(This is intended as a tangent from the US 31 Kokomo bypass thread)
So which state has the most bypasses that have had to be or need to be either upgraded or bypassed again? I expect some debate about when a new bypass is needed, but for now I'm going with at least one of the following is met:
1) Addition of stoplights to the bypass
2) Speed limit reduction on the bypass due to new development/accidents
Illinois
* US 50 bypass of Flora
* US 50 bypass of Olney
* US 51 bypass of Clinton: At least two stoplights and one railroad crossing
* US 34-67 bypass of Monmouth: Many stoplights, and IDOT is too afraid of business impacts to upgrade it to a freeway or built a new bypass around the southern side of town.
* IL 3 bypass of Columbia? (I think IL 3 once ran on Main Street) many stoplights, was planned to be bypasses by the dead supplemental freeway to Marion, now planned to be bypassed some year by the Gateway Connector
* IL 3 bypass of Waterloo: Three stoplights so far, currently under study for widening
Missouri
* US 61 around New London (there has been a push by residents to drop the speed limit on US 61 around this town)
* US 61 around Hannibal? (Can't get the old maps on the MoDOT site to open today to see if US 61 ran farther into town) Environmental study for new bypass is stalling
* US 24-61 around Palmyra? Currently planned for intersection modifications, but I recall talk of another overpass
* US 65 bypass of Carrollton (two stoplights so far on the northern half, southern half is still Super 2)
* MO 7/MO 13 bypass of Clinton
Montgomery, Alabama. Las Cruces, New Mexico. Tyler, Texas.
Given that highway projects are generally built with a 20-year horizon, anything that's over 20 years old can arguably be ruled out.
Quote from: Revive 755 on December 13, 2010, 04:47:53 PM
* MO 7/MO 13 bypass of Clinton
I can agree with this one. When it was built, it may have actually bypassed the city, but there are I think 3 traffic lights on it now and all of the major businesses in town or either on or near the bypass. Those traffic lights are now the only barriers stopping traffic between Kansas City and Springfield.
-NY 85 Slingerlands By-Pass is an interesting one. It recently got extended about 1/2 mile or so and got equipped with 4 rotaries. It still really doesn't bypass Slingerlands at all, rather than goes directly into it.
-NY 32 Delmar bypass. Has around 4-5 traffic signals along it and turns into a small 2 lane road after Elm Avenue (where NY 32 turns) for about a 1/2 mile before coming to a T intersection with Van Dyke Road.
-Most of New Hampshire's bypasses are super-2's.
-US 1 Bel Air, MD bypass. Seems to be a part super-2, part surface arterial going on here.
-The West Chester, PA bypass. It starts off with a US 322 super-2 expressway with two traffic signals (not counting the one at the west end) then 322 merges onto the older freeway section of the West Chester bypass where US 202 comes in. There is yet one traffic signal on the US 202/US 322 portion of the bypass, which is at Matlack Street, just before the south end.
-How about the lack of a US 30 bypass/freeway between Lancaster and Coatesville, PA? :pan:
Can't speak for other states, but OK has a tendency to build a bypass that isn't limited access (see, Duncan's original bypass, Ada, McAlester, etc). By that, I mean they allow business to add driveways directly off the roadway. Also, as mentioned above, older bypasses have attracted business that is either new or moved from the CBD. The solution is to create the bypasses with frontage roads and only allow access to the bypass from streets. Then, when funds allow it, you can come in and add grade separations. This is what ODOT is doing with the new Duncan bypass.
Florida is an interesting case in that they've built very few bypasses (except for Interstates and toll roads) since the 1940s. The Interstates carry the majority of traffic, and other corridors may be widened in towns, but rarely get bypasses. For example, much of US 17 south of Bartow has been dualed by using a former rail right-of-way for one direction.
How about Indiana?
- US 31 Kokomo bypass now being bypassed by a freeway bypass
- US 30 bypass in northwest Indiana which bypassed old Lincoln Highway. Maybe the Illiana Expy. will bypass this some day.
- I-465 in Indianapolis bypassed parts of the SR 100 bypass
WI has a few cases.
Lancaster - US 61 goes through town, but a state highway - end to end - with stop signs at each ends is the recommended bypass - for trucks.
Rhinelander - US 8 bypassed to the south, then traffic lights appear at each intersection on it. - WIS 17 got rerouted (not exactly a bypass and immediately got traffic lights.
Stevens Point - One could say a bypass of US 10 around the city is being put in, but east of I-39 was forgotten - it has traffic lights and goes through a shopping district.
Wausau - US-51 was bypassed as a freeway around Wausau to the west - then all of the business went that way and the freeway got clogged as did the cross roads (rural when it was built - now urban). everything was expanded over the last 6 years
Platteville - a 2-lane bypass was built ages ago to get around downtown, the businesses followed - and a freeway was built further out that was finished in 2005.
Michigan
Ironwood - failed with US-2 in that yes they got a bypass of downtown, but the stores flocked to the bypass and it got jammed up again
Iowa
Dubuque - the Northwest Arterial - Was it a true bypass/shortcut to 52 north? if so, tell the big-box stores they shouldn't be there.
Quote from: mukade on December 13, 2010, 07:42:39 PM
How about Indiana?
- US 31 Kokomo bypass now being bypassed by a freeway bypass
- US 30 bypass in northwest Indiana which bypassed old Lincoln Highway. Maybe the Illiana Expy. will bypass this some day.
- I-465 in Indianapolis bypassed parts of the SR 100 bypass
I wonder if IN-67/Muncie bypass could be thrown in the mix? I think it should had gotten more interchanges and being linked to I-69 (could had been a nice I-269).
Most of the examples cited are not transportation problems per se, but are moreso the result of poor land use decisions.
Quote from: froggie on December 13, 2010, 05:10:12 PM
Given that highway projects are generally built with a 20-year horizon, anything that's over 20 years old can arguably be ruled out.
Maybe, but in some cases the states have failed to maintain the bypass by adding new interchanges and/or frontage roads as necessary, or seem a little too agreeable to adding new stoplights.
I think it was figured out by most highway departments by the end of the 1960's that bypasses without access control were bypasses to obselense. As the cities grew out along these facilities, I suspect after a couple of decades you can probably make better time driving the old inner city routes than you could on the so-called bypass routes with numerous stoplights.
As far as Indiana is concerned, the US 52 bypass of Lafayette/West Lafayette is very old. I believe it was originally constructed in the 1930's as a two-lane facility, with last segment widened to four lanes while was still a student at Purdue in the late 1970's. Access control is virtually non-existant over many parts of it. Drive it and you will see what I mean. I-65 bypassed that bypass in the early 70's.
The US 31 Kokomo bypass was originally constructed in the late 40's or early 50's I believe. I am not sure if it as first constructed as a two-lane or four-lane roadway, but it is a very old facility as well.
Quote from: PennDOTFan on December 13, 2010, 06:49:00 PM
-How about the lack of a US 30 bypass/freeway between Lancaster and Coatesville, PA? :pan:
That stretch of US 30 is screaming for a by-pass, especially the truck traffic coming off PA 41 in Gap...combined with tourist traffic, Amish horse and buggies...what a mess!
Muscatine Iowa US 61
Some background on Monmouth IL -It was mostly and expense issue, A new one or freeway conversion would have both cost over 50 million 10 years ago. The Freeway designs were really innnovative and were not seriously disruptive
IDOT didnt like the partail improvement that would have left only one light at Main because it would have been, they claimed, too dangerous......
Part of the problem was it predated supplemental freeway plan and was built over 30 years. I suspect that is the same problem elswhere.
Quote from: jemacedo9 on December 13, 2010, 08:56:38 PM
Quote from: PennDOTFan on December 13, 2010, 06:49:00 PM
-How about the lack of a US 30 bypass/freeway between Lancaster and Coatesville, PA? :pan:
That stretch of US 30 is screaming for a by-pass, especially the truck traffic coming off PA 41 in Gap...combined with tourist traffic, Amish horse and buggies...what a mess!
There was a study conducted back in the early-mid 00s on this section. The WHOIS record (http://www.networksolutions.com/whois-search/route30corridor.com) for the study's domain now states it is registered in Japan, so that should tell you how far it got.
Quote from: Master son on December 13, 2010, 07:55:28 PM
Michigan
Ironwood - failed with US-2 in that yes they got a bypass of downtown, but the stores flocked to the bypass and it got jammed up again
US-2 in Ironwood is at least not overburdened with traffic or clogged with lots of stoplights.
US-41/M-28 between Ishpeming and Marquette, however, is a shining example of a screwed-up bypass. If it has a median, it's very narrow, and on some stretches it's 4 lanes without a center turn lane or median. There is no access control whatsoever except through Marquette. With all the big box stores just west of Marquette, it's rapidly becoming congested. And, even if an additional bypass is built, it's not going to be heavily used because most of the traffic is local.
US-31 through Holland and Grand Haven is another shining beacon of failed planning. At least a Grand Haven bypass is understandable. But US-31 in Holland could have been upgraded to a freeway without unreasonable expense had MDOT planned for it properly.
Also, access management follies along the M-78 corridor through Lansing between Charlotte and Perry meant MDOT had to go back and rebuild it properly to accommodate I-69 40 years later. Ditto for US-127 between Lansing and Ithaca (and 1/2 of it is still incomplete).
Another example: Adrian, MI has a nice controlled-access bypass of its SW side. Problem is, it's ONLY the SW side. Poor planning and development at the ends has rendered the bypass almost pointless.
In later years, MDOT appeared to learn its lesson - the US-127 corridor from Ithaca northward was built properly, if you excuse the left exits. Much of US-12 east of Kalamazoo was able to be converted to I-94 without much difficulty (though the section through Jackson was built without sufficient ROW to cheaply accommodate widening). US-23 south of Flint was also easily (if inelegantly) converted to freeway, as was US-127 south of Mason. MDOT at least did this early enough that it didn't have to deal with too much commercial development.
But it didn't appear to do so in others. US-127 south of Jackson could have easily been converted to freeway had MDOT closed driveway access and bought additional ROW. Now, if any freeway gets built, it'll be on new alignment. Again.
My personal favorite example, which is being fixed slowly (contingent on funding availability), is US 70 east of Raleigh in North Carolina.
Quote from: agentsteel53 on December 13, 2010, 04:51:56 PM
Montgomery, Alabama. Las Cruces, New Mexico. Tyler, Texas.
Alabama has quite a few examples:
US 78 in Jasper, bypass was bypassed with a freeway (I-22)
Alt US 72 in Madison, bypass was bypassed with a freeway (I-565)
US 431 in Albertville/Boaz, no bypass of the bypass, but the bypass is crippled with red lights, and it's often faster to take the old route (AL 205) through downtown Albertville and Boaz
US 82 in Tuscaloosa, bypass being bypassed with a freeway (Tuscaloosa Eastern Bypass)
US 231 in Dothan, AL, bypass/loop to be bypassed with a freeway (I-310?)
The bypass around Dothan is horrible. I drove that last summer.
In general, states seem too lenient in granting access permits on bypass routes, in my unscientific opinion. However, property owners do have a right to have access to their property.
And in places where there is zoning and a bypass goes through land zoned for agricultural or other rural uses, local government bodies are too eager to change zoning along new bypasses to residential or commercial. I'm not a huge fan of zoning (as most of you, knowing my political bent, would expect) but it seems to me that cities are promoting or adding to congestion when they change zoning along highways.
Quote from: jemacedo9 on December 13, 2010, 08:56:38 PM
Quote from: PennDOTFan on December 13, 2010, 06:49:00 PM
-How about the lack of a US 30 bypass/freeway between Lancaster and Coatesville, PA? :pan:
That stretch of US 30 is screaming for a by-pass, especially the truck traffic coming off PA 41 in Gap...combined with tourist traffic, Amish horse and buggies...what a mess!
That truck traffic goes all the way into Delaware, mostly on two-lane roads. In any event, my wife and I usually take PA 741 to get between PA 41 and PA 283, bypassing Lancaster to the south.
Quote from: hbelkins on December 14, 2010, 09:47:42 AMIn general, states seem too lenient in granting access permits on bypass routes, in my unscientific opinion. However, property owners do have a right to have access to their property.
What looks like leniency is really a function of cost and budgeting. Yes, property owners do have a right of access to their property, and this is why alternative methods of providing access are typically an important component of the right-of-way acquisition process.
States are generally not held to a very high standard as to the convenience of alternative access that is provided when a new highway is built and control of access is applied along one or more sides of a given land parcel that is not acquired. However, when there is no pre-existing option of access through the surface road system, an access road often has to be built and this has to be paid for by the state. Even when alternative access is possible through the surface road system, the state still has to buy access rights. A right of access is an interest in land and in theory its value is equal to the difference in the value of the parcel that would result from provision of access along the highway side. (This is a very simplified explanation--it does not take into account, for example, the problem of floating value.)
Put simply, it is often easier to sign off on a driveway permit than to make the cash payment that is required to say No.
Quote from: Master son on December 13, 2010, 07:55:28 PM
WI has a few cases.
Lancaster - US 61 goes through town, but a state highway - end to end - with stop signs at each ends is the recommended bypass - for trucks.
Rhinelander - US 8 bypassed to the south, then traffic lights appear at each intersection on it. - WIS 17 got rerouted (not exactly a bypass and immediately got traffic lights.
Stevens Point - One could say a bypass of US 10 around the city is being put in, but east of I-39 was forgotten - it has traffic lights and goes through a shopping district.
Wausau - US-51 was bypassed as a freeway around Wausau to the west - then all of the business went that way and the freeway got clogged as did the cross roads (rural when it was built - now urban). everything was expanded over the last 6 years
Platteville - a 2-lane bypass was built ages ago to get around downtown, the businesses followed - and a freeway was built further out that was finished in 2005.
Most of those older post-WWII Wisconsin ones (ie, US 51/Wausau) weren't poorly thought out at all, they were done two or three generations ago and the areas simply grew up around them - US 51 around both Wausau and Stevens Point were done right as full freeways from the get-go in the 1960s. US 10/Stevens Point is simply incomplete - US 10 is still on its 1928 routing east of I-39/US 51 while the part west of the interstate was opened only a year ago (again, replacing its 1928 routing).
OTOH, over the past 10-15 years, WisDOT got into an 'on the cheap' phase that I hope is about done, giving us such disastrous bypasses as US 151/Fond du Lac, US 12/Whitewater and a few others. WI 26/Johnson Creek, although a few years older, is another. :banghead:
Mike
Quote from: J N Winkler on December 14, 2010, 03:30:30 AM
My personal favorite example, which is being fixed slowly (contingent on funding availability), is US 70 east of Raleigh in North Carolina.
I just drove several of those bypasses, and didn't think any of them were all that bad. I did US-70 from Goldsboro nearly to the end. Some rather old signs still exist on that stretch.
or did you mean
immediately to the east of Raleigh? If so: never been there.
It has actually been fifteen (!) years since I was on US 70 east of Raleigh. From memory, Goldsboro is about where US 70 stops being bad. The story, as I remember it, is that at some point in the 1970's or 1980's, it was decided that US 70 would be widened from Raleigh eastward, but not as a full freeway. Strip commercial development subsequently moved in and it became necessary to put stoplights on 55 MPH roadway. I lost count of the stoplights on US 70 between I-40 and Atlantic Beach after about 15 or so.
NCDOT has already built the Clayton Bypass as a full freeway to divert through traffic around the "failed" US 70 expansion through Clayton. I think the Smithfield Bypass (next one east), which went out to bid somewhat later and was also planned and developed as a full freeway, may have been finished as well. After Smithfield an eastbound traveller on US 70 is more or less in Goldsboro, and the US 70 bypass north of town is a full freeway, although Google Maps shows what looks like an awkward TOTSO near the I-795 (US 117) interchange.
Quote from: J N Winkler on December 14, 2010, 11:41:41 AMI lost count of the stoplights on US 70 between I-40 and Atlantic Beach after about 15 or so.
does US-441 through Orlando count as a bypass, or was it just upgraded to an arterial over the old two-laner? I counted 126 traffic lights from Kissimmee to Apopka or thereabouts, of which
six were green. that was a tragic day in the history of road exploration.
TN probably has some of the worst bypasses, and a few of the best:
WORST (reason):
US 51 around Dyersburg (development)
US 31A around Lewisburg (development)
TN 397 around Franklin (no driveways along this one, but should have been at least four lanes originally)
US 231 around Shelbyville (will be bypassed again)
US 129 around Maryville (development)
TN 66/US 441 around Sevierville (it's the Smokies, need I say more?)
I-240 (not too close at the time it was built, but development and I-40 rerouting lead to downfall)
I-440 (too close to the city, too narrow)
I-640 (too close to the city, I-75 routing defeats the purpose)
US 70/US 70A/TN 22 around Huntingdon (strange interchanges/intersections)
TN 396 around Hendersonville ONLY (was good at first, but now needs widening)
Bypass US 70S around McMinnville (development)
Bypass US 41A around Clarksville (development)
TN 374 around the SOUTH end of Clarksville (development)
Anything around Murfreesboro (development)
Bypass US 70 around Lebanon (narrow, development)
US 70 around Dickson (development, school zones)
TN 111 around Livingston (narrow, development south of it)
TN 50 around Columbia (some of the worst bypass development out there)
BEST (reason):
TN 840 (when complete, will be a pleasant, albeit long, alternative to I-40 through Nashville)
TN 22 around Dresden, Martin, and Union City (most of this is lightly-travelled freeway/expressway)
TN 111 around Algood, Cookeville, and Sparta (freeway/expressway grade)
I-140/TN 162 (when complete, will be the best shortcut from west of Knoxville to the Smokies)
TN 385 south end (good freeway around Germantown and Collierville)
TN 385/Future I-269 north end (good freeway shortcut to Millington)
TN 218 around Paris (very little development)
US 70 around Waverly (close enough to town, but still good speed limits)
US 70 around Camden
US 43/412 around Columbia (expressway)
I could go on and on....
I don't New Jersey understands the concept of a bypass, unless we're talking about I-95/I-295
For the most part Louisiana seems not to favor arterial type bypasses of urban areas, at least since the early 1960s. Most of the TIMED projects and other four lane widenings of recent years, for instance, either improved the in-town route to urban arterial standards, created a two way couplet, or moved to a different through town alignment which removed the route from the immediate downtown area (ex: US 171 Mansfield, US 167 Jonesboro, LA 10 Oakdale) as opposed to completely bypassing the town (Zwolle is the only exception I can think of off hand). US 90 from Lafayette to Morgan City may be the exception, but that route was developed with access control and eventual freeway conversion in mind - in any case, only the portion from Lafayette to Broussard is heavily developed and there is still sufficient right of way to add frontage roads and perhaps squeeze in a few Texas style slip ramps.
Perhaps there is some wisdom to this policy in light of historically weak/nonexistent access management policies combined with the general antipathy to land use control in the state, the consequences of which serve to permit unchecked development and would render any surface bypass route moot within a couple of decades.
Until the early 1960s at the latest, Louisiana did construct surface highway/expressway bypasses of some of the state's larger cities:
Airline Highway, Baton Rouge: 1940-41
MacArthur Blvd, Alexandria: ca. 1950
MLK Blvd, Monroe: early 1960s IIRC
All of these routes are now well inside the developed portions of their respective urban areas and as such function poorly as true bypasses.
The only other true bypasses (that actually function as bypasses) that I can think of are LA 1/6 Natchitoches, US 190 Covington (eastern half now submerged by development), LA 3226 in DeRidder, LA 14 Erath (more of a relocation than a bypass), and the brand new Bypass US 79 at Homer. Apparently some smaller towns off the most important highways are still considered 'safe' for bypass construction, though only to single carriageway standards. Also, the state still has various relocations on the books that would effectively serve as bypasses, such as various portions of LA 1 from New Roads southward.
Not a state, but for worst bypass would have to be ON 401 in Toronto.
Jake/Jonathan: it's not so much the bypasses along US 70 as it is the segments between the bypasses. Most of the bypasses themselves are freeway-grade...namely Clayton (as Jonathan mentioned), the immediate I-95 area, Goldsboro, and New Bern.
That said, the Goldsboro bypass is very substandard 4-lane and is in the process of being replaced by a more modern freeway bypass on new alignment to the north.
Also, technically, most of the at-grade 4-lane between Raleigh and Princeton is the "original bypass".
Quote from: deanej on December 14, 2010, 02:18:33 PM
Not a state, but for worst bypass would have to be ON 401 in Toronto.
what's so bad about it? full set of local and express lanes... 22 lanes at its widest (junction with 404, I think). Unless you like your freeways antiquated, or have a problem with blue guide signs, I don't see why you'd dislike the 401.
how could I forget the bypass of Carson City, Nevada? Absolutely hideous in every conceivable form.
Quote from: agentsteel53 on December 14, 2010, 03:36:07 PM
Quote from: deanej on December 14, 2010, 02:18:33 PM
Not a state, but for worst bypass would have to be ON 401 in Toronto.
what's so bad about it? full set of local and express lanes... 22 lanes at its widest (junction with 404, I think). Unless you like your freeways antiquated, or have a problem with blue guide signs, I don't see why you'd dislike the 401.
When Hwy 401 was built in the early 1950s north of Toronto, it was mainly a rural area but soon, it was urbanized so fast then it was clogged in 1959 and the MTO decided to put a local-express setup. http://web.archive.org/web/20050612013917/members.aol.com/Hwys/OntHwys/OntHwys401Hist.html
Quote from: agentsteel53 on December 14, 2010, 03:37:53 PM
how could I forget the bypass of Carson City, Nevada? Absolutely hideous in every conceivable form.
at least it's a freeway - though incomplete I might add.
Quote from: agentsteel53 on December 14, 2010, 12:15:03 PMdoes US-441 through Orlando count as a bypass, or was it just upgraded to an arterial over the old two-laner? I counted 126 traffic lights from Kissimmee to Apopka or thereabouts, of which six were green. that was a tragic day in the history of road exploration.
That was a new alignment from the 1930s (Orange Avenue, Edgewater Drive, and Apopka Boulevard are the old alignment). So it's a bypass of sorts but a very early one. John Young Parkway was built much more recently as a bypass of US 441 south of Winter Park, and has its share of traffic lights, but limited direct access. SR 436 (Semoran) is a better example of a bypass of Orlando that became a suburban strip, built ca. 1950s-60s. Now of course we have SR 417 and SR 429, the latter not yet complete.
Quote from: Master son on December 14, 2010, 04:51:21 PM
at least it's a freeway - though incomplete I might add.
that's the problem. the freeway is through Reno. Carson City's 50/395 alignment forces you to head through downtown.
Quote from: J N Winkler on December 14, 2010, 03:30:30 AM
My personal favorite example, which is being fixed slowly (contingent on funding availability), is US 70 east of Raleigh in North Carolina.
The 4 US-70's:..... "70", "70-A", "70-Business", and "70-Bypass".....
(https://www.aaroads.com/forum/proxy.php?request=http%3A%2F%2Fi174.photobucket.com%2Falbums%2Fw102%2Farchitect77%2F4_US70s.jpg&hash=5138cb53178d1f1b435241d7fc4b5021e1672ee6)
Quote from: agentsteel53 on December 14, 2010, 03:36:07 PM
Quote from: deanej on December 14, 2010, 02:18:33 PM
Not a state, but for worst bypass would have to be ON 401 in Toronto.
what's so bad about it? full set of local and express lanes... 22 lanes at its widest (junction with 404, I think). Unless you like your freeways antiquated, or have a problem with blue guide signs, I don't see why you'd dislike the 401.
It's a textbook case of what the first post was asking about: it went from a rural area to a very urban one. The fact that it moves has more to do with the fact that Canada doesn't have the "freeways are the devil" mentality that the US has.
QuoteThe fact that it moves has more to do with the fact that Canada doesn't have the "freeways are the devil" mentality that the US has.
Despite the fact that Toronto cancelled several freeways themselves?
Quote from: NE2 on December 13, 2010, 07:06:17 PM
Florida is an interesting case in that they've built very few bypasses (except for Interstates and toll roads) since the 1940s. The Interstates carry the majority of traffic, and other corridors may be widened in towns, but rarely get bypasses. For example, much of US 17 south of Bartow has been dualed by using a former rail right-of-way for one direction.
One of the problems with Florida roads. Best example is 301 thru Starke. a big bottleneck but even a divided surface road bypass of Starke would be better. Sadly it would probably would be filled with Super Wal-Marts etc. Limited Access is the key so even if isnt a freeway it can more easily be upgraded
Quote from: jwolfer on December 15, 2010, 01:55:57 PM
One of the problems with Florida roads. Best example is 301 thru Starke. a big bottleneck but even a divided surface road bypass of Starke would be better. Sadly it would probably would be filled with Super Wal-Marts etc. Limited Access is the key so even if isnt a freeway it can more easily be upgraded
no, then the town cops would just move to the bypass and viciously enforce a speed limit of 25 there.
there's only one solution to Starke. (hint: It's the only way to be sure.)
They are planning a bypass: http://www.us301starke.com/us301/
"The Rural Alternative (Bypass) is developed as a four-lane limited access freeway facility"
Quote from: NE2 on December 15, 2010, 02:19:52 PM
They are planning a bypass: http://www.us301starke.com/us301/
"The Rural Alternative (Bypass) is developed as a four-lane limited access freeway facility"
The city will probably annex one of the interchanges on SR16 or SR100 so they could give tickets out. Sort of like Hampton FL used to. The city annexed a Gate Station on US 301 and the town PD would give out tickets. I think that the city either deannexed or no longer has their own PD
I nominate FL 997 as one of the worst. Two-lane truck traffic + car traffic + farm traffic + a canal + severe lack of turn lanes + bumpy/pothole-ridden pavement that hasn't been resurfaced in about 25 years = I'm going to travel once and never again.
Quote from: froggie on December 15, 2010, 01:25:17 PM
Despite the fact that Toronto cancelled several freeways themselves?
They may have cancelled several, but at least they're still building them. In NY, the only new freeway construction other than I-781 and I-99 are upgrades to NY 17 and US 219 that are proceeding at a glacial pace. Compare that to ON 400, 401, and 417 in Ontario and all the new construction in Quebec. At Canada's pace, both I-86 and I-99 would have been completed a decade ago (as it stands now, I-86 won't be complete for at least another 20 years) AND construction on a freeway between I-81 and I-87 along US 11 would be well under way (currently, only ambiguous "US 11 corridor improvements" slated to begin in 10 years are listed).
I'll agree with most of that, except this part:
Quoteconstruction on a freeway between I-81 and I-87 along US 11 would be well under way
Some comments:
Quote from: wriddle082 on December 14, 2010, 12:40:15 PM
TN 397 around Franklin (no driveways along this one, but should have been at least four lanes originally) - Worst
(a.k.a. Mack Hatcher Memorial Pkwy. or simply Mack Hatcher to many of us locals) The TN 397 has been the hidden designation of the bypass for years however I only remember seeing it signed over the summer, IIRC.
Yes, only the stretch between US 31 and US 431 on the northwest side is four lane plus the intersections at TN 96 and the southern end at US 31. There are two other deficiencies that I can think of. First, it should circle the city and it has been looked at including a demonstration toll project, but no real plans. Second, it is intended to be the truck bypass of the city. However the truck signage is inconsistent and partially non-standard.
On a personal note, as I often go in/out of Franklin via Carter's Creek Pike (TN 246), I really long for the unbuilt western part.
Quote from: wriddle082 on December 14, 2010, 12:40:15 PM
I-440 (too close to the city, too narrow) - Worst
Also, should have been built to directly link up with TN 155 (Briley Pkwy.) to form a loop. Currently, you have a mile or two of running on I-40 at each end to go between them.
Quote from: wriddle082 on December 14, 2010, 12:40:15 PM
I-640 (too close to the city, I-75 routing defeats the purpose)
Also, IMHO, too long to be a real bypass of the city. And again, is only a half loop.
Quote from: wriddle082 on December 14, 2010, 12:40:15 PM
TN 50 around Columbia (some of the worst bypass development out there) - Worst (a.k.a. James Campbell Blvd. though not all is TN 50)
US 43/412 around Columbia (expressway) - Best
I'd give it a mixed rating. It is better than the arterial James Campbell Blvd. that it replaces. However, the fact it is only a partial arc is a negative plus the 1/4 cloverleaf plus a few traffic lights are an annoyance.
Quote from: wriddle082 on December 14, 2010, 12:40:15 PM
TN 840 (when complete, will be a pleasant, albeit long, alternative to I-40 through Nashville)
As living close to it, I look forward to its completion. However, it again suffers from being a half loop. The northern half is currently on hold and may never be built.
Quote from: mightyace on December 16, 2010, 01:48:11 PM
Yes, only the stretch between US 31 and US 431 on the northwest side is four lane plus the intersections at TN 91...
TN 91? The TN 91 I am familiar with is in the extreme northeastern part of the state, an extension of VA 91. I use that route to get to Boone, NC from the Bristol/Abingdon area.
^^^
It was a typo. I meant TN 96. The original post has been corrected.
Quote from: agentsteel53 on December 14, 2010, 03:37:53 PM
how could I forget the bypass of Carson City, Nevada? Absolutely hideous in every conceivable form.
Quote from: Master son on December 14, 2010, 04:51:21 PM
at least it's a freeway - though incomplete I might add.
Quote from: agentsteel53 on December 14, 2010, 05:51:40 PM
that's the problem. the freeway is through Reno. Carson City's 50/395 alignment forces you to head through downtown.
I'm failing to understand what Reno has to do with the Carson City Bypass...
The first section of the bypass didn't really do much, as it took US 395 traffic out of the way only to bring it back through downtown. When paired with the second section that opened last year, it is faster to take the bypass freeway than going through downtown past the state capitol--even though the freeway is incomplete and one must still take surface streets to the south end of town.
Quote from: roadfro on December 18, 2010, 01:34:00 AMeven though the freeway is incomplete and one must still take surface streets to the south end of town.
last I drove it, there was absolutely no freeway bypass whatsoever in Carson City, which is why I lamented its poor execution.
the worst bypass of all: the invisible bypass that forces you through downtown. the state that screws up the bypass most: the state that can't build them in a timely fashion in the first place!
Quote from: JREwing78 on December 14, 2010, 02:06:03 AM
Michigan
US-41/M-28 between Ishpeming and Marquette, however, is a shining example of a screwed-up bypass. If it has a median, it's very narrow, and on some stretches it's 4 lanes without a center turn lane or median. There is no access control whatsoever except through Marquette. With all the big box stores just west of Marquette, it's rapidly becoming congested. And, even if an additional bypass is built, it's not going to be heavily used because most of the traffic is local.
Except that in some respects, that's not a bypass. US 41/M-28 was shifted out of downtown Ishpeming and Negaunee in the 1930s, and out of downtown Marquette in the 1960s. The highway was four-laned and divided around the time of the Marquette Bypass, but through Negaunee and Ishpeming, it wasn't moved at that time.
The Marquette Bypass is still expressway grade, even if it ends on the west just before the Marquette Township retail corridor starts. Most of that development is from the 1990s and later. When Walmart was built in 1993-4, that was the edge of town, and now there are stores farther out yet. Now, if the township zoned for access roads back then, we'd have much less of a mess now.
The developer behind the Country Village in Ishpeming was going to build an access road from the Pamida driveway west to Lakeshore Drive, but only if the city would agree to maintain it. The city said no, and there are three more access points through there.
Quote from: PennDOTFan on December 13, 2010, 06:49:00 PM
-US 1 Bel Air, MD bypass. Seems to be a part super-2, part surface arterial going on here.
Oh, US 1. I'm quite impressed that this one was brought up. The portion that goes from Benson's Corner (aka Jone's Junction) at the intersection of MD 147/US 1 Bus up to Hickory is the only part of the original Perring Freeway that was planned to be built back in the 1960's. In brief, it would have connected with the piece of Perring Parkway off of I-695 outside of Baltimore and would have bypassed everything north of Nottingham, Perry Hall up to Bel Air. And oh my how it would have made commuting from Harford County to Baltimore City so much more convenient! (Don't get me wrong - I LOVE MD 147 because it still has this early 19th century feel, which would have been ruined with a freeway nearby, but the freeway would have provided a critical route from Towson to Bel Air.)
It's really unusual because SHA owns all of the ROW to make it a divided, 4-lane bypass from Benson to Hickory, yet it does this weird 4 lane to 2 lane to 4 lane again thing, causing unnecessary bottlenecks.
More importantly, though, is the failed trainwreck of a bypass that MD 24 has become (which is dual signed for part of its way on the US 1 Bel Air Bypass.) For the purely MD 24 section, someone did not think through the decision in the 1980's to allow at-grade intersections, considering that it goes directly next to the Harford Mall. I remember being elementary school aged in the early to mid 1990's and telling my (non-roadgeek) mother "Why are they adding all of these traffic lights? It's going to cause a gigantic mess." She and everyone else gets it 15 years later, now that they are redoing the whole MD 24/I-95 interchange and adding a neighboring interchange next door at MD 24/MD 924 (converting it from a constantly backed-up at-grade junction.)
It should have been created as limited access to begin with. Not only do all 11 intersections have traffic lights, but it makes a 5 mile trip take 20 MINUTES. Even worse, they now keep the timers on late at night, so one can't even save time driving on it at 3am.
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ETA: I was so distracted by the Bel Air stuff that I completely forgot to mention Lynchburg and Charlottesville, VA. In Charlottesville, they are planning to bypass the current US 29 bypass because of massive urban sprawl.
Lynchburg is slightly different. They've already built a 2nd US 460 bypass and they are looking to extend the 2nd US 29 bypass. The problem here, though, is that the 29 extension would completely overshoot Lynchburg by a few miles, so in order to keep the bypass near the city, they've multiplexed it (in a funky wrong-way concurrency) with US 460 and US 501 just south of Lynchburg. Of course, this really isn't ideal (there's a section of this with at-grade intersections and businesses) so they're figuring out a way to upgrade this alignment.
I remember US 1 because I used it between Baltimore and Philadelphia to visit the Brandywine Conservancy. I wanted to avoid the tolls on I-95 in Maryland and Delaware and save myself a trudge back westward through the traffic lights on US 1 after the end of the Media Bypass. I don't remember the Bel Air bypass as being all that bad (this was in 1996 or 1997), but the length over the Conowingo Dam (between Bel Air and the Pennsylvania border) was two-lane and operated at a very bad level of service. The Kennett-Oxford Bypass (US 1 north of the state line) might also be a candidate as a failed bypass because it has a mixture of interchanges and flat intersections.
QuoteIn Charlottesville, they are planning to bypass the current US 29 bypass because of massive urban sprawl.
Not anymore. The focus has now shifted to improving the existing US 29 corridor. Also, it's not the bypass that's the problem...it's the area north of the bypass that has the problem.
QuoteLynchburg is slightly different. They've already built a 2nd US 460 bypass and they are looking to extend the 2nd US 29 bypass.
Correct on 29, not the case on 460. There's only been one US 460 bypass of Lynchburg. And since they made it controlled access, it's not that bad. The only real problem area on it is where you mentioned...east of 501 to the 29 bypass...but this is part of the original road alignment, not a bypass.
QuoteNot anymore. The focus has now shifted to improving the existing US 29 corridor. Also, it's not the bypass that's the problem...it's the area north of the bypass that has the problem.
Ahhh yes...I realize now that I explained it poorly. The whole reason that Charlottesville has discussed building a bypass since 1990 is because of that northern area exploding with urban sprawl. The Western Bypass would begin across from Leonard Sandridge Rd (which leads into the UVA campus.) It would bypass a small section of the current 29/250 bypass - the section with the ridiculous 15 MPH curve to get onto 29 North that often has huge backups.
It has been officially cancelled, though? Last I heard back in '09 (when I still lived in Lynchburg) is that it's still in the works, but in the long term future.
(https://www.aaroads.com/forum/proxy.php?request=http%3A%2F%2Fwww.roadstothefuture.com%2FUS29_Charl_Bypass_2002_L.jpg&hash=76780adb5c40635ed795681e7a28e7beb544c5c4)
QuoteCorrect on 29, not the case on 460. There's only been one US 460 bypass of Lynchburg. And since they made it controlled access, it's not that bad. The only real problem area on it is where you mentioned...east of 501 to the 29 bypass...but this is part of the original road alignment, not a bypass.
The original 460 alignment into Lynchburg is now US 221 (Forest Road - Lakeside Drive - Oakley Ave - Fort Ave - 12th Street - Kemper Street). US 460 followed that route until the 1970's, when 460 was instead routed south of Bedford, through New London, and then cut into Lynchburg (Timberlake Road - Fort Ave.) I believe it replaced VA 307 and went on the alignment proposed for I-64 had it taken a southern route into Lynchburg instead of Charlottesville. I am unsure of when the current US 460 bypass was built, but the section now labeled as Business 460 (Timberlake - Fort - 12th - Kemper) was a 4-lane, divided bypass of the original (although in the past few years, they have upgraded 221 from Forest to the Lynchburg Expressway to 4-lane, undivided.)
I hope that makes sense, because with all of these bypasses (and let's not forget the 3 routings of 501) it is utterly confusing. Even Lynchburg locals get it mixed up. I constantly had to explain to people which road was which when I lived there because people confused them all the time.
Anyway, you're right, the problem area of 460 (east of 501 to the 29 bypass) is original US 460 alignment. It was not planned to be (and is unfit for) 29 bypass alignment. However, they are going to make it officially 29 bypass alignment for now, until 20 years from now when they'll inevitably extend the 29 bypass south.
Quote from: J N Winkler on December 19, 2010, 04:43:04 PM
I remember US 1 because I used it between Baltimore and Philadelphia to visit the Brandywine Conservancy. I wanted to avoid the tolls on I-95 in Maryland and Delaware and save myself a trudge back westward through the traffic lights on US 1 after the end of the Media Bypass. I don't remember the Bel Air bypass as being all that bad (this was in 1996 or 1997), but the length over the Conowingo Dam (between Bel Air and the Pennsylvania border) was two-lane and operated at a very bad level of service. The Kennett-Oxford Bypass (US 1 north of the state line) might also be a candidate as a failed bypass because it has a mixture of interchanges and flat intersections.
The problem with US 1 is not the bypasses, it's the fact that they're not connected. The Oxford Bypass is just fine, except the stretch of US 1 from there east to Philly is not.
Quote from: RoadWarrior56 on December 14, 2010, 08:07:38 AM
The bypass around Dothan is horrible. I drove that last summer.
Having driven this one on numerous occasions, I agree. Even something like the US 280/431 bypass in Phenix City would be better; it still has a fair number of traffic lights, but at least no direct driveways like AL 210.
Dothan is like Douglas, GA. Several in Texas are like that. Especially in East Texas. Tyler is the worst from what I can recall.
Quote from: Laura Bianca on December 19, 2010, 03:53:53 PM
I remember being elementary school aged in the early to mid 1990's and telling my (non-roadgeek) mother "Why are they adding all of these traffic lights? It's going to cause a gigantic mess."
Sort of sad when an elementary schoolkid can plan a bypass better than a DOT can...
Quote from: Scott5114 on December 21, 2010, 02:25:19 PM
Quote from: Laura Bianca on December 19, 2010, 03:53:53 PM
I remember being elementary school aged in the early to mid 1990's and telling my (non-roadgeek) mother "Why are they adding all of these traffic lights? It's going to cause a gigantic mess."
Sort of sad when an elementary schoolkid can plan a bypass better than a DOT can...
Haha! Indeed, although in defense of the MD SHA...Harford County was still considered a small chunk of agricultural wilderness back in the 1980's. I don't think they seriously considered that within 10 years the region would explode with activity. The bypass was completed in 1987, and I probably made that comment in 94, 95 or so (around age 7-8.) Bel Air, Abingdon, etc. grew tremendously in the 1990's.
It's probably also why there is a lack of highways in my area. Projects were scrapped probably because no one truly believed that farmers were going to need them, and that the money could go towards something else. Little did anyone know that a huge portion of those farmers would cash out in the '90s and that houses would grow on their fields.
ETA - I don't know if I mentioned why I emphasized the "non-roadgeek" mother thing. I used to say "silly" things like this all the time as a kid, things that 15 years later people finally began to acknowledge!
On the flip side, I think South Carolina has been great with most, if not all, of their bypasses. For all the different combinations of US routes I used to take from I-77 between Charlotte & Columbia to Myrtle Beach, those towns which had bypasses seemed to have have kept any major development off of the bypasses and have kept them along the original-turned-Business US route alignments.
The last time I was on the US-17 Bypass around Myrtle Beach it was a very easy drive, as Barefoot Landing was starting to be built just off the bypass to the North of US-501, and the other bypasses that have been built since were just a twinkle in SCDOT's eye. For all I know, US-17 Bypass may now be just as jammed as US 17 through town is during tourist season.
The only part of the easterly ME196 extension that was done *right* was the US1 interchange.
Edit: And okay, yeah, at least there's not an at-grade rail crossing.
Quote from: thenetwork on December 24, 2010, 05:16:14 PM
The last time I was on the US-17 Bypass around Myrtle Beach it was a very easy drive, as Barefoot Landing was starting to be built just off the bypass to the North of US-501, and the other bypasses that have been built since were just a twinkle in SCDOT's eye. For all I know, US-17 Bypass may now be just as jammed as US 17 through town is during tourist season.
Well it is kind of being bypassed again with SC 31, though not as well as it could be since the US 17/SC 9 interchange is missing the EB-NB movement.
Quote from: Eth on December 20, 2010, 08:42:27 PM
Quote from: RoadWarrior56 on December 14, 2010, 08:07:38 AM
The bypass around Dothan is horrible. I drove that last summer.
Having driven this one on numerous occasions, I agree. Even something like the US 280/431 bypass in Phenix City would be better; it still has a fair number of traffic lights, but at least no direct driveways like AL 210.
Usually, when I travel to Florida, I avoid the stretch of Ross Clark Circle between US 84 and US 231 northwest of town.
I nominate US 43 around Mount Pleasant, TN as one of the worst.
Funny thing is, it's not actually a bad bypass at all. It's quite nice, actually - seeing as there are no stoplights or development for the entire length of the highway.
Then you realize that the speed limit drops to 55 for ABSOLUTELY NO REASON and is heavily enforced by the Mount Pleasant Police.
Quote from: US-43|72 on January 01, 2011, 03:46:38 PM
I nominate US 43 around Mount Pleasant, TN as one of the worst.
It also has one of the most useless types of interchanges at Mount Joy Road. All left turns require crossing the median. Why not add a similar looped ramp to the northeast corner of the junction which will remove all left turns across the median?
As for the speed limit - similar roads in the UK are 70mph. Indeed, I know of several over here that are of inferior quality to that stretch of US 43 which have numerous turns across the median.
Quote from: Truvelo on January 01, 2011, 04:49:10 PM
It also has one of the most useless types of interchanges at Mount Joy Road. All left turns require crossing the median. Why not add a similar looped ramp to the northeast corner of the junction which will remove all left turns across the median?
There's a rail line in the way. That's probably why there's a bridge in the first place; otherwise it would just be an at-grade intersection.
I can't speak for Georgia as a whole, but I can speak for Metro Atlanta; bypasses suck here. I-285 in particular; it's often easier/quicker to go through downtown Atlanta, coming from the south/north or east/west, imho.
Be well,
Bryant
I wonder if KY DOT had once more bigger plans for KY-425/Henderson bypass? They had acquired some ROW for future upgrades to a 4-lanes divided highway and at the intersection with US-41, looks like they taked more ROW like if they wanted to built an interchange there. http://maps.google.com/maps?t=k&q=37.835556,-87.580833&ie=UTF8&ll=37.790718,-87.569854&spn=0.005825,0.013733&z=17
Quote from: Stephane Dumas on January 03, 2011, 10:17:46 AM
I wonder if KY DOT had once more bigger plans for KY-425/Henderson bypass? They had acquired some ROW for future upgrades to a 4-lanes divided highway and at the intersection with US-41, looks like they taked more ROW like if they wanted to built an interchange there. http://maps.google.com/maps?t=k&q=37.835556,-87.580833&ie=UTF8&ll=37.790718,-87.569854&spn=0.005825,0.013733&z=17
That's definitely using the current road for an EB half diamond with a folded loop in the NW quadrant for the new WB roadway. There's a full diamond proposed at US 60 and it looks like that's where the dualization ends.
NJ is currently planning a joke of a US-206 bypass around Belle Mead (Hillsborough twp). The bypass will be a controlled access Super-2 with a few traffic lights, vs. a proper freeway. It should be interesting to note that part of that bypass will be using ROW that was originally planned for the I-95 Somerset Freeway.
Quote from: AlpsROADS on January 03, 2011, 08:17:52 PM
Quote from: Stephane Dumas on January 03, 2011, 10:17:46 AM
I wonder if KY DOT had once more bigger plans for KY-425/Henderson bypass? They had acquired some ROW for future upgrades to a 4-lanes divided highway and at the intersection with US-41, looks like they taked more ROW like if they wanted to built an interchange there. http://maps.google.com/maps?t=k&q=37.835556,-87.580833&ie=UTF8&ll=37.790718,-87.569854&spn=0.005825,0.013733&z=17
That's definitely using the current road for an EB half diamond with a folded loop in the NW quadrant for the new WB roadway. There's a full diamond proposed at US 60 and it looks like that's where the dualization ends.
That's definitely very recent aerial imagery, as the last time I was there (last March) the "Y" intersection at US 60 and Alt. US 41 was still in use, and the street was torn all to pieces for the curb-and-gutter installation.
Quote from: NJRoadfan on January 03, 2011, 08:30:40 PM
NJ is currently planning a joke of a US-206 bypass around Belle Mead (Hillsborough twp). The bypass will be a controlled access Super-2 with a few traffic lights, vs. a proper freeway. It should be interesting to note that part of that bypass will be using ROW that was originally planned for the I-95 Somerset Freeway.
http://www.google.com/images?q="good+grief"
Quote from: wriddle082 on December 14, 2010, 12:40:15 PM
TN probably has some of the worst bypasses, and a few of the best:
WORST (reason):
US 51 around Dyersburg (development)
US 31A around Lewisburg (development)
TN 397 around Franklin (no driveways along this one, but should have been at least four lanes originally)
US 231 around Shelbyville (will be bypassed again)
US 129 around Maryville (development)
TN 66/US 441 around Sevierville (it's the Smokies, need I say more?)
I-240 (not too close at the time it was built, but development and I-40 rerouting lead to downfall)
I-440 (too close to the city, too narrow)
I-640 (too close to the city, I-75 routing defeats the purpose)
US 70/US 70A/TN 22 around Huntingdon (strange interchanges/intersections)
TN 396 around Hendersonville ONLY (was good at first, but now needs widening)
Bypass US 70S around McMinnville (development)
Bypass US 41A around Clarksville (development)
TN 374 around the SOUTH end of Clarksville (development)
Anything around Murfreesboro (development)
Bypass US 70 around Lebanon (narrow, development)
US 70 around Dickson (development, school zones)
TN 111 around Livingston (narrow, development south of it)
TN 50 around Columbia (some of the worst bypass development out there)
How in God's name did you miss the US 45 bypass of Jackson? It's almost faster to take Old US 45 these days.
Michigan has some bad ones.
US 31 around Holland (development, stoplights at every intersection)
Chicago Dr around Zeeland (development, very narrow median; was bypassed itself by I-196 in the 70s)
M-11 around Grand Rapids (development, very heavy traffic; bypassed somewhat by M-6, which is one of the best bypasses in Michigan)
M-37 around Grand Rapids (development especially at M-11, have to cross two lanes just to get off I-96 to continue on M-37)
Greeley, Colorado figured out an ... interesting way to play this one. For a long time, there was a U.S. 34 Business and a U.S. 34 Bypass through Greeley, but no actual U.S. 34. Both of these streets were surface roads with plenty of at-grade crossings and lights each way. The bypass has been re-signed as just U.S. 34, but this leaves a stop-and-go U.S. 34 through town with no bypass.
There are no freeway-grade roads linking Interstate 25 to U.S. 85 between E-470 in Denver and I-80 in Cheyenne, if my memory is correct.
Doesn't look so bad (to someone who's never been there...) -- just a jct every mile or so, but a pretty clean road without development, businesses, driveways...
How about the Rocky Point-Shoreham Bypass for NY 25A? NYSDOT promised it would be a limited-access highway before they built it, but you can't even consider that a super 2. And what's worse, the last I heard about it, there was talk of development along it!
As if it's not bad enough that the "Smithtown Bypass" was referred to as "The Bypass that Doesn't," by Newsday back in the late-1980's!
I-285 was intended to be a bypass around Atlanta, but was built so close to the city, that development came and clogged up the entire arterial.
Many cities in Metro Atlanta are connected by development-ridden divided highways, or two lane roads.
Be well,
Bryant
The Bel Air Bypass in Maryland was boched from what it was intended to be. It was designed as a super two to be upgraded to full freeway, but the MSHA did some things to change this to typical non freeway standards.
1) The new MD 24 alignment that had grading done for an interchange with the US 1 bypass was given an at grade signalized intersection.
2) The former end of the Bel Air Bypass had a stub ending with ramps to the original US 1 alignment so that a freeway could bypass Hickory as well, but when the road was extended the artificial hill where the stub ending once was was leveled for the current US 1 and US 1 Business intersection.
Talk about screwing things up. If MSHA does decide to upgrade to full freeway, it will have more work to do and more tax dollars to spend.
What about Florida? Do you see freeway bypasses of any towns other than the interstates and toll roads? I am suprised to see that FDOT requested ASHTO to let US 17 now bypass Jacksonville on I-95 and I-10. However US 1 and US 90 still go through Downtown.
Osceola Parkway in Kissimmee, FL is to be a bypass of US 192, yet it now turned from expressway to surface arterial. A new shopping center was built and now other development seemed to follow thus causing more intersections and traffic signals to be installed.