4-lane roads that would be adequate as 2-lane roads

[Max Rockatansky]

I-25 between Cheyenne and Casper

I-70 from Green River (US 6 and 191) west to US 89.

[Henry]

I-25 between Cheyenne and Casper

I-70 from Green River (US 6 and 191) west to US 89.

I-40 from Barstow to OKC, and every other western Interstate...ever.

[Max Rockatansky]

I-25 between Cheyenne and Casper

I-70 from Green River (US 6 and 191) west to US 89.

I-40 from Barstow to OKC, and every other western Interstate...ever.

Thing was with 70 in the San Rafael Swell was that it was actually two lanes for a time and functioned pretty much as intended.  The road was brand new in an uninhabited area and it was largely built one travel direction at a time.  40 gets way more truck traffic and can actually be kind of difficult in Arizona climbing up the Colorado plateau.  Mind you I'd say I-10 gets the most traffic out of all those Interstates crossing the American west, or at least it feels like it. 

[froggie]

I-25 between Cheyenne and Casper

I-70 from Green River (US 6 and 191) west to US 89.

I-40 from Barstow to OKC, and every other western Interstate...ever.

Actually, no.  Per 2012 AADT volumes, I-40 has enough consistent traffic to generally warrant 4 lanes.  You would be correct with the other western Interstates at some point or another, but that's not the case with I-40.

[hbelkins]

In any case, there are very few four-lane non-freeways in rural areas.

What? Just about every four-lane route in Kentucky qualifies as serving a rural area. I offer the KY 80 corridor from Mayfield to Bowling Green, US 25E between Middlesboro and Corbin, and US 23 from border to border, as examples. Yes, they serve some decent-sized (for Kentucky, anyway) towns and cities, but the majority of these routes run through rural territory. Plus most of West Virginia's APD corridors. You can't get much more rural than US 50 between Parkersburg and Clarksburg.

[froggie]

In any case, there are very few four-lane non-freeways in rural areas.

In the Northeast (namely New York and New England), yes this is the case.  But given the nation as a whole, that is the exception rather than the rule.  Much of the nation, including the Southeast, Mid-Atlantic, Plains, the Midwest, and California, has  non-freeway 4-lane roadways in rural areas.  HB gave examples from Kentucky, but they are far from being the only state with such.

[Takumi]

Most US routes that were 4-laned before the interstate system and then bypassed by an interstate. Three that come to mind for me are US 1 and 301 south of Petersburg, and US 60 between I-295 and VA 30.

I've always felt that US 301 being 4-lane divided from Emporia to Jarratt was a bit overkill, but it does make for a nice alternative to I-95 since there tend to be fewer trucks on that stretch.

Well, yeah, now, but when it was done it was likely busier. The abandoned businesses along the stretch probably did fairly well back in the day, and the now-sketchy motels around the Sussex-Greensville line were probably more inviting. I’d say US 1 between South Hill and McKenney is more overkill nowadays.

[Beltway]

Most US routes that were 4-laned before the interstate system and then bypassed by an interstate. Three that come to mind for me are US 1 and 301 south of Petersburg, and US 60 between I-295 and VA 30.

I've always felt that US 301 being 4-lane divided from Emporia to Jarratt was a bit overkill, but it does make for a nice alternative to I-95 since there tend to be fewer trucks on that stretch.

Well, yeah, now, but when it was done it was likely busier. The abandoned businesses along the stretch probably did fairly well back in the day, and the now-sketchy motels around the Sussex-Greensville line were probably more inviting. I'd say US 1 between South Hill and McKenney is more overkill nowadays.

The 28 miles of US-301 between just north of Emporia and VA-35, was dualized to 4 lanes in the late 1950s.  Excepting that section the rest of I-95 in Virginia was completed by 1965, and I-95 seamlessly connected with that 28 mile 4-lane segment of US-301.  About 19,000 AADT was using that segment of US-301 when the last 28 miles of I-95 was built 1977-1982, it definitely needed 4 lanes.

The 18 miles of US-301 between Jarratt and VA-35 was rebuilt to Interstate standards, and the NB US-301 roadway was rebuilt into the SB I-95 roadway.  The SB US-301 roadway was relegated back to its original two-way roadway.  A 1.5 mile US-301 section at Carson was bypassed and remains with 4 lanes.

The 10 miles of US-301 between Jarratt and just north of Emporia was bypassed by I-95 and remains with 4 lanes.  It only carries about 4,000 AADT and IMO could be relegated back to 2 lanes, the older roadway would be demolished and obscured.  There have been two bridge replacements on the older roadway (1999 and 2017) and the removal of both bridges over the abandoned NF&D Railroad crossing just north of Jarratt, those could have been obviated by the removal of that roadway.  I am not sure why that was not proposed, but probably FHWA would not have funded it when I-95 was built.  It would be expensive, probably $5 million or more in today's dollars.  Maybe one or both county governments opposed it and want it to remain at 4 lanes.

[US 89]

In any case, there are very few four-lane non-freeways in rural areas.

What? Just about every four-lane route in Kentucky qualifies as serving a rural area. I offer the KY 80 corridor from Mayfield to Bowling Green, US 25E between Middlesboro and Corbin, and US 23 from border to border, as examples. Yes, they serve some decent-sized (for Kentucky, anyway) towns and cities, but the majority of these routes run through rural territory. Plus most of West Virginia's APD corridors. You can't get much more rural than US 50 between Parkersburg and Clarksburg.

A little browsing on GMSV reveals that most of those are, indeed, four-lane non-freeways. US-52 and US-169 in Minnesota come to mind as examples, too. But they're also divided, which, as I believe I said above, means they can't really be compared to a two-lane road.

Why does it matter if they're divided? It's still a four lane facility that has at grade intersections and traffic lights. Too much traffic for a 2-lane, but too little for full grade separation.

If you're truly in the middle of nowhere, and the four lane highway isn't divided, it probably was a poor decision by the DOT. I offer US 550 in NM as an example. It was one of the most dangerous 2 lane highways, so they decided to four lane it. But they did this in literally the cheapest way possible, so the new undivided 4-lane isn't all that much better.

[JasonOfORoads]

I-25 between Cheyenne and Casper

I-70 from Green River (US 6 and 191) west to US 89.

I-40 from Barstow to OKC, and every other western Interstate...ever.

Except for I-5, I-84, I-90, I-80, I-10...

[kphoger]

I-25 between Cheyenne and Casper

I-70 from Green River (US 6 and 191) west to US 89.

I-40 from Barstow to OKC, and every other western Interstate...ever.

Except for I-5, I-84, I-90, I-80, I-10...

Yeah, and I-25 between Denver and Colorado Springs should probably not be a 2-lane road.

[US 89]

I-25 between Cheyenne and Casper

I-70 from Green River (US 6 and 191) west to US 89.

I-40 from Barstow to OKC, and every other western Interstate...ever.

Except for I-5, I-84, I-90, I-80, I-10...

Yeah, and I-25 between Denver and Colorado Springs should probably not be a 2-lane road.

Or I-82 which carries all Seattle traffic from east of I-5/south of I-90, or I-15 especially anywhere from SLC south to SD.

[cpzilliacus]

As a general rule, anything with less than 15K ADT in an urban area or less than the 8-10K range in a rural area.

I disagree.  Not for reasons of capacity, but for reasons of safety. 

As you know, I-95 between Bangor, Maine and Houlton was mostly Super-2 when it  opened to traffic.  In spite of many large signs warning drivers that they were on a two-lane undivided highway, there were many head-on crashes, and it is now a conventional-looking 4 lane rural Interstate, in spite of low traffic counts.

Many  U.S. drivers are not familiar with high-speed 2 lane roads, and the risk of forgetting  that they are on such a road is significant. 

Now there are some Super-2 (or close to Super-2) highways that have a rigid or semi-rigid barrier in the middle to deter most of those head-on collisions. I-93 through Franconia Notch in New Hampshire has one (not sure if the barrier was there when it opened to traffic or not), MD-90 in Worcester County was retrofitted with such a barrier and  National Highway 34 in Sweden has a cable barrier in the middle.

[kphoger]

National Highway 34 in Sweden has a cable barrier in the middle.

Reminds me of E18, which has a barrier down the middle for some stretches.

[roadman65]

I-75 in the UP of Michigan, but of course its an interstate and has to be four lanes.  However, when I drove it there were very few cars on it.  Most likely cause there is nothing north of the Canadian Border and the connecting highway in Canada is ON 17 which runs E-W to points elsewhere that other border crossings serve is the reason.

[7/8]

Keith Richardson Parkway in Townsend, ON. https://goo.gl/maps/KdxtD4QdRKn

Townsend was planned in the 1970's to grow into a city of 100 000 to serve industries in mearby Nanticoke, but people decided to live in other established towns instead. The four lane parkway is very overbuilt for the current community.

[froggie]

^^^  CP, since the OP didn't specify, I was speaking to all roadway types and not Interstates specifically.  But even then, there are some Interstate routes that are so sparsely trafficked that 2 lanes would suffice despite the "safety issues".

[Takumi]

Most US routes that were 4-laned before the interstate system and then bypassed by an interstate. Three that come to mind for me are US 1 and 301 south of Petersburg, and US 60 between I-295 and VA 30.

I've always felt that US 301 being 4-lane divided from Emporia to Jarratt was a bit overkill, but it does make for a nice alternative to I-95 since there tend to be fewer trucks on that stretch.

Well, yeah, now, but when it was done it was likely busier. The abandoned businesses along the stretch probably did fairly well back in the day, and the now-sketchy motels around the Sussex-Greensville line were probably more inviting. I'd say US 1 between South Hill and McKenney is more overkill nowadays.

The 28 miles of US-301 between just north of Emporia and VA-35, was dualized to 4 lanes in the late 1950s.  Excepting that section the rest of I-95 in Virginia was completed by 1965, and I-95 seamlessly connected with that 28 mile 4-lane segment of US-301.  About 19,000 AADT was using that segment of US-301 when the last 28 miles of I-95 was built 1977-1982, it definitely needed 4 lanes.

The 18 miles of US-301 between Jarratt and VA-35 was rebuilt to Interstate standards, and the NB US-301 roadway was rebuilt into the SB I-95 roadway.  The SB US-301 roadway was relegated back to its original two-way roadway.  A 1.5 mile US-301 section at Carson was bypassed and remains with 4 lanes.

The 10 miles of US-301 between Jarratt and just north of Emporia was bypassed by I-95 and remains with 4 lanes.  It only carries about 4,000 AADT and IMO could be relegated back to 2 lanes, the older roadway would be demolished and obscured.  There have been two bridge replacements on the older roadway (1999 and 2017) and the removal of both bridges over the abandoned NF&D Railroad crossing just north of Jarratt, those could have been obviated by the removal of that roadway.  I am not sure why that was not proposed, but probably FHWA would not have funded it when I-95 was built.  It would be expensive, probably $5 million or more in today's dollars.  Maybe one or both county governments opposed it and want it to remain at 4 lanes.

Why was there such a long wait for construction of that section? Just lack of necessity? Also, what was traffic like on 301 during the time that I-95 was being constructed and 301 was down to 2 lanes? I've been curious about it for years since it was before my time.

[Beltway]

The 28 miles of US-301 between just north of Emporia and VA-35, was dualized to 4 lanes in the late 1950s.  Excepting that section the rest of I-95 in Virginia was completed by 1965, and I-95 seamlessly connected with that 28 mile 4-lane segment of US-301.  About 19,000 AADT was using that segment of US-301 when the last 28 miles of I-95 was built 1977-1982, it definitely needed 4 lanes.
The 18 miles of US-301 between Jarratt and VA-35 was rebuilt to Interstate standards, and the NB US-301 roadway was rebuilt into the SB I-95 roadway.  The SB US-301 roadway was relegated back to its original two-way roadway.  A 1.5 mile US-301 section at Carson was bypassed and remains with 4 lanes.
The 10 miles of US-301 between Jarratt and just north of Emporia was bypassed by I-95 and remains with 4 lanes.  It only carries about 4,000 AADT and IMO could be relegated back to 2 lanes, the older roadway would be demolished and obscured.  There have been two bridge replacements on the older roadway (1999 and 2017) and the removal of both bridges over the abandoned NF&D Railroad crossing just north of Jarratt, those could have been obviated by the removal of that roadway.  I am not sure why that was not proposed, but probably FHWA would not have funded it when I-95 was built.  It would be expensive, probably $5 million or more in today's dollars.  Maybe one or both county governments opposed it and want it to remain at 4 lanes.

Why was there such a long wait for construction of that section? Just lack of necessity? Also, what was traffic like on 301 during the time that I-95 was being constructed and 301 was down to 2 lanes? I've been curious about it for years since it was before my time.

The stretching out of the timespan of the construction of the original national Interstate highway system, due to cost inflation and increasing environmental standards, put this section near the end of that period. 

The US-301 traffic flowed at near Interstate service as there was only one traffic signal, so it was not high priority even though it was the I-95 corridor (N.C. likewise had two I-95 gaps served by 4-lane highways and these were not completed until 1978 and 1982).

On the parts that were upgraded to Interstate standards:
Mainline traffic was maintained at 4 lanes thruout this project.  I-95 NB roadway was built, and NB traffic was shifted to there.  Then the US-301 NB roadway was widened and upgraded to Interstate standards, and the SB traffic was shifted to there.  Some portions of the US-301 SB roadway were relocated to provide space at interchanges, and when all complete the US-301 two-way traffic was placed there.  Overpasses and interchanges were built.

[1995hoo]

I-75 in the UP of Michigan, but of course its an interstate and has to be four lanes.  However, when I drove it there were very few cars on it.  Most likely cause there is nothing north of the Canadian Border and the connecting highway in Canada is ON 17 which runs E-W to points elsewhere that other border crossings serve is the reason.

I'm not entirely sure that last part works because the nearest border crossings in either direction are a really long way away–Grand Portage to the west, the Blue Water Bridge to the east (so basically Lakes Superior and Huron get in the way). I think your first part is the key point: That part of Ontario is extremely empty!

[roadman65]

The 28 miles of US-301 between just north of Emporia and VA-35, was dualized to 4 lanes in the late 1950s.  Excepting that section the rest of I-95 in Virginia was completed by 1965, and I-95 seamlessly connected with that 28 mile 4-lane segment of US-301.  About 19,000 AADT was using that segment of US-301 when the last 28 miles of I-95 was built 1977-1982, it definitely needed 4 lanes.
The 18 miles of US-301 between Jarratt and VA-35 was rebuilt to Interstate standards, and the NB US-301 roadway was rebuilt into the SB I-95 roadway.  The SB US-301 roadway was relegated back to its original two-way roadway.  A 1.5 mile US-301 section at Carson was bypassed and remains with 4 lanes.
The 10 miles of US-301 between Jarratt and just north of Emporia was bypassed by I-95 and remains with 4 lanes.  It only carries about 4,000 AADT and IMO could be relegated back to 2 lanes, the older roadway would be demolished and obscured.  There have been two bridge replacements on the older roadway (1999 and 2017) and the removal of both bridges over the abandoned NF&D Railroad crossing just north of Jarratt, those could have been obviated by the removal of that roadway.  I am not sure why that was not proposed, but probably FHWA would not have funded it when I-95 was built.  It would be expensive, probably $5 million or more in today's dollars.  Maybe one or both county governments opposed it and want it to remain at 4 lanes.

Why was there such a long wait for construction of that section? Just lack of necessity? Also, what was traffic like on 301 during the time that I-95 was being constructed and 301 was down to 2 lanes? I’ve been curious about it for years since it was before my time.

The stretching out of the timespan of the construction of the original national Interstate highway system, due to cost inflation and increasing environmental standards, put this section near the end of that period. 

The US-301 traffic flowed at near Interstate service as there was only one traffic signal, so it was not high priority even though it was the I-95 corridor (N.C. likewise had two I-95 gaps served by 4-lane highways and these were not completed until 1978 and 1982).

On the parts that were upgraded to Interstate standards:
Mainline traffic was maintained at 4 lanes thruout this project.  I-95 NB roadway was built, and NB traffic was shifted to there.  Then the US-301 NB roadway was widened and upgraded to Interstate standards, and the SB traffic was shifted to there.  Some portions of the US-301 SB roadway were relocated to provide space at interchanges, and when all complete the US-301 two-way traffic was placed there.  Overpasses and interchanges were built.

It was a quick change signal at where now the two lane US 301 frontage road is with VA 40 Business.  It was not that much of a difference except before the National 55 law when VDOT had freeways at higher speed limits and the four lane non freeways were even 55 then.

I believe the four lanes of US 301 were a temporary fix as I once read that it was widened after the sections of I-94 north of VA 35 and south of Emporia were completed.

Also,  that one ramp at Exit 6 that is redundant of the next exit there was the original freeway terminus that defaulted onto US 301 while the SB lanes of US 301 defaulted onto I-95 which are now ripped up to allow for the current freeway to be built. VDOT never tore the overpass down that carried SB US 301 over NB I-95 and decided to use it as a ramp even though just to the north you have a diamond interchange with another road that connects to US 301.  Exit 6 was originally a wye basically.

In NC the Rocky Mount and Wilson four lane US 301 from NC 4 in Battleboro to I-95 at Kenly might of been widened too after the sections of I-95 were built from north of Gold Rock to south of Kenly as a temp fix.   For Fayetteville, although the freeway from north of the Cape Fear River to where the current Business I-95 terminates was built with I-95 and was signed as it until the Fayetteville Bypass was completed in 1982 or 83 so it there might of been simultaneously done when I-95 was completed north and south of there .  Back then there was no Future interstate signing and temp routes never got put under scrutiny then.  Also both ends of the Faytteville Bypass and Business I-95 had no interchanges at all and did a smooth transition unlike Gold Rock and Kenly that did have interchanges built for anticipation of the future freeways, though the bridge carrying I-95 over US 301 in Kenly was refurbished before the fully completed freeway was done hence the bridge looking the same as all the bridges north of Kenly.

[Takumi]

The 28 miles of US-301 between just north of Emporia and VA-35, was dualized to 4 lanes in the late 1950s.  Excepting that section the rest of I-95 in Virginia was completed by 1965, and I-95 seamlessly connected with that 28 mile 4-lane segment of US-301.  About 19,000 AADT was using that segment of US-301 when the last 28 miles of I-95 was built 1977-1982, it definitely needed 4 lanes.
The 18 miles of US-301 between Jarratt and VA-35 was rebuilt to Interstate standards, and the NB US-301 roadway was rebuilt into the SB I-95 roadway.  The SB US-301 roadway was relegated back to its original two-way roadway.  A 1.5 mile US-301 section at Carson was bypassed and remains with 4 lanes.
The 10 miles of US-301 between Jarratt and just north of Emporia was bypassed by I-95 and remains with 4 lanes.  It only carries about 4,000 AADT and IMO could be relegated back to 2 lanes, the older roadway would be demolished and obscured.  There have been two bridge replacements on the older roadway (1999 and 2017) and the removal of both bridges over the abandoned NF&D Railroad crossing just north of Jarratt, those could have been obviated by the removal of that roadway.  I am not sure why that was not proposed, but probably FHWA would not have funded it when I-95 was built.  It would be expensive, probably $5 million or more in today's dollars.  Maybe one or both county governments opposed it and want it to remain at 4 lanes.

Why was there such a long wait for construction of that section? Just lack of necessity? Also, what was traffic like on 301 during the time that I-95 was being constructed and 301 was down to 2 lanes? I've been curious about it for years since it was before my time.

The stretching out of the timespan of the construction of the original national Interstate highway system, due to cost inflation and increasing environmental standards, put this section near the end of that period. 

The US-301 traffic flowed at near Interstate service as there was only one traffic signal, so it was not high priority even though it was the I-95 corridor (N.C. likewise had two I-95 gaps served by 4-lane highways and these were not completed until 1978 and 1982).

On the parts that were upgraded to Interstate standards:
Mainline traffic was maintained at 4 lanes thruout this project.  I-95 NB roadway was built, and NB traffic was shifted to there.  Then the US-301 NB roadway was widened and upgraded to Interstate standards, and the SB traffic was shifted to there.  Some portions of the US-301 SB roadway were relocated to provide space at interchanges, and when all complete the US-301 two-way traffic was placed there.  Overpasses and interchanges were built.

It was a quick change signal at where now the two lane US 301 frontage road is with VA 40 Business.  It was not that much of a difference except before the National 55 law when VDOT had freeways at higher speed limits and the four lane non freeways were even 55 then.

I believe the four lanes of US 301 were a temporary fix as I once read that it was widened after the sections of I-94 north of VA 35 and south of Emporia were completed.

Not quite. I-95 was open to VA 35 in 1961 and the 4-lane section of 301, as Scott said, was a few years before that.

Overall, sounds pretty interesting. I imagine the 301/40 intersection was much busier than it is now. Even the exit to the north is busier due to the Davis Travel Plaza.

[Beltway]

It was a quick change signal at where now the two lane US 301 frontage road is with VA 40 Business.  It was not that much of a difference except before the National 55 law when VDOT had freeways at higher speed limits and the four lane non freeways were even 55 then.
I believe the four lanes of US 301 were a temporary fix as I once read that it was widened after the sections of I-94 north of VA 35 and south of Emporia were completed.

Not quite. I-95 was open to VA 35 in 1961 and the 4-lane section of 301, as Scott said, was a few years before that.

The 13 miles of I-95 between NC and north of Emporia was open by 1963.  The 28 miles of 4-lane US-301 was seamless with I-95 north and south of it.

Overall, sounds pretty interesting. I imagine the 301/40 intersection was much busier than it is now. Even the exit to the north is busier due to the Davis Travel Plaza.

The US-301 roadways were about 80 feet apart at the VA-40 junction, so there were actually two signalized intersections, one for each US-301 roadway, and the signals were timed to work together.  VA-40 was two lanes thruout and lined up where the current US-301/Business VA-40 intersection is located.  Pretty sure that the signals had a loop actuated left turn movement for US-301 to VA-40.

The VA-40 Stony Creek Bypass was built as part of the I-95 project.

[hbelkins]

Many of Kentucky's rural four-lanes have mountable medians or TWLTLs instead of grass medians or concrete barriers. Only a handful have real medians.

And there's that section of US 460 southeast of Petersburg, Va., that has only two yellow painted lines as a divider.

[Beltway]

Many of Kentucky's rural four-lanes have mountable medians or TWLTLs instead of grass medians or concrete barriers. Only a handful have real medians.
And there's that section of US 460 southeast of Petersburg, Va., that has only two yellow painted lines as a divider.

Because it was built about 1940, a very early 4-lane design when medians were rare.