What are some really long interchanges out there? By that I don't mean very large (area-wise) or complex ones; it could be something as simple as a diamond interchange, but for some reason the ramps are spread for some distance along the main freeway, such that it takes a while to drive through its full length.
A couple of sub-categories immediately occur to me:
-Single, one-piece interchanges (like the aforementioned diamond) that happen to be really stretched out for one reason or another.
-Split or multi-piece interchanges, where there's some intervening space between two half-interchanges that make up a logical whole. However, I would distinguish between split interchanges essentially at one location, and pairs of half-interchanges, say, at either end of a town, like at a business loop. Rule of thumb: if there are different exit numbers for each half, don't count it. (Though, I would give credit to something like I-80/215 in Utah, because its length really does stem from its unique layout rather than from being separate interchanges.)
-C/D systems. Obviously, some C/D roadway systems can stretch for many miles and encompass many interchanges along their length, so let's treat the C/D lanes equivalently to the main through roadway. In other words, count the length of the interchange only between where its ramps meet or diverge from the C/D roadway, without regard to where there is eventually access to the main freeway. (Likewise for service or frontage roads.)
One that always occurs to me is I-85/185 in Georgia, which stretches something like 2.3 miles from gore to gore.
A notably elaborate (and local) example: the ramp from I-75 south to Hartley Bridge Road in south Bibb County (exit 155), which is well over a mile long for a simple off-ramp. Obviously this is to avoid a serious weaving motion with the I-475 merge. The whole thing is also a little overbuilt since the ramps were obviously used as temporary roadways for I-475 traffic during the reconstruction (you can still see where they sanded off the pavement markings).
Another Georgia example: the direct ramp from GA 316 west to Pleasant Hill Road in Gwinnett County; it's gotta be 2+ miles from where you diverge from the mainline to finally arriving at Pleasant Hill Rd. Again a weaving avoidance design.
The WB I-96 transition ramp from I-275 North to the official I-96 carriageways (at the I-96/I-275/I-696/M-5 interchange) checks in at about 2-1/2 miles.
I-70 at I-465 southwest of Indy. It's exit 69 eastbound and 73 westbound.
Quote from: NE2 on March 19, 2013, 12:55:28 AM
I-70 at I-465 southwest of Indy. It's exit 69 eastbound and 73 westbound.
Hmm, that definitely gets into C/D territory, but I'll give it a good two miles or so from the easternmost slip ramps after the airport interchange (the last place the C/D returns traffic to the mainline).
Also everyone, don't forget to count the whole interchange's length, not just the one super-long ramp that contributes to it–which will undoubtedly be the case in many of these instances, but there may also be really long interchanges that consist only of short ramps. For example, I-70 at US 6 east of the Eisenhower Tunnels is pretty stretchy, although at only about a mile long there's probably a better example.
I-71 at Dana/Montgomery (exit 5) in Cincinnati. One ramp is .74 mile, plus two more of a third of a mile each, a third of .3 mile, and the last at .15 mile. If I've done my math right, it's 1.85 miles in length.
Exit 7 off of CT 9 (CT 82) is a really long (about 2 mile) Super 2 that leads to CT 154. The reason I put it up for qualification is that there is a little green entrance sign at the junction of CT 154 that one would find at a typical highway entrance in CT.
I-81 exit 36 (Pulaski) currently counts, though the distance between the ends of the interchange is so large that when NYSDOT switches to mileage-based they'll likely have different numbers. Exit 37 is less extreme. Exit 51 is an elongated folded diamond.
There are a couple Thruway interchanges where the ramps themselves are really long. Exits 33, 34A, and 58 come to mind. Exit 24 also takes a while to traverse due to the I-90 flyovers. And on the PA Turnpike, there's Breezewood, for once mentioned in a positive context!
Exit 86 on I-85 in Georgia connects I-85 with GA 13/Buford Highway and is approximately two miles long. Basically the "old I-85" section of GA 13 is used as a C/D system (Piedmont Road, Armour Drive and Monroe Drive traffic) for the "new" I-85, but GA 13 is an independent route that travels beyond the I-85 ramps in both directions.
Slightly OT: on SB I-85, the GA 13 Exit 86 ramp begins around Mile 88. Possibly by December 2013, that ramp will have a concurrent neighbor for a short stretch: the new ramp to NB GA 400. Since the NB I-85 GA 400 exit is Exit 87, I assume the NB GA 400 ramp will also be Exit 87. (I have not checked the Plans to see how GDOT plans to implement the signage, "Exit Only" lanes, etc.) Exits 86 and 87 at Mile 88, I think.
In the more distant future, US 19 has been approved to be relocated to the "old I-85" (https://www.aaroads.com/forum/index.php?topic=204.msg129985#msg129985) part of GA 13, but that apparently will not be done until if and when the Atlanta Street Car project is extended northward on Peachtree. If that happens, a US highway will partially serve as part of the C/D system for Exit 86.
In Danvers, MA at the I-95/MA 114 interchange (Exits 47A-B); both the on-ramp from MA 114 to I-95 northbound and the Exit 47B ramp (from I-95 North to MA 114 West) are rather long and winding.
http://www.bing.com/maps/#JnE9LnBvcGVzJTJibGFuZSUyYmRhbnZlcnMlMjUyYyUyYm1hJTdlc3N0LjAlN2VwZy4xJmJiPTQyLjU2Nzc0NjEwNTQ5MjglN2UtNzAuOTYxMDcxNzI5NjYlN2U0Mi41NTc4OTk5OTQ5ODg1JTdlLTcwLjk3ODk4ODg4NTg3OTU= (http://www.bing.com/maps/#JnE9LnBvcGVzJTJibGFuZSUyYmRhbnZlcnMlMjUyYyUyYm1hJTdlc3N0LjAlN2VwZy4xJmJiPTQyLjU2Nzc0NjEwNTQ5MjglN2UtNzAuOTYxMDcxNzI5NjYlN2U0Mi41NTc4OTk5OTQ5ODg1JTdlLTcwLjk3ODk4ODg4NTg3OTU=)
I-95 near Potomac Mills Mall in Virginia. The C/D roads on either side of I-95 are quite lengthy. If you look at the Bing "Bird's Eye" view linked below, you'll see a cloverleaf (with one ramp relocated) at the bottom, a partial interchange above that, and then two flyover ramps serving the reversible center HOV carriageway just above that. All of those portions are served by the long C/D roads. (The other cloverleaf at the top of the image is a separate interchange.) From southernmost to northernmost ramp departures (per the OP's instructions) is 1.2 miles.
It bears noting that the "missing" ramp from the cloverleaf at the bottom of the image is in fact there, it just departs a lot earlier, closer to the partial interchange at the middle of the image (follow the ramp on the left side of I-95 there and you'll see how it splits).
The C/D road on the southbound side is longer than the northbound one because it also serves a rest area located south of the interchange (just out of view at the bottom of the image as I linked it).
http://binged.it/11eizDC
Quote from: thenetwork on March 19, 2013, 12:46:57 AM
The WB I-96 transition ramp from I-275 North to the official I-96 carriageways (at the I-96/I-275/I-696/M-5 interchange) checks in at about 2-1/2 miles.
I would consider those to be the official carriageways of 96 and the lanes from 696 to be the ramps. They are pretty long in their own right.
The main example that came to mind for me was the junction of I-96 and I-69 on the northwest side of the Lansing MI area. Going eastbound on I-96, it's Exit 89 for eastbound I-69. Going westbound on I-96 (concurrent with northbound I-69), the exit to head east on I-69 is Exit 91. There are several occasions throughout the year when I take the east-96-to-east-69 movement. That is quite a long ramp - as is the ramp from westbound I-69 to westbound I-96. Those ramps are probably at least two miles long.
In SoCal, the sequence of interchanges on I-405 from I-105 through La Cienega/Manchester features a number of long ramps, presumably to avoid weaving and merges between the interchanges. Although some are C/D roads, several are individual ramps, including I-405 NB to I-105 WB, I-405 NB to La Cienega, and I-105 EB to I-405 SB, each of which are at least 1 1/2 miles long.
In Anne Arundel County, Maryland, where the south end of I-97 ties in to U.S. 50/U.S. 301, along with the interchange at Md. 665, is pretty darned long (Google Maps here (http://maps.google.com/maps?q=parole,+md&hl=en&ll=38.983698,-76.565008&spn=0.037296,0.077162&hnear=Parole,+Anne+Arundel,+Maryland&gl=us&t=m&z=14)).
In Prince George's County, Maryland, the interchanges on the Capital Beltway (I-95/I-495) on the north (east) end of the Wilson Bridge are a long complex of interchanges with I-295 (Anacostia Freeway), the National Harbor access road, and Md. 210 (Indian Head Highway), also pretty long (Google Maps here (http://maps.google.com/maps?q=oxon+hill,+md&hl=en&ll=38.799584,-77.00592&spn=0.037392,0.077162&sll=38.983698,-76.565008&sspn=0.037296,0.077162&gl=us&hnear=Oxon+Hill,+Oxon+Hill-Glassmanor,+Prince+George%27s,+Maryland&t=m&z=14)).
On the other side of the Potomac River in the City of Alexandria and Fairfax County, Va., I think the interchanges at Va. 241 (Telegraph Road), U.S. 1 (Richmond Highway), and the partial interchange with Eisenhower Avenue also qualify as "long" (Google Maps here (http://maps.google.com/maps?q=alexandria,+va&hl=en&ll=38.797811,-77.067289&spn=0.018697,0.038581&sll=38.797443,-77.067118&sspn=0.037393,0.077162&gl=us&hnear=Alexandria,+Virginia&t=m&z=15)).
Back in Prince George's County, once the InterCounty Connector Contract D/E project is done, there will be a series of interchanges on I-95 from Md. 200 (ICC), Contee Road (to the new I-95 C-D lanes only) and Md. 198 (Sandy Spring Road), which will also be rather "long" (Google Maps here (http://maps.google.com/maps?q=laurel+md&hl=en&ll=39.084571,-76.89683&spn=0.037242,0.077162&sll=38.797811,-77.067289&sspn=0.018697,0.038581&gl=us&hnear=Laurel,+Prince+George%27s,+Maryland&t=m&z=14)).
in western New York, I-90 west (heading physically south) to US-219 south is not actually a long set of ramps, but I distinctly recall it being signed for "US-219 exit only" a good two miles back of the junction.
http://goo.gl/maps/8j31e
this quick Street View shows 219 in Clearview in a '61 spec shield, which is ... jarring.
I'd nominate the US 60 Superstition Freeway and interchanges with Loop 101 and Loop 202 in Phoenix. WB 60, for example, to 101 NB has a VERY long ramp before you end up on 101.
Quote from: DTComposer on March 19, 2013, 11:22:55 AM
In SoCal, the sequence of interchanges on I-405 from I-105 through La Cienega/Manchester features a number of long ramps, presumably to avoid weaving and merges between the interchanges. Although some are C/D roads, several are individual ramps, including I-405 NB to I-105 WB, I-405 NB to La Cienega, and I-105 EB to I-405 SB, each of which are at least 1 1/2 miles long.
I agree with the above. Google maps does not really do it justice (here (http://maps.google.com/maps?q=lax&hl=en&ll=33.930257,-118.368587&spn=0.039809,0.077162&hnear=Los+Angeles+International+Airport,+1+World+Way,+Los+Angeles,+CA+90045,+Los+Angeles,+California+90045&gl=us&t=m&z=14)).
As an honorable mention, I'll include the ramp from Northcrest Road to SB I-85 (http://maps.google.com/maps?hl=en&ll=33.892113,-84.2593&spn=0.017776,0.038409&t=h&z=15). Part C/D, its ramp component goes directly over I-285's Spaghetti Junction, achieving impressive height while doing so. It's not as long as the others already mentioned, but it provides a great vista at the top.
Quote from: JMoses24 on March 19, 2013, 05:20:37 AM
I-71 at Dana/Montgomery (exit 5) in Cincinnati. One ramp is .74 mile, plus two more of a third of a mile each, a third of .3 mile, and the last at .15 mile. If I've done my math right, it's 1.85 miles in length.
No math needed; we want the distance traversed along the freeway rather than the sum of the ramp lengths. I get a rough measurement of 1.6 miles, along I-71 from the north end of the Dana Ave. ramps to the south end of the Montgomery on-ramp (being fairly conservative with how much of the ramp gore I include).
Quote from: jp the roadgeek on March 19, 2013, 07:24:02 AM
Exit 7 off of CT 9 (CT 82) is a really long (about 2 mile) Super 2 that leads to CT 154. The reason I put it up for qualification is that there is a little green entrance sign at the junction of CT 154 that one would find at a typical highway entrance in CT.
It's definitely noteworthy as a hugely elongated trumpet, although its length passing through on CT 9 seems pretty typical.
Quote from: vdeane on March 19, 2013, 07:53:02 AM
There are a couple Thruway interchanges where the ramps themselves are really long. Exits 33, 34A, and 58 come to mind. Exit 24 also takes a while to traverse due to the I-90 flyovers.
Exit 24 is definitely protracted. As for the other three, those never struck me as being very long, but on the other hand Exit 25A is slightly stretched out along the Thruway to accommodate a railroad overpass, and Exit 39 similarly so.
Lots of good examples given of some highly braided urban interchanges...are there any more isolated rural ones, perhaps due to topography?
Quote from: vdeane on March 19, 2013, 07:53:02 AM
And on the PA Turnpike, there's Breezewood, for once mentioned in a positive context!
I guess Breezewood could be up to interpretation. One might consider the original alignment between the mainline & US-30 as simply I-70 and not a ramp.
Though, thanks to a "fixed" interstate-to-PA-Turnpike direct connection that used to not exist, I'll put up the connection from I-176 to PA-10/23 - which used to be I-176, but now could be considered really long ramps.
http://goo.gl/maps/GJ0xG (http://goo.gl/maps/GJ0xG)
Quote from: Mr_Northside on March 19, 2013, 02:43:11 PM
Quote from: vdeane on March 19, 2013, 07:53:02 AM
And on the PA Turnpike, there's Breezewood, for once mentioned in a positive context!
I guess Breezewood could be up to interpretation. One might consider the original alignment between the mainline & US-30 as simply I-70 and not a ramp.
Hmm, Breezewood's definitely a special case. Certainly from the perspective of I-76, driving through the whole interchange doesn't take any abnormal amount of time, but if you consider I-70 as the through route it's quite an extended experience!
Quote from: Mr_Northside on March 19, 2013, 02:43:11 PM
Though, thanks to a "fixed" interstate-to-PA-Turnpike direct connection that used to not exist, I'll put up the connection from I-176 to PA-10/23 - which used to be I-176, but now could be considered really long ramps.
http://goo.gl/maps/GJ0xG (http://goo.gl/maps/GJ0xG)
Long ramps indeed, though in this case neither I-76 nor I-176 spends any conspicuous distance passing through the interchange. However, I-176 at interchange 1
is rather extruded due to the geometry of the SB off-ramp and the interpolation of a truck escape.
Casting about elsewhere in PA for an example, I find a very stretchy diamond interchange on PA 43 at Exit 44: http://goo.gl/maps/uebP7 - a scant mile long, but that's quite a bit for a simple diamond. The next interchange to the south is also like this, and if the interchange at the current north end of PA 43 were completed, it might be the longest of the bunch.
The ramps on the east side of the St. Lawrence connecting Autoroute 15 up onto the Pont Champlain are quite elongated–the loop ramp northbound traffic takes to access the bridge is about 1 km long:
http://binged.it/11bOQaJ
If you want to count it as one interchange, the I-84/I-291/I-384/US 6/US 44 interchange (http://goo.gl/maps/T4sVb) in Manchester, CT is rather long.
The ramps between I-95 and US 4/Spaulding Turnpike/NH 16 (http://goo.gl/maps/wps1D) in Portsmouth, NH are fairly long.
In the C/D category (subcategory quasi-C/D) is this one near Norman, OK (http://goo.gl/maps/1yLS6), that always makes me wonder. There is no physical barrier between lanes–just 0.4 miles of turn-only/exit-only lane bounded by a dotted line, followed by 0.6 miles of quasi-C/D lane bounded by a tiny flush median. In an urban setting, this might not seem all that extraordinary, but this is on the edge of farmland. Do we really need a full 0.6 miles of double solid white lines?
Due to crossing over a series of roadways and railroad tracks, there are a few good long ramps connecting I-71 with SR-237 and I-480 right next to Cleveland Hopkins Airport:
http://maps.google.com/maps?q=CLE&hl=en&ll=41.42059,-81.827202&spn=0.021175,0.034547&sll=38.997934,-105.550567&sspn=5.617047,8.843994&t=h&hq=CLE&z=15
Interestingly, the half-diamond ramps from SR-237 to SR-17 and the bridge over SR-17 to/from I-71 are recycled remnants for the original SR-237/SR-17 cloverleaf interchange. When I-71 and the proposed I-480 came into play in the mid-60s, SR-237 (Rocky River Drive) was "relocated" to allow the direct connection to I-71.
Here is an interchange http://goo.gl/maps/IDEQ6 (http://goo.gl/maps/IDEQ6) with I-25 and CO-105 in Monument, Colorado, distorted to protect the habitat of the Preble's jumping mouse within the loops.
Shit. We all forgot about the I-64 east/I-77 south split.
I-76 east to I-25 north - Denver area / Adams County, Colo. I believe this ramp has its own mile markers going up to 1.4 (?)
Depending on how you define a single interchange, this (https://maps.google.com/?ll=39.08104,-77.185135&spn=0.15484,0.338173&t=m&z=12) may count. :spin:
This morning I found myself thinking about Exit 11 on the New Jersey Turnpike, so I loaded a map and measured it. The distance from just north of the gore on the southbound Turnpike's outer roadway to the point where you merge onto the southbound Garden State Parkway is about 1.9 miles, although I guess if you want to get technical you could drop the starting point at the end of the solid lines separating the exit ramp lanes from the mainline on each road. If you do that, it's 2 miles.
Quote from: empirestate on March 19, 2013, 01:19:34 PM
Quote from: vdeane on March 19, 2013, 07:53:02 AM
There are a couple Thruway interchanges where the ramps themselves are really long. Exits 33, 34A, and 58 come to mind. Exit 24 also takes a while to traverse due to the I-90 flyovers.
Exit 24 is definitely protracted. As for the other three, those never struck me as being very long, but on the other hand Exit 25A is slightly stretched out along the Thruway to accommodate a railroad overpass, and Exit 39 similarly so.
Lots of good examples given of some highly braided urban interchanges...are there any more isolated rural ones, perhaps due to topography?
Those last ones are a slightly different category: not long in terms of the length on the main highway, but long in terms of time on the ramp from the highway to the local road. Not quite what you were looking for, but similar, which is why I mentioned them. Though 33 doesn't feel as long now that I've actually traveled through it.
While not winning any awards, the ramp from I-68 WB to US-219 NB in western Maryland helps make that interchange pretty long for a simple diamond.
http://goo.gl/maps/l4jPC (http://goo.gl/maps/l4jPC)
Rockford, IL (US 20 / I-39): http://goo.gl/maps/xeyht
Combining the ramps with the center-lane solid stripe (no passing zone), the WB US 20 to SB I-39 'interchange' is nearly 2 miles long. Also, I-39 NB to US 20 WB is close to 1.5 miles in length.
But eventually the eastern half of the Rockford bypass will be reconfigured by adding lanes and eliminating the one-lane I-39 'exit'....but who knows when that will be!
http://www.dot.state.il.us/US20rockford/index.html
Youngstown, OH:
https://maps.google.com/maps?q=Youngstown,+OH&hl=en&ll=41.107425,-80.832167&spn=0.018367,0.052314&sll=39.08104,-77.185135&sspn=0.151375,0.41851&oq=youngstown&hnear=Youngstown,+Mahoning,+Ohio&t=k&z=15
Coming from Mahoning Avenue (Old SR-18), using the old Ohio Turnpike Exit 15 ramps, the ramp crosses under the Mahoning-bound ramp, loops to parallel I-76 EB, merges with the I-76 EB ramp to the Ohio Turnpike, loops around thru the toll booths and then onto I-80 WB or another loop to EB I-76.
Honorable Ohio Turnpike mentions go to Exit 161 if you wish to direct access US-42/Pearl Road from the Turnpike, again, using a portion of an older interchange:
https://maps.google.com/maps?q=strongsville,+OH&hl=en&ll=41.33585,-81.825099&spn=0.009151,0.026157&sll=41.107425,-80.832167&sspn=0.018367,0.052314&t=k&hnear=Strongsville,+Cuyahoga,+Ohio&z=16
BTW, speaking of the original Exit 10, which was somewhat "decommissioned in the mid 60s", the original pavement and guardrails from possibly as far back as 1955 when the Turnpike opened are still in use per GSV:
https://maps.google.com/maps?q=strongsville,+OH&hl=en&ll=41.337593,-81.825407&spn=0.003235,0.006539&sll=41.107425,-80.832167&sspn=0.018367,0.052314&t=k&hnear=Strongsville,+Cuyahoga,+Ohio&z=18&layer=c&cbll=41.337593,-81.825407&panoid=9edlANDPXLf8fC_ytom3NA&cbp=12,254.09,,0,18.46
And Exit 173 if you wish direct access to I-77 from the Pike:
https://maps.google.com/maps?q=richfield,+OH&hl=en&ll=41.273968,-81.629362&spn=0.01832,0.052314&sll=41.337593,-81.825407&sspn=0.003258,0.006539&t=k&hnear=Richfield,+Summit,+Ohio&z=15
Quote from: Mr_Northside on March 20, 2013, 02:16:02 PM
While not winning any awards, the ramp from I-68 WB to US-219 NB in western Maryland helps make that interchange pretty long for a simple diamond.
http://goo.gl/maps/l4jPC (http://goo.gl/maps/l4jPC)
Ooh and remnants of not one but TWO old Westbound off-ramps at that interchange!!
Quote from: vdeane on March 20, 2013, 12:04:51 PM
Those last ones are a slightly different category: not long in terms of the length on the main highway, but long in terms of time on the ramp from the highway to the local road. Not quite what you were looking for, but similar, which is why I mentioned them. Though 33 doesn't feel as long now that I've actually traveled through it.
Well actually, the more examples I see (such as the Ohio Turnpike ones), I think there's yet another class of stretchy interchanges: not only the mainline distance between the most widely-separated ramp gores, but also including the crossing of the intersecting route, which in folded-type interchanges may be well beyond where the ramps intersect the mainline.
But I am definitely interested in overall interchange length, be it from first ramp to last ramp, or from first ramp to crossing of the intersecting route, rather than individual long ramps.
I suppose this one doesn't quite qualify, because it's all about a really long ramp and not so long on the main road. Here goes anyway: http://goo.gl/maps/T9lOY (http://goo.gl/maps/T9lOY)
It's the SR-933 & Business US-31 interchange with the Indiana Toll Road (exit 77). The ramp extends south from ITR, looping around the entire town of Roseland, to reach the highway just north of the Notre Dame campus, a trek of 1.2 miles.
The Boggy Creek Road interchange (Exit 17) on TOLL FL 417 has long diamond ramps to the east (north) to allow future expansion of South Airport Boulevard, that is one day to connect directly with FL 417 instead of the current interchange with Boggy Creek Road to the north of Exit 17. This is supposed allow the flyovers from that project to merge with the existing ramps to use the same toll facilities.
Also, the exits for FL 46, FL 417, and CR 46A is actually one big giant interchange, hence each one being Exit 101 with A for CR 46A, B for FL 417, and C for FL 46 due to the way the ramps are laid out for the three to prevent local interaction between each of the three intersecting roadways. It is so long that the first westbound exit and the last merge eastbound are withing a mile of Exit 104. Technically FL 46 should be Exit 103.
High 5 Interchange in Dallas is the best example I can think of around here. The longest ramp is from I-635 westbound to US 75 southbound, which is about 1.9 miles.
The TX 114/121 aka "Funnel" at DFW airport would probably be a contender but construction is still going on strong there and I doubt any of the interwebs have updated map imagery there.
How about the ramp from I-95 NB to the Philadelphia International Airport? You cross I-95 twice.
https://maps.google.com/maps?q=Philadelphia+International+Airport,+Essington+Avenue,+Philadelphia,+PA&hl=en&ll=39.876052,-75.245104&spn=0.017422,0.038581&sll=40.042158,-75.391189&sspn=0.01738,0.038581&oq=Philadelp&t=h&hq=Philadelphia+International+Airport,+Essington+Avenue,+Philadelphia,+PA&z=15
How about I-95/295/495 in Delaware? https://maps.google.com/?ll=39.706295,-75.597181&spn=0.016838,0.035791&t=m&z=15 The first ramp starts south of the 141 interchange, and the last extends well north of the 495 split.
Would NJTP Exit 15X (Secaucus Junction) count? (http://goo.gl/maps/BA1cT)
2.0 miles from where the northbound offramp branches off the NJTP to where Turnpike maintenance ends at the train station entrance ("South Rd"). And 2.4 miles for the northbound onramp.
Quote from: MASTERNC on March 20, 2013, 10:57:18 PM
How about the ramp from I-95 NB to the Philadelphia International Airport? You cross I-95 twice.
https://maps.google.com/maps?q=Philadelphia+International+Airport,+Essington+Avenue,+Philadelphia,+PA&hl=en&ll=39.876052,-75.245104&spn=0.017422,0.038581&sll=40.042158,-75.391189&sspn=0.01738,0.038581&oq=Philadelp&t=h&hq=Philadelphia+International+Airport,+Essington+Avenue,+Philadelphia,+PA&z=15
That ramp was added in 2000-2001 as part of the Terminal A-West project that extended/relocated the ramps to the Departures Roadway further west. Taxicab drivers in Delaware County refer to that exit ramp off I-95 North (Exit 12) as the $5 fare ramp meaning that a cab fare is about $5 more vs. using the old-school Exit 10 ramp to get to the terminals.
Quote from: deathtopumpkins on March 21, 2013, 01:56:34 AM
Would NJTP Exit 15X (Secaucus Junction) count? (http://goo.gl/maps/BA1cT)
It's gotta count for something, it's so weird.
I'm liking the new ramps to the Service Plaza just south of Exit 7A of the NJ Turnpike. The ramp from the inner drive (car lanes) to the northbound plaza, and from the southbound plaza to the inner drive, will be nearly a mile in length. The ramps will involve going over the outer drive (truck lanes) and underneath Yardville-Allentown Rd. before connecting with the service plaza.
Speaking of the NJ Turnpike, how about Exit 13 in Elizabeth? That would be a long one between the Northbound exit diverge to the Northbound entrance merge and between the SB Exit split and SB Entrance confluence as well. Remember both the Goethals Bridge and Staten Island Railroad cause the ramps to be extended as well as the Chemical Coast Freight Line to the east of the Turnpike prevented a proper trumpet from being built, so you have extended ramps from both ways.
Also the tangle on the other side of the toll plaza would add to it in another way.
In Baltimore, MD; the ramp from I-395 South (Cal Ripken Way) to I-95 North runs fairly long (and fairly high in altitude) as well. Also, the ramp from I-95 South to MD 295 (BW Parkway) South.
http://www.bing.com/maps/#JnE9LmhhaW5lcyUyYnN0JTI1NDAyJTJiYmFsdGltb3JlJTI1MmMlMmJtZCU3ZXNzdC4wJTdlcGcuMSZiYj0zOS4yNzY3MjE2MDQ0OTAzJTdlLTc2LjYxMzc3MzQ2NTE1NjYlN2UzOS4yNjYzNzI2MDQ3NDIxJTdlLTc2LjYzMTY5MDYyMTM3Ng== (http://www.bing.com/maps/#JnE9LmhhaW5lcyUyYnN0JTI1NDAyJTJiYmFsdGltb3JlJTI1MmMlMmJtZCU3ZXNzdC4wJTdlcGcuMSZiYj0zOS4yNzY3MjE2MDQ0OTAzJTdlLTc2LjYxMzc3MzQ2NTE1NjYlN2UzOS4yNjYzNzI2MDQ3NDIxJTdlLTc2LjYzMTY5MDYyMTM3Ng==)
I forgot the one in Celebration, FL where I-4 and the southern terminus of FL 417 meet. Despite the c/d road that is there, the point of diversion from the c/d road and FL 417 to the point where FL 417 departs I-4 is long itself. In addition to the 1 mile of c/d road you have another 3/10 of a mile to go for something as simple as a typical directional set up.
Quote from: thenetwork on March 20, 2013, 02:20:07 PM
And Exit 173 if you wish direct access to I-77 from the Pike:
https://maps.google.com/maps?q=richfield,+OH&hl=en&ll=41.273968,-81.629362&spn=0.01832,0.052314&sll=41.337593,-81.825407&sspn=0.003258,0.006539&t=k&hnear=Richfield,+Summit,+Ohio&z=15
When I use that interchange coming from the west to head south, I go the "old way" and exit the interchange to access 21 instead of following the signage for 77, then south on 21 and follow that onto 77 south. It saves 3/4 mile according to my odometer and Google maps. Especially if you have a truck ahead of you that will need to go slowly through the u-shaped ramp as it enters 77 south, you can frequently find that the truck is way behind you when you are on 77, even with the 270-degree loop onto 77 from 21.
Quote from: bassoon1986 on March 20, 2013, 06:11:29 PM
High 5 Interchange in Dallas is the best example I can think of around here. The longest ramp is from I-635 westbound to US 75 southbound, which is about 1.9 miles.
This was exactly the interchange I was thinking of. From off-ramp to on-ramp in each direction is probably 3 miles all told.
This puffed up trumpet at the junction of I-39/US 51 and US 10 west is in the spirit of this thread:
http://mapper.acme.com/?ll=44.59520,-89.61629&z=15&t=S (http://mapper.acme.com/?ll=44.59520,-89.61629&z=15&t=S)
It's much bigger than one would've expected and seems to have only been done that way to avoid moving a mere county road.
Quote from: triplemultiplex on March 22, 2013, 05:26:42 PM
It's much bigger than one would've expected and seems to have only been done that way to avoid moving a mere county road.
Because nobody cares how fast they can go on the ramp...
NB 215/WB 60 to WB 91 in Riverside. It's about 1.3 miles long. Same with SB 215 to EB 60/SB 215.
If you never change lanes after exiting, cloverleaf interchanges are infinitely long.
Most of the left hand exits off of I-84 between Waterbury and East Hartford, CT are really long because they are the stub end of unbuilt freeways. Exit 29 (WB Only), 39, 43, 45 (WB only), 46, 48A (EB only), and 56 all fall into this category. Another glorified long exit ramp is the CT 32 connector (Exit 78) off of I-395. While it does have its own state route designation (SSR 693), it has no exits between I-395 and CT 32.
The interchange between I-71 and the western terminus of the eastern I-76. It used to be an annoying double trumpet, typical of an interchange where one or both highways are toll roads, but neither is a toll road. A look at Google Maps says that the connections are now more direct, though some of the ramps still seem kind of long.
The I-275/I-75 junction near Monroe, MI seems rather lengthy for a T-interchange.
On the New Jersey Turnpike, as part of the Exit 6-to-9 widening project, they are building an "interchange" leading to one of the service plazas near Exit 7; they need flyover ramps to get the inner roadway to and from the plaza. But at least one of the under-construction flyovers seems quite far away from the plaza itself.
The ramp separating I-94 west from I-80 west in Illinois is a good example. The gore point starts less than a mile after crossing into the state, follows alongside I-80, then pulls away and finally merges with traffic on Illinois 394...nearly three miles after the initial separation. (This does not take into account the separation for Illinois 394 southbound traffic.)
Another candidate could be the high ramps connecting the Tri-State Tollway (I-294) to the westbound Jane Addams Tollway (I-294 North to I-90 West) or Kennedy Expressway (I-294 South to I-90 East). They go for about 1.5 miles before the transition is completed.
I-84/US30 and I-205 in Portland/Maywood Park. It's so long (Exits 6-9 on I-84/US30, 20-21 on I-205), it hits two cities!
link (http://www.openstreetmap.org/export/embed.html?bbox=-122.595,45.5088,-122.5299,45.5606)
The sprawling Halawa Interchange west of Honolulu includes a mile-long ramp from Interstate H-1 eastbound to Interstate H-201 eastbound. That ramp also connects to Interstate H-3 eastbound. There are also ramps to HI 78, HI 99, and HI 7241 elsewhere within the interchange.
Quote from: roadman65 on March 21, 2013, 07:42:10 PM
I forgot the one in Celebration, FL where I-4 and the southern terminus of FL 417 meet. Despite the c/d road that is there, the point of diversion from the c/d road and FL 417 to the point where FL 417 departs I-4 is long itself. In addition to the 1 mile of c/d road you have another 3/10 of a mile to go for something as simple as a typical directional set up.
Several of the interchanges along that stretch of I4 (US192, SR536, Osceola Pkwy) are longer than usual due to the way they weaved the ramps together. Same goes for where Kirkman, Universal, and Sand Lake all meet I4.
Another interesting one from near where I used to live is the I69/I469 interchange on the north side of Fort Wayne, IN. There's a mile-ish spur ramp going away from the interstates, snaking between some buildings, exiting onto a local road.
ON 400 at ON 407. The 407 ramps actually pass two other interchanges (one on either side).
Quote from: jp the roadgeek on March 24, 2013, 08:42:40 PM
Most of the left hand exits off of I-84 between Waterbury and East Hartford, CT are really long because they are the stub end of unbuilt freeways. Exit 29 (WB Only), 39, 43, 45 (WB only), 46, 48A (EB only), and 56 all fall into this category. Another glorified long exit ramp is the CT 32 connector (Exit 78) off of I-395. While it does have its own state route designation (SSR 693), it has no exits between I-395 and CT 32.
Don't forget Exit 27, the I-84/691 interchange.
Quote from: lepidopteran on March 25, 2013, 12:29:37 AM
The I-275/I-75 junction near Monroe, MI seems rather lengthy for a T-interchange.
Not to mention, for the I-275 South traveler, you can easily get tripped up since at the I-75 split, the SOUTHBOUND ramp is on the left, while the NORTHBOUND ramp is on the right. It happened to my parents two times, despite the signage, as it it is somewhat a natural reflex that you want to be in the right lanes to go right.
It's also a natural reflex to go straight to go straight. I-275 follows this, as both lanes follow the main through movement, while the sharp left turn is an exit off to the right.
Quote from: triplemultiplex on March 22, 2013, 05:26:42 PM
This puffed up trumpet at the junction of I-39/US 51 and US 10 west is in the spirit of this thread:
http://mapper.acme.com/?ll=44.59520,-89.61629&z=15&t=S (http://mapper.acme.com/?ll=44.59520,-89.61629&z=15&t=S)
It's much bigger than one would've expected and seems to have only been done that way to avoid moving a mere county road.
I've always thought that that one was designed that way to allow full speed on the US 10 ramps in an area with relatively cheap land.
Quote from: nwi_navigator_1181 on March 25, 2013, 12:35:38 AM
The ramp separating I-94 west from I-80 west in Illinois is a good example. The gore point starts less than a mile after crossing into the state, follows alongside I-80, then pulls away and finally merges with traffic on Illinois 394...nearly three miles after the initial separation. (This does not take into account the separation for Illinois 394 southbound traffic.)
Another candidate could be the high ramps connecting the Tri-State Tollway (I-294) to the westbound Jane Addams Tollway (I-294 North to I-90 West) or Kennedy Expressway (I-294 South to I-90 East). They go for about 1.5 miles before the transition is completed.
Don't forget I-88/355 in west suburban Chicagoland.
:nod:
Also, the NB off ramp for 75th St (interchange 227) in the SW Kansas Kansas City suburbs diverges from I-35 a short distance south of 87th St (interchange 225).
Mike
Quote from: NE2 on March 25, 2013, 10:05:37 PM
It's also a natural reflex to go straight to go straight. I-275 follows this, as both lanes follow the main through movement, while the sharp left turn is an exit off to the right.
The one that throws me is where the ramp to logically go left is before the one to go right; this pattern is somewhat common in Texas where they added flyovers later to fix an underpowered loop ramp but didn't move the original 90-degree ramp at the same time; I-635 at I-30 is a good example, but there are others. The interim state of the I-40/240 east interchange in Memphis (allegedly to finally restart construction this year) is the same way, although less egregious since–except the way locals think–the north loop isn't part of I-240 anymore.
Garden Ridge & I-35E in Highland Village north of Dallas. It is a bit complex.
Quote from: leroys73 on March 27, 2013, 08:44:32 AM
Garden Ridge & I-35E in Highland Village north of Dallas. It is a bit complex.
It does look a little weird; I don't know if I'd go as far as "complex" (but of course, where I live there are tons of funny-looking interchanges like that). I see that the SB exit ramp is way to the north, which does make the interchange pretty long, and which probably happens a lot given the typical frontage road setup in Texas.
A side question could be, in a Texas frontage road system, what's the farthest in advance an exit ramp diverges, in relation to its signed destination?
Quote from: A.J. Bertin on March 19, 2013, 11:13:51 AM
The main example that came to mind for me was the junction of I-96 and I-69 on the northwest side of the Lansing MI area. Going eastbound on I-96, it's Exit 89 for eastbound I-69. Going westbound on I-96 (concurrent with northbound I-69), the exit to head east on I-69 is Exit 91. There are several occasions throughout the year when I take the east-96-to-east-69 movement. That is quite a long ramp - as is the ramp from westbound I-69 to westbound I-96. Those ramps are probably at least two miles long.
It's so long that Exit 90 is squeezed in between the two ramps along I-96.
Quote from: empirestate on March 27, 2013, 10:14:38 AM
A side question could be, in a Texas frontage road system, what's the farthest in advance an exit ramp diverges, in relation to its signed destination?
Some examples from around Austin:
EB 290 -> SB Mopac: 1.4 mi
EB 290 -> Brodie Lane: 1.3 mi
WB 290 -> NB Mopac: 1.5 mi
NB 35 -> WB 2222: .9 mi
NB 35 -> EB 183: 1.9 mi
WB183 -> NB 35: 1.9 mi
EB 183 -> NB 35: 2 mi
I used from where you get off one freeway to where you get on the other for these measurements.
Quote from: ftballfan on March 30, 2013, 03:49:14 PM
Quote from: A.J. Bertin on March 19, 2013, 11:13:51 AM
The main example that came to mind for me was the junction of I-96 and I-69 on the northwest side of the Lansing MI area. Going eastbound on I-96, it's Exit 89 for eastbound I-69. Going westbound on I-96 (concurrent with northbound I-69), the exit to head east on I-69 is Exit 91. There are several occasions throughout the year when I take the east-96-to-east-69 movement. That is quite a long ramp - as is the ramp from westbound I-69 to westbound I-96. Those ramps are probably at least two miles long.
It's so long that Exit 90 is squeezed in between the two ramps along I-96.
Same thing happens in the interchange between the Mon-Fayette Expressway and US 119 in PA.
There's a fairly large modified diamond interchange where US 67 crosses MO 34:
http://maps.google.com/maps?q=Fredericktown,+MO&hl=en&ll=37.185006,-90.461726&spn=0.029096,0.066047&sll=37.184288,-90.47164&sspn=0.029096,0.066047&oq=fred&t=m&hnear=Fredericktown,+Madison,+Missouri&z=15 (http://maps.google.com/maps?q=Fredericktown,+MO&hl=en&ll=37.185006,-90.461726&spn=0.029096,0.066047&sll=37.184288,-90.47164&sspn=0.029096,0.066047&oq=fred&t=m&hnear=Fredericktown,+Madison,+Missouri&z=15)
I-10 eastbound in El Paso has a very long ramp going to US 54, ( JUAREZ, ALAMOGORDO). When it was built in the late 70's, it was reputed to be the longest in the state of Texas.
There was a unique example of a "long" off ramp on I-70 in Eastern Ohio, though I'm not completely sure of the location. To get off at a certain exit going eastbound, you had to get off at a rest area (which a historic topo map identifies as a weigh station) but stay on a C/D road that continued on to the exit ramp. I think this was the exit for Mall Rd./Benfield Rd. in St. Clairsville. The rest area that closely precedes it appears to be abandoned, but the pavement is still present. The connecting road, if this is in fact the location I'm thinking of, has been dug up.
Quote from: empirestate on March 27, 2013, 10:14:38 AM
Quote from: leroys73 on March 27, 2013, 08:44:32 AM
Garden Ridge & I-35E in Highland Village north of Dallas. It is a bit complex.
It does look a little weird; I don't know if I'd go as far as "complex" (but of course, where I live there are tons of funny-looking interchanges like that). I see that the SB exit ramp is way to the north, which does make the interchange pretty long, and which probably happens a lot given the typical frontage road setup in Texas.
A side question could be, in a Texas frontage road system, what's the farthest in advance an exit ramp diverges, in relation to its signed destination?
The north bound exit goes through a mass transit train station parking lot. I still think these people go to a special school to see how screwed up they can make exits. 35 is to be redone from Dallas to Denton, more lanes and probably tolls. They started working on the 407 interchange (south of Garden Ridge) many years ago and stopped. I am 64 now so I doubt I'll live to see this one finished.
I-295 North to the exit for FL 21 is a long ramp.
I-275 West (southbound) to the exit for Himes Avenue (in Tampa) seems to take a long time. It uses the former alignment of 275 for a few miles (whereas I-275 South presently uses the former North-bound lanes).
Quote from: formulanone on April 20, 2013, 01:44:33 PM
I-275 West (southbound) to the exit for Himes Avenue (in Tampa) seems to take a long time. It uses the former alignment of 275 for a few miles (whereas I-275 South presently uses the former North-bound lanes).
Not anymore: http://tbinterstates.com/news/details.asp?newsid=3384
I was once in Fort Lauderdale on I-95 and noticed that when you enter from some of the local roads like Sunrise Boulevard to SB I-95 you have a long way before you merge onto I-95 proper. In fact to get to I-595 from that location, you do not even enter the main travel lanes at all.
I do not know if it counts or not, being it could be a long c/d roadway or a local lane rather than an elongated ramp, but its worth noting.
The ramps to and from 595 are quite long; I think they act as C/Ds, but once you leave I-95 Southbound / I-595 West, there is no way to get back onto it unless you get off at another exit (say, Davie Road). So I suppose it's not a full collector/distributor.
I guess I take to and from work nearly every week, should have mentioned those...
Quote from: leroys73 on April 20, 2013, 11:55:25 AM
Quote from: empirestate on March 27, 2013, 10:14:38 AM
Quote from: leroys73 on March 27, 2013, 08:44:32 AM
Garden Ridge & I-35E in Highland Village north of Dallas. It is a bit complex.
It does look a little weird; I don't know if I'd go as far as "complex" (but of course, where I live there are tons of funny-looking interchanges like that). I see that the SB exit ramp is way to the north, which does make the interchange pretty long, and which probably happens a lot given the typical frontage road setup in Texas.
A side question could be, in a Texas frontage road system, what's the farthest in advance an exit ramp diverges, in relation to its signed destination?
The north bound exit goes through a mass transit train station parking lot. I still think these people go to a special school to see how screwed up they can make exits. 35 is to be redone from Dallas to Denton, more lanes and probably tolls. They started working on the 407 interchange (south of Garden Ridge) many years ago and stopped. I am 64 now so I doubt I'll live to see this one finished.
I had the pleasure (?) of negotiating both of these interchanges on a recent trip to attend my nephew's wedding in Highland Village. When I wound up in the parking lot at Garden Ridge, I thought I must have made a wrong turn somehow. And exiting from NB I-35 to WB 407 was a rather strange trip indeed.
Quote from: catch22 on April 21, 2013, 12:44:01 PM
Quote from: leroys73 on April 20, 2013, 11:55:25 AM
Quote from: empirestate on March 27, 2013, 10:14:38 AM
Quote from: leroys73 on March 27, 2013, 08:44:32 AM
Garden Ridge & I-35E in Highland Village north of Dallas. It is a bit complex.
It does look a little weird; I don't know if I'd go as far as "complex" (but of course, where I live there are tons of funny-looking interchanges like that). I see that the SB exit ramp is way to the north, which does make the interchange pretty long, and which probably happens a lot given the typical frontage road setup in Texas.
A side question could be, in a Texas frontage road system, what's the farthest in advance an exit ramp diverges, in relation to its signed destination?
The north bound exit goes through a mass transit train station parking lot. I still think these people go to a special school to see how screwed up they can make exits. 35 is to be redone from Dallas to Denton, more lanes and probably tolls. They started working on the 407 interchange (south of Garden Ridge) many years ago and stopped. I am 64 now so I doubt I'll live to see this one finished.
I had the pleasure (?) of negotiating both of these interchanges on a recent trip to attend my nephew's wedding in Highland Village. When I wound up in the parking lot at Garden Ridge, I thought I must have made a wrong turn somehow. And exiting from NB I-35 to WB 407 was a rather strange trip indeed.
Their must be a college degree in how to build the worst interchanges. :banghead:
Quote from: leroys73 on April 29, 2013, 10:08:55 AM
Their must be a college degree in how to build the worst interchanges. :banghead:
collage*
Quote from: empirestate on April 29, 2013, 10:41:10 AM
Quote from: leroys73 on April 29, 2013, 10:08:55 AM
Their must be a college degree in how to build the worst interchanges. :banghead:
collage*
Some of them look like grade-schoolers' collages.
:-D
Mike
I-80 / I-215 east side of SLC:
http://goo.gl/maps/nlQnr (http://goo.gl/maps/nlQnr)
That ramp that turns into a 2-lane road...
I nominate the I-10/Causeway Blvd./Veterans Blvd interchange. The new ramps to/from North Causeway to I-10 are pretty long.
https://maps.google.com/?ll=40.712492,-111.80063&spn=0.013939,0.032809&t=m&z=16 (https://maps.google.com/?ll=40.712492,-111.80063&spn=0.013939,0.032809&t=m&z=16)
Did you link to the exact same map as HighwayMaster on purpose?
Quote from: mgk920 on March 26, 2013, 10:26:12 AM
Quote from: triplemultiplex on March 22, 2013, 05:26:42 PM
This puffed up trumpet at the junction of I-39/US 51 and US 10 west is in the spirit of this thread:
http://mapper.acme.com/?ll=44.59520,-89.61629&z=15&t=S (http://mapper.acme.com/?ll=44.59520,-89.61629&z=15&t=S)
It's much bigger than one would've expected and seems to have only been done that way to avoid moving a mere county road.
I've always thought that that one was designed that way to allow full speed on the US 10 ramps in an area with relatively cheap land.
Quote from: nwi_navigator_1181 on March 25, 2013, 12:35:38 AM
The ramp separating I-94 west from I-80 west in Illinois is a good example. The gore point starts less than a mile after crossing into the state, follows alongside I-80, then pulls away and finally merges with traffic on Illinois 394...nearly three miles after the initial separation. (This does not take into account the separation for Illinois 394 southbound traffic.)
Another candidate could be the high ramps connecting the Tri-State Tollway (I-294) to the westbound Jane Addams Tollway (I-294 North to I-90 West) or Kennedy Expressway (I-294 South to I-90 East). They go for about 1.5 miles before the transition is completed.
Don't forget I-88/355 in west suburban Chicagoland.
:nod:
Also, the NB off ramp for 75th St (interchange 227) in the SW Kansas Kansas City suburbs diverges from I-35 a short distance south of 87th St (interchange 225).
Mike
What about the Hillside strangler? (88, 290, 294)?