)
Quote from: travelinmiles on February 15, 2009, 12:17:15 PM
There are a few more, I think 280 at 880/17 counts as would 280 at 101 in SF, 237 at 880 in Milpitas.
No, neither is a "true" stack. I-280/I-880/CA 17 has two loop ramps, and I-880/CA 237 only has flyover ramps between eastbound CA 237 and northbound I-880 (and the reverse) -- northbound I-880 traffic must traverse a partial cloverleaf interchange to access westbound CA 237.
I'm surprised no one's mentioned the Ghost Stack of CT 9/I-84 (would have been I-291). See http://www.alpsroads.net/roads/ct/stack/. (http://www.alpsroads.net/roads/ct/stack/.) Full four-level stack, one level and two halves in operation and the rest permanently closed.
NJ has three 3-level interchanges that I know of. NJ 17 at NJ 4 is the second-newest one and is now a hybrid stack/clover. US 46/NJ 4/I-95 is the oldest one, and really isn't a stack. US 130/NJ 171 at US 1 is the newest one, and it's a modified diamond.
Quote from: travelinmiles on February 15, 2009, 12:17:15 PM
Quote from: TheStranger on February 13, 2009, 02:42:37 AM
The original stack interchange, the Four-Level in downtown LA, has to be interesting on a purely historical level (especially when considering that US 66 used to use the interchange to transition from the Hollywood Freeway to the Pasadena).
Northern California seems to only have two true stack interchanges - I-580 in Oakland at Route 24/I-980, and Route 4 with I-5 in Stockton. I-280/I-680 with US 101 in San Jose is close, but has one loop ramp (southbound 280 to northbound 101); the I-280/Route 87 junction has enough ramps to be a stack but they are more individual flyovers rather than organized symmetrically.
There are a few more, I think 280 at 880/17 counts as would 280 at 101 in SF, 237 at 880 in Milpitas.
280/880/17 has a cloverleaf so it's not a full true stack; 237/880 has a partial cloverleaf on the east side of the interchange; and the southbound 280-northbond 101/southbound 101-northbound 280 ramps don't exist at all for that San Francisco junction.
Quote from: aaroads on February 15, 2009, 11:41:17 AMBut the interchange along I-64/95 near downtown Richmond where the flyover travels over the local street overpass over the freeway mainline does count IMO.
Which I-64/95 interchange...? there are several. 5th Street?
Quote from: AlpsROADS on February 15, 2009, 09:44:43 PM
I'm surprised no one's mentioned the Ghost Stack of CT 9/I-84 (would have been I-291). See http://www.alpsroads.net/roads/ct/stack/. (http://www.alpsroads.net/roads/ct/stack/.) Full four-level stack, one level and two halves in operation and the rest permanently closed.
NJ has three 3-level interchanges that I know of. NJ 17 at NJ 4 is the second-newest one and is now a hybrid stack/clover. US 46/NJ 4/I-95 is the oldest one, and really isn't a stack. US 130/NJ 171 at US 1 is the newest one, and it's a modified diamond.
Actually I mentioned it on the first page:
"One easy to ignore is the symmetrical stack between Interstate 84 and planned Interstate 291 (Connecticut 9) west of Hartford. Half of this junction was never opened."
Unfortunately I've only ever shot it once:
(https://www.aaroads.com/forum/proxy.php?request=http%3A%2F%2Fwww.northeastroads.com%2Fconnecticut050%2Fi-084_wb_exit_039a_02.jpg&hash=0b40886cfdbb80a2506d103313b1fad7fe8e4ae4)
Quote from: deathtopumpkins on February 16, 2009, 10:31:36 AM
Quote from: aaroads on February 15, 2009, 11:41:17 AMBut the interchange along I-64/95 near downtown Richmond where the flyover travels over the local street overpass over the freeway mainline does count IMO.
Which I-64/95 interchange...? there are several. 5th Street?
This one (http://maps.live.com/default.aspx?v=2&FORM=LMLTCP&cp=37.548771~-77.432467&style=h&lvl=17&tilt=-90&dir=0&alt=-1000&scene=20638136&phx=0&phy=0&phscl=1&encType=1).
Also, in Connecticut, this one (http://maps.google.com/?ie=UTF8&ll=41.23806,-73.1515&spn=0.007116,0.022488&t=h&z=16)'s a partial stack.
What makes it interesting is that it's an interchange with the Merritt Parkway (Exit 52). This, and exit 49 with CT 25 are quite anomalous. You're driving along a quite little scenic old parkway and then all of a sudden you're going through this huge freeway junction.
As you might imagine, the design of these interchanges was quite controversial and, decades later (just a couple years ago), CONNDOT's plans to construct a similar huge interchange at US 7 got shot down in court over similar concerns. The current plan is now for a lower key, lower capacity, but still complete interchange. Some residents who would be right near one of the new ramps are making noise now, though, so we'll have to wait and see what becomes of that plan.
Quote from: aaroads on February 16, 2009, 11:24:08 AM
Quote from: deathtopumpkins on February 16, 2009, 10:31:36 AM
Quote from: aaroads on February 15, 2009, 11:41:17 AMBut the interchange along I-64/95 near downtown Richmond where the flyover travels over the local street overpass over the freeway mainline does count IMO.
Which I-64/95 interchange...? there are several. 5th Street?
This one (http://maps.live.com/default.aspx?v=2&FORM=LMLTCP&cp=37.548771~-77.432467&style=h&lvl=17&tilt=-90&dir=0&alt=-1000&scene=20638136&phx=0&phy=0&phscl=1&encType=1).
Yep, that'd be 5th St. Been through that one many times...
Two of the most interesting in Atlanta are the fore-mentioned Spaghetti Junction.
http://www.youtube.com/watch?v=Rw5Lr5qMpCI&feature=channel_page (http://www.youtube.com/watch?v=Rw5Lr5qMpCI&feature=channel_page)
And the Cobb Cloverleaf (I-75 & I-285 in Cob Co. NW of Downtown Atlanta
http://www.youtube.com/watch?v=vNm2QzpO0Ho&feature=channel_page (http://www.youtube.com/watch?v=vNm2QzpO0Ho&feature=channel_page)
Here are some (not all) of the awesome stacks & interchanges around Houston.
http://www.youtube.com/watch?v=KZg7jEXfhTE&feature=channel_page (http://www.youtube.com/watch?v=KZg7jEXfhTE&feature=channel_page)
(https://www.aaroads.com/forum/proxy.php?request=http%3A%2F%2Fimg516.imageshack.us%2Fimg516%2F1217%2Fsirfrancisdrakenj8.jpg&hash=10787fd43f2a60709b1aef1c9eb61ab78e466bfd)
US-101 at Sir Francis Drake Blvd/Unbuilt CA-251. That's what happens when a freeway and an interchange get killed after construction has started.
in Montreal, the Anjou interchange http://maps.google.com/?ie=UTF8&t=h&ll=45.605009,-73.565912&spn=0.010133,0.019226&z=16 (http://maps.google.com/?ie=UTF8&t=h&ll=45.605009,-73.565912&spn=0.010133,0.019226&z=16)
the Turcot interchange, check it carefully, because it'll be completely reconfigurated http://maps.google.com/?ie=UTF8&t=k&ll=45.468649,-73.598828&spn=0.020315,0.038452&z=15 (http://maps.google.com/?ie=UTF8&t=k&ll=45.468649,-73.598828&spn=0.020315,0.038452&z=15)
Quebec city
A-73/A-540/Laurier Blvd/PQ-175 interchange http://maps.google.com/?ie=UTF8&t=k&ll=46.760929,-71.297858&spn=0.009922,0.019226&z=16 (http://maps.google.com/?ie=UTF8&t=k&ll=46.760929,-71.297858&spn=0.009922,0.019226&z=16)
Toronto, the junction of Hwy-401/Hwy-27/Hwy-427/Eglinton Avenue
http://maps.google.com/?ie=UTF8&t=k&ll=43.671628,-79.580069&spn=0.020953,0.038452&z=15 (http://maps.google.com/?ie=UTF8&t=k&ll=43.671628,-79.580069&spn=0.020953,0.038452&z=15)
The Sir Francis Drake BLVD interchange is one of my favorites.
I was wondering, why the northeast lacks Texas/California style Big-Road Stacks?
Quote from: yanksfan6129 on February 26, 2009, 09:18:31 PM
I was wondering, why the northeast lacks Texas/California style Big-Road Stacks?
Lack of room.
It's the same reason that many freeways in the northeast are not up to interstate standards. There either isn't enough space or it's too costly.
I have never been in the northeast, but my guess is that space might be limited there. You need a lot of space for a modern stack interchange....ramps long enough to span at least a half-mile and high enough to clear up to 100 feet above ground level, and those require a lot of room to stretch out. Also it's very expensive to build a modern stack.
Cities that have frontage roads so that requires an extra level on the stack. Cities in Texas generally don't have to worry about space so they can build stacks as large as it takes to accommodate traffic.
Quote from: mightyace on February 26, 2009, 09:53:57 PM
Quote from: yanksfan6129 on February 26, 2009, 09:18:31 PM
I was wondering, why the northeast lacks Texas/California style Big-Road Stacks?
Lack of room.
It's the same reason that many freeways in the northeast are not up to interstate standards. There either isn't enough space or it's too costly.
Lack of creativity too! :-P
Surprisingly, I've not seen the mentioning of one of my personal favorites, where Interstate 81 and U.S. 22/322 come together north of Harrisburg.
Quote from: aaroads on February 26, 2009, 11:48:24 PM
Lack of creativity too! :-P
Surprisingly, I've not seen the mentioning of one of my personal favorites, where Interstate 81 and U.S. 22/322 come together north of Harrisburg.
Yeah, I've been through that a few times, that's a big one. :wow:
Only a few miles from there is the Eisenhower Interchange (I-83, I-283, US 322).
I guess PennDOT likes to show off to the legislators to keep that funding coming in. :eyebrow:
(Most legislators will hit at least one of these on their way to the capitol.)
Quote from: yanksfan6129 on February 26, 2009, 09:18:31 PM
I was wondering, why the northeast lacks Texas/California style Big-Road Stacks?
Most expressways in that area were constructed before the traffic volumes required stacks. Then the freeway revolts came, and even if necessary now, they won't be build I'm afraid.
Although lots of Texas stacks are a bit oversized for some directions, I think they do a good job planning for the future, because their cities grow like crazy.
Quote from: aaroads on February 26, 2009, 11:48:24 PM
Surprisingly, I've not seen the mentioning of one of my personal favorites, where Interstate 81 and U.S. 22/322 come together north of Harrisburg.
I mentioned it in my "Pennsylvania stacks" post on the first page of the thread.
After hearing that the cancelled East Shore Expressway was to connect to it, I'm not surprised anymore as to the reason for its complexity.
Best of Missouri:
* I-35 at I-670:
http://maps.google.com/maps?hl=en&ie=UTF8&ll=39.096071,-94.591062&spn=0.00383,0.010986&t=k&z=17 (http://maps.google.com/maps?hl=en&ie=UTF8&ll=39.096071,-94.591062&spn=0.00383,0.010986&t=k&z=17)
* I-70 at I-270:
http://maps.google.com/maps?hl=en&ie=UTF8&ll=38.747776,-90.43964&spn=0.007698,0.021973&t=k&z=16 (http://maps.google.com/maps?hl=en&ie=UTF8&ll=38.747776,-90.43964&spn=0.007698,0.021973&t=k&z=16)
Unbuilt, but seriously considered
* US 40 at I-170
* I-44 at once proposed I-170
* I-55 at once proposed I-170 (five level half stack)
* I-70 at the proposed New Mississippi River Bridge (nearly full, scaled back)
Less seriously considered
* I-70 at US 65 (now a cloverleaf, planned to be downgraded to a diamond)
* I-70 at US 63 (most likely to someday become a stack)
* I-70 at US 54
* I-55 at Rte M in Jefferson County
There are some great ones in California. Doesn't one along I-105 in LA incorporate HOV exits in addition to ramps for the mainlanes? I'd like to see pictures of that one if anybody has some.
California has more of them because they're larger fans of emminent domain than the east coast is.
Quote from: voyager on February 28, 2009, 03:45:44 PM
California has more of them because they're larger fans of emminent domain than the east coast is.
And how well do they stand up to earthquakes out there?
Quote from: DrZoidberg on February 28, 2009, 03:29:21 PM
There are some great ones in California. Doesn't one along I-105 in LA incorporate HOV exits in addition to ramps for the mainlanes? I'd like to see pictures of that one if anybody has some.
That one is the interchange with the Harbor Freeway (I-110).
Quote from: mightyaceAnd how well do they stand up to earthquakes out there?
The original Four-Level in Los Angeles (110/101, at one time a part of Route 66) has been around with few changes since its opening in the early 1950s; most route collapses from earthquakes in this state involved non-stack interchanges or elevated segments (in particular...segments of I-10 in downtown LA and the 14/5 interchange in '94, the elevated portions of 280 and 880 in the Bay Area and that one portion of the Bay Bridge in '89). In fact, when the Cypress Freeway portion of 880 was being rebuilt, traffic from I-80 to I-880 had to go through the 980/580 stack.
Can't believe this October's going to be the 20th anniversary of Loma Prieta, now that I mention it...
280 collapsed in '89 as well? I just thought it was badly damaged.
The then partially finished I-5/CA 14 interchange suffered damage in the 1971 San Fernando quake when a flyover ramp collapsed onto the Golden State Freeway, and then again in the 1994 Northridge quake.
Would the I-95 interchange with VA 895 and VA 150 be considered a three-level stack if at all?
Quote from: 74/171FAN on March 01, 2009, 09:01:47 PM
Would the I-95 interchange with VA 895 and VA 150 be considered a three-level stack if at all?
I think it would be stretch, but yes.
I spotted 2 stack interchanges in the Detroit area on I-696
one with I-75
http://maps.google.com/maps?t=k&q=42.281389,-83.748333&ie=UTF8&ll=42.476418,-83.110693&spn=0.021365,0.038452&z=15 (http://maps.google.com/maps?t=k&q=42.281389,-83.748333&ie=UTF8&ll=42.476418,-83.110693&spn=0.021365,0.038452&z=15)
the other with Mount Road, planned for a (aborted?) extension of M-53 freeway
http://maps.google.com/maps?t=k&q=42.281389,-83.748333&ie=UTF8&ll=42.487289,-83.044024&spn=0.021362,0.038452&z=15 (http://maps.google.com/maps?t=k&q=42.281389,-83.748333&ie=UTF8&ll=42.487289,-83.044024&spn=0.021362,0.038452&z=15)
The longest flyover I been on is the one in Riverside, CA from NB I-215 to WB SR91 which is just over a mile long.
Quote from: larryao on March 13, 2009, 03:39:04 AM
The longest flyover I been on is the one in Riverside, CA from NB I-215 to WB SR91 which is just over a mile long.
Nashville has some fairly long ones as we've finished a round of upgrading.
At I-40 Exit 204 (TN 155 Briley Parkway), the ramp from I-40 West to TN 155 North and the one from TN 155 South to I-40 East extend for around a mile.
At I-65 Exit 90 (TN 155 Briley Parkway/US 31E Ellington Parkway), there are flyovers that connect I-65 South to US 31E South and US 31E North to I-65 North that are fairly long. Those ramps are there to provide a direct connection between US 31E and I-65 without going onto Briley Parkway for about a half mile. Ellington Pkwy. is often used as a "relief" route when traffic is bad on I-24/I-65 between East Nashville and the north side of town.
The biggest inter change in my town (San Angelo, Tx) is like 3 levels
Here is a link to the Google Maps Streetview of the I-65/I-440 four level stack in Nashville
http://maps.google.com/maps?f=q&source=s_q&hl=en&geocode=&q=nashville,+tn&sll=40.450654,-80.301175&sspn=0.011136,0.022209&ie=UTF8&ll=36.114615,-86.773109&spn=0.022812,0.044417&t=h&z=15&layer=c&cbll=36.114783,-86.773155&panoid=ygQsLznG_nM-921h6D3xFg&cbp=12,354.3971758951517,,0,0.3043478260869564 (http://maps.google.com/maps?f=q&source=s_q&hl=en&geocode=&q=nashville,+tn&sll=40.450654,-80.301175&sspn=0.011136,0.022209&ie=UTF8&ll=36.114615,-86.773109&spn=0.022812,0.044417&t=h&z=15&layer=c&cbll=36.114783,-86.773155&panoid=ygQsLznG_nM-921h6D3xFg&cbp=12,354.3971758951517,,0,0.3043478260869564)
The view is looking NB on I-65. On the left, is US 31 aka Franklin Road which also uses the bottom level of the stack.
The second level are the I-65 to I-440 ramps. The third level has the I-440 to I-65 ramps and the top level is I-440.
Ellington Parkway would probably be even better used if the southern end had direct connections to I-24.
For stack-like interchanges, I find the I-40/I-275 interchange in Knoxville interesting:
http://maps.google.com/maps?f=q&source=s_q&hl=en&geocode=&q=&ie=UTF8&ll=35.967917,-83.93044&spn=0,359.978027&z=16&layer=c&cbll=35.968529,-83.929084&panoid=bt8Hlkgufaeqn2ewRKvNbg&cbp=12,202.83290835631198,,0,0.9570312500000014 (http://maps.google.com/maps?f=q&source=s_q&hl=en&geocode=&q=&ie=UTF8&ll=35.967917,-83.93044&spn=0,359.978027&z=16&layer=c&cbll=35.968529,-83.929084&panoid=bt8Hlkgufaeqn2ewRKvNbg&cbp=12,202.83290835631198,,0,0.9570312500000014)
Yes, Revive 755, Ellington Parkway would be much handier if it connected with I-24 at the south end. If you've ever driven it or looked at it on a map, you'll see that the southern end is kinda weird. It's almost as if something more was planned but never built.
Houston's newest stack completed last year....I-10 West freeway at Sam Houston Tollway/Beltway 8
(https://www.aaroads.com/forum/proxy.php?request=http%3A%2F%2Fi499.photobucket.com%2Falbums%2Frr356%2Fjgb191%2F039.jpg&hash=f9ef239d46a32d1485a723296508a6f801cc0572)
Quote from: jgb191 on February 15, 2009, 08:43:50 PM
Here are a couple of photos of the Houston area stacks....
This is a shot of the five-level interchange at the US 290 and Beltway 8 built over twenty years ago.
(https://www.aaroads.com/forum/proxy.php?request=http%3A%2F%2Fi499.photobucket.com%2Falbums%2Frr356%2Fjgb191%2F011.jpg&hash=cd498fe044e1ef7b4dc095f9f4c9d2c7520699e7)
This is the a shot of the five-level interchange at I-45 and Beltway 8 built in 2001.
(https://www.aaroads.com/forum/proxy.php?request=http%3A%2F%2Fi499.photobucket.com%2Falbums%2Frr356%2Fjgb191%2F002.jpg&hash=d25510a3d70dc1ce0e60a1083b8d26c4511319de)
I was driving back from Arkansas to Ohio yesterday and was thinking about certain stacks, and it occurred to me that Ohio really doesn't seem to have any substantial elevated fly-overs or stacks. But in comparison with other states (Texas always comes to mind)...they build their stacks to be like 100-120 feet tall (or more) in some cases. (I-45 and Beltway 8, US-75 and George H Bush Turnpike as examples).
Questions: Why do some states build these monster elevated fly-overs in their stacks, and why do others seem to avoid elevation? Thoughts?
everything's bigger in Texas :sombrero:
Quote from: agentsteel53 on December 27, 2009, 01:34:49 PM
everything's bigger in Texas :sombrero:
Somehow, I knew to expect that response from you :-D
Honestly though...I wonder how much that plays into it. Is there any real functional need to have the stacks reaching colossal proportions other than it just looks cool?
Quote from: shoptb1 on December 27, 2009, 01:37:52 PM
Somehow, I knew to expect that response from you :-D
Honestly though...I wonder how much that plays into it. Is there any real functional need to have the stacks reaching colossal proportions other than it just looks cool?
are the vertical separations between lanes bigger too, or just the horizontal lead-ups? If it's just the horizontal, then scaling outwards diminishes the grades, which is an important consideration for heavy trucks.
if it's both horizontal and vertical separation, I'd surmise it *allows* larger and larger trucks to use the ramp, though for vehicles over about 16 feet tall, there are so many other overpasses along the route that they'd never get to a freeway stack - those vehicles have their own infrastructure, mainly consisting of older back roads without grade separation. I know in Massachusetts, route 62 (old old
old Boston Post Road) is the preferred alternate to the Pike for tall vehicles. It's slow as dirt but generally not too curved and ... nearly all intersections are at grade, and the ones that aren't are easily bypassed.
A 120 foot tall five-level stack implies about 25 feet between separations, if the decks themselves are 5 feet thick, which seems to me to be a bit of overkill.
speaking of large stacks: I-110 and I-105 in the Los Angeles area. I believe that's a six-level stack with the addition of separate HOV flyover lanes. I know people that are terrified of that lane because it's narrow (one lane only) and the highest level.
Quote from: Duke87 on February 16, 2009, 12:40:07 PM
Also, in Connecticut, this one (http://maps.google.com/?ie=UTF8&ll=41.23806,-73.1515&spn=0.007116,0.022488&t=h&z=16)'s a partial stack.
What makes it interesting is that it's an interchange with the Merritt Parkway (Exit 52). This, and exit 49 with CT 25 are quite anomalous. You're driving along a quite little scenic old parkway and then all of a sudden you're going through this huge freeway junction.
As you might imagine, the design of these interchanges was quite controversial and, decades later (just a couple years ago), CONNDOT's plans to construct a similar huge interchange at US 7 got shot down in court over similar concerns. The current plan is now for a lower key, lower capacity, but still complete interchange. Some residents who would be right near one of the new ramps are making noise now, though, so we'll have to wait and see what becomes of that plan.
Actually, you forgot to mention that the Merritt Parkway interchange with CT-8 is a true 3-level stack. It comes right after the CT-25 interchange. The CT-25 interchange isn't a stack as the ramps are so long they are side by side to each other.
3-Level Stacks in CT:
CT-20 & I-91 Windsor Locks
I-84 & I-291 Manchester (although the center point is off on the ramps)
CT-15 & CT-8 Trumbull
I-84 & Exit 11 in Newtown
4-Level Stacks in CT:
CT-9 & I-84 (half unused thanks to NIMBYs who killed I-291)
Proposed 4-Level Stacks in CT:
CT-8 & I-84 in Waterbury (preliminary study will be complete in 2010)
See page 19 of the pdf link:
http://www.i84wins.com/AC%20meeting%204%20presentation-Final.pdf
Quote from: shoptb1 on December 27, 2009, 12:18:48 PMy 8, US-75 and George H Bush Turnpike as examples).
Questions: Why do some states build these monster elevated fly-overs in their stacks, and why do others seem to avoid elevation? Thoughts?
Weather-related conditions, perhaps? It's my understanding that some of the flyovers in the Atlanta area can get pretty hairy when they have the occasional ice- or snowstorm. I can see this being a problem in, say, Ohio or New York, but much less of a problem in Florida or southern Texas.
There are two large stack-type interchanges in Broward County, Florida:
Interstate 595/Interstate 75/FL 869 where Interstate 75 bends 90-degrees east-west and north-south, Interstate 595 comes in from the east and FL 869 (Sawgrass Expressway) comes down from the north. All ramps are at least two lanes, some are three lanes, and the driving speed can be comfortably kept at a steady 70 mph through all the ramps, irrespective of direction. The stack is on the municipal corner of Sunrise and Weston and the canal boundary of the eastern Everglades. It is an interchange found in the movie The Fast and the Furious.
Interstate 595/Interstate 95, 11 miles to the east of the previously mentioned stack, is the famous "rainbow interchange" with the multiple pastel-colored flyover ramps on the south side of Fort Lauderdale, next to Fort Lauderdale-Hollywood International Airport and one mile east of Port Everglades. There are much longer collector/distributor ramps on the northern side of this ramp system since there are major cross streets impacted with ramps to access Davie Blvd. (FL 736), Broward Blvd. (FL 842) and the rarely named Everglades Blvd./SW 24 Street (FL 84).
Quote from: hbelkins on December 27, 2009, 03:52:46 PM
Quote from: shoptb1 on December 27, 2009, 12:18:48 PMy 8, US-75 and George H Bush Turnpike as examples).
Questions: Why do some states build these monster elevated fly-overs in their stacks, and why do others seem to avoid elevation? Thoughts?
Weather-related conditions, perhaps? It's my understanding that some of the flyovers in the Atlanta area can get pretty hairy when they have the occasional ice- or snowstorm. I can see this being a problem in, say, Ohio or New York, but much less of a problem in Florida or southern Texas.
That's an interesting supposition...I wonder if the tighter stack is done to avoid higher elevations due to weather. Of course, it could also be due to cost of land...maybe it's easier to acquire additional land to make the stacks larger in Texas than in the NE.
Quote from: hbelkins on December 27, 2009, 03:52:46 PMQuote from: shoptb1 on December 27, 2009, 12:18:48 PMQuestions: Why do some states build these monster elevated fly-overs in their stacks, and why do others seem to avoid elevation? Thoughts?
Weather-related conditions, perhaps? It's my understanding that some of the flyovers in the Atlanta area can get pretty hairy when they have the occasional ice- or snowstorm. I can see this being a problem in, say, Ohio or New York, but much less of a problem in Florida or southern Texas.
There are many factors which influence stack form, and I tend not to think weather is prominent among them.
There are some states which have built stacks over a period of many years, and others which have built stacks within a relatively short period of time. In California, for example, the first stack was built in 1949 and the last stack was probably built in 1992 (as part of the Century Freeway). The first stack is compact, while the Century Freeway stacks are sprawling with high-elevation ramps. I-10/I-405 near Santa Monica was built in the early 1960's, possibly as California's first stack after the Four Level, and is much less compact than the earlier interchange. In Texas there is a similar pattern--the smaller stacks tend to be older (cases in point include the I-610 stacks, and I-10/I-610 counts since it was effectively reconstructed in place although the direct connectors are on slightly different alignments because this was required to facilitate traffic management), while the really large and tall stacks (High Five, I-35E/PGBT, etc.) tend to be much newer--High Five was finished around 2006, while the I-35E/PGBT interchange was finished around 2004.
Meanwhile, states like Alabama, Ohio, and Michigan built their stacks during a relatively short period of time in the 1960's and 1970's, and they are all relatively small. On the other hand, Arizona built its first stack in the late 1980's, and has just finished its third. They are all sprawling interchanges. Georgia built its first and only stack in the 1980's, and it too sprawls.
As a generalization, the taller and more sprawling a stack is, the higher the chances that it was built recently in a given state.
Another factor is drainage. Many newer stacks which sprawl and have high ramps are built in flat terrain susceptible to flooding, often with a creek or other minor drainage running within the interchange complex which makes it impractical to put ramps or one of the intersecting freeways in tunnel or retained cut. The Dallas High Five in Texas and the SuperRedTan TI near Phoenix are both examples of this. Up to a certain point, it is worthwhile to trade off added bridge square footage against the initial cost of the added earthwork and the running cost of a pump station which would otherwise be necessary to handle the design storm event.
It is difficult to prove that weather is not a consideration in determining the layout of stacks, especially in cold-weather states. Dating is not helpful because all of the cold-weather states, with the exception of Maryland, have built their stacks within a relatively short period of time before 1980. (Maryland's latest stack, which is currently under construction, does have a sprawling design.) However, I tend not to think icing is a factor in choosing compact layouts, for the simple reason that a compact layout is not necessarily advantageous over a more sprawling one in terms of icing. It is true that compact interchanges tend to have less bridge square footage and bridges are typically the first to ice in cold weather, especially if they are high enough to receive maximum exposure to freezing rain. However, the left-turning direct connectors in compact interchanges also have tighter curve radii at the points where they cross the intersecting freeways. This means that, in comparison to left-turning direct connectors in sprawling interchanges, more superelevation has to be provided and the side friction demand is also greater at the design speed. This, in turn, narrows the range of speeds at which a vehicle can negotiate an iced-up DC without skidding into the bridge rail on either side.
Put simply, if icy weather were a controlling consideration for design of stacks in icy-weather states like Ohio and Michigan, the preference would be for sprawling stacks over compact ones, rather than the reverse.
I've always wondered why the four-level was finished in 1949, and only opened in 1953. Were the freeways leading up to it unbuilt for four years?
The HAER report on the Arroyo Seco Parkway has more details, but I recall that the entire Four Level had to be built in 1949 because it was impractical to leave intermediate levels unbuilt, but the Arroyo Seco and Harbor Parkways (which run on the second level; US 101 runs on the top level, and the other levels are occupied by direct connectors) were not actually extended to the Four Level until 1953.
The reason it was impractical to leave intermediate levels unbuilt is that the Four Level is actually a single bridge structure, with a single National Bridge Inventory number. It simply has three decks, each of which has its own set of support columns. In fact, the left-turning direct connectors on the third level are carried on a common deck, which is an extremely odd-shaped piece of concrete because one DC is on a rising grade while the other is on a falling grade.
I-5/I-405/US 30/N Greeley Ave in Portland, Oregon: http://maps.google.com/?ie=UTF8&ll=45.54381,-122.675657&spn=0.008776,0.016329&t=k&z=16 Movements to/from the Kirby St ramps were never built, but the ghost ramps are evident.
I-5/I-705/WA 7 in Tacoma: http://maps.google.com/?ie=UTF8&ll=45.54381,-122.675657&spn=0.008776,0.016329&t=k&z=16 If not a true stack, definitely an odd interchange.
I-5/Seattle Freeway in Seattle: http://maps.google.com/?ie=UTF8&ll=47.572067,-122.320189&spn=0.008454,0.016329&t=k&z=16
I-5/I-90 in Seattle: http://maps.google.com/?ie=UTF8&ll=47.593734,-122.320833&spn=0.008451,0.016329&t=k&z=16
I-90/I-405: http://maps.google.com/?ie=UTF8&ll=47.580347,-122.174406&spn=0.016906,0.032659&t=k&z=15
JN Winkler: Kinda a tangential question, but obviously the Harbor and Arroyo Seco (Pasadena) were built separately and ultimately linked to the interchange. Was the Hollywood/Santa Ana linked to the Four-Level from the get-go as one through route, or were they physically two separate freeways built entirely apart (as were the two segments of then-Route 11 mentioned earlier) and joined by the interchange?
Quote from: Bickendan on December 29, 2009, 01:13:17 AM
I-5/I-405/US 30/N Greeley Ave in Portland, Oregon: http://maps.google.com/?ie=UTF8&ll=45.54381,-122.675657&spn=0.008776,0.016329&t=k&z=16 Movements to/from the Kirby St ramps were never built, but the ghost ramps are evident.
Ah yes, I remember driving through this last year. It was jammed solid. I wonder if the missing freeway to the NE had been built it would have relieved I-5 somewhat?
You can see a ghost ramp behind the tree.
Click to enlarge
(https://www.aaroads.com/forum/proxy.php?request=http%3A%2F%2Fsabre-roads.org.uk%2Fgallery%2Falbums%2Fuserpics%2F10163%2Fnormal_port0.jpg&hash=db30d7d9c1ea13c733347b439544c29bbdf595a0) (http://sabre-roads.org.uk/gallery/albums/userpics/10163/port0.jpg)
Quote from: Bryant5493 on February 12, 2009, 07:11:50 PM
Quote from: OracleUsr on February 12, 2009, 01:30:04 PM
Can't talk about massive stack interchanges without mentioning Spaghetti Junction in the greater Atlanta Metro Area (I think it's technically Doraville, GA, in DeKalb County) where I-85, US 23 and I-285 meet.
I spent several years in Atlanta and LA, and Spaghetti Junction is perfect and elegant in every way. I just hate the eventual fading and discoloration of the concrete. The flyovers were a stunning white when first built.
You're correct, Spaghetti Junction is technically in Doraville, just north of Downtown Atlanta.
Here's some leftover footage that I had from driving the other day.
Spaghetti Junction (a.k.a. Tom Moreland Interchange):
http://www.youtube.com/watch?v=6PckvluLDQg (http://www.youtube.com/watch?v=6PckvluLDQg)
Be well,
Bryant
Quote from: PAHighways on March 01, 2009, 06:10:12 PM
The then partially finished I-5/CA 14 interchange suffered damage in the 1971 San Fernando quake when a flyover ramp collapsed onto the Golden State Freeway, and then again in the 1994 Northridge quake.
I remember that. I went through both those earthquakes.
Quote from: Truvelo on December 29, 2009, 01:08:08 PM
Quote from: Bickendan on December 29, 2009, 01:13:17 AM
I-5/I-405/US 30/N Greeley Ave in Portland, Oregon: http://maps.google.com/?ie=UTF8&ll=45.54381,-122.675657&spn=0.008776,0.016329&t=k&z=16 Movements to/from the Kirby St ramps were never built, but the ghost ramps are evident.
Ah yes, I remember driving through this last year. It was jammed solid. I wonder if the missing freeway to the NE had been built it would have relieved I-5 somewhat?
You can see a ghost ramp behind the tree.
Click to enlarge
(https://www.aaroads.com/forum/proxy.php?request=http%3A%2F%2Fsabre-roads.org.uk%2Fgallery%2Falbums%2Fuserpics%2F10163%2Fnormal_port0.jpg&hash=db30d7d9c1ea13c733347b439544c29bbdf595a0) (http://sabre-roads.org.uk/gallery/albums/userpics/10163/port0.jpg)
No, it would have been a relief of sorts for I-84/US30 (to the south) or Bypass US 30 (to the north).
The Rose City Freeway was to run northeast from the Fremont/Minnesota Stack to NE Prescott St, then due east to I-205, ending at about the current I-205/Bypass US 30 interchange. All in all, this would have been a very, very superfluous freeway, though in my opinion, the stack should be finished to give access to/from Legacy Emanuel Hospital and I-5.
Now, if PDOT or ODOT were smart, they'd upgrade Lombard St and Columbia Blvd between I-5 and I-205 to a full freeway, but NIMBYs would still wield a nice poisonous dagger to the project. Essentially, between I-5 and NE MLK Jr Blvd (OR 99E), Columbia Blvd would be the freeway; from there east, Lombard would be the eastbound carriageway, Columbia would be the westbound, leaving the rail lines in between intact.