Overpowered Interchanges

[Alps]

The cross-movement in the top of the circle was restored.

Was that always intended, or was that a reaction to the incredible problems its closure created?

[lepidopteran]

How about...

In MD, the 3-tiered ICC interchange with US-29?  I realize that there may have been fewer alternatives given the proximity to Briggs-Chaney Rd. and Fairland Rd. but it seems like the traffic count is way less than it was designed for.  It seems even more overpowered when there's a traffic signal on US-29 about 500 feet away.

Near Upper Sandusky, OH, the two 3-tiered interchanges at either end of the US-23 and US-30 multiplex.  They seem overpowered since US-23 is a "wishy washy 4-lane highway" (goes between freeway and arterial multiple times), and the remote part of the state where they are.  I think there was a plan to make it that stretch of US-23 into I-73, which would have called for that style interchange.

[PurdueBill]

Near Upper Sandusky, OH, the two 3-tiered interchanges at either end of the US-23 and US-30 multiplex.  They seem overpowered since US-23 is a "wishy washy 4-lane highway" (goes between freeway and arterial multiple times), and the remote part of the state where they are.  I think there was a plan to make it that stretch of US-23 into I-73, which would have called for that style interchange.

As a frequent user of US 30 from I-71 to I-469, I appreciate the "overpowerdness" of both of those interchanges; it's possible to follow either one through for US 30 without slowing down from 65-70 mph. 

Historic Aerials shows that at one point, the northern one, a 3-Y, had no ramps for US 30 yet and just a very wide median in the spot where the interchange was later built.  The southern interchange dates to only the past decade-plus and didn't disturb the existing US 23 carriageways' paths, so 30 EB traffic exits right and then sweeps left, but still at high speed capability.  Given the fairly decent popularity of US 30 as a free alternative across the mid-northern part of the state vs. the Turnpike to the north, truck traffic has been growing, so it's a good thing that 30 doesn't have to follow any tight trumpet loops or anything at either end of the 23 overlap.

[froggie]

In MD, the 3-tiered ICC interchange with US-29?  I realize that there may have been fewer alternatives given the proximity to Briggs-Chaney Rd. and Fairland Rd. but it seems like the traffic count is way less than it was designed for.  It seems even more overpowered when there's a traffic signal on US-29 about 500 feet away.

SHA and Montgomery County have long-term goals to get rid of the signal at Fairland Rd, so this interchange is not completely far-fetched.  In fact, given long-term transportation plans, a freeway-grade US 29 north of MD 650/New Hampshire Ave is not completely out of the question.  It should also be noted that US 29 carries about 60,000 AADT in that area.

[akotchi]

The cross-movement in the top of the circle was restored.

Was that always intended, or was that a reaction to the incredible problems its closure created?

It was not intended.   While closing it made the circle operate better, it spread too much traffic onto the local street system.  We went back and forth over that issue a few times, and finally put it back in via Change of Plan.

[lepidopteran]

...given long-term transportation plans, a freeway-grade US 29 north of MD 650/New Hampshire Ave is not completely out of the question.

Did you mean freeway-grade south of MD-650?  I think all the remaining at-grade intersections on US-29 between there and Blackburn Rd. are on the drawing board for upgrading to interchanges.

One frequent complaint about a US-29 freeway is that it peters out south of MD-650, and there's no "freeway-to-freeway" connection to the Beltway.  Someone told me there was a plan once for a connecting freeway between the Beltway at Sligo Creek Parkway and US-29 in White Oak, with an interchange near University Blvd. and Arcola (from there the highway would have followed what's now the Northwood Chesapeake Bay Trail, at least in part).  It would have began at the still-extant ghost lanes on 16th St. near Georgia Ave.

[froggie]

Did you mean freeway-grade south of MD-650?  I think all the remaining at-grade intersections on US-29 between there and Blackburn Rd. are on the drawing board for upgrading to interchanges.

Which is exactly why I said NORTH of MD 650.

One frequent complaint about a US-29 freeway is that it peters out south of MD-650, and there's no "freeway-to-freeway" connection to the Beltway.  Someone told me there was a plan once for a connecting freeway between the Beltway at Sligo Creek Parkway and US-29 in White Oak, with an interchange near University Blvd. and Arcola (from there the highway would have followed what's now the Northwood Chesapeake Bay Trail, at least in part).  It would have began at the still-extant ghost lanes on 16th St. near Georgia Ave.

That was the proposed Sligo Creek Pkwy, which from the planning maps I saw, would NOT have connected back to US 29...it more or less was to continue due north from the Beltway....would've effectively replaced MD 97/Georgia Ave as a commuter route.

[mrsman]

I live not too far from MD 650/ US 29 interchange.  There is no plan to continue the US 29 freeway south of MD 650.

As a local resident, one nice thing about having a freeway that does not connect to the Beltway is that, in a perverse way, the traffic lights do limit the amount of traffic that can use the freeway.  So the freeway portion of US 29 tends to be a much better way to get to Baltimore than I-95 or the B/W Parkway, even in high-traffic hours.  The traffic light section is a miserable drive, but the freeway is smooth sailing.

[davewiecking]

Did you mean freeway-grade south of MD-650?  I think all the remaining at-grade intersections on US-29 between there and Blackburn Rd. are on the drawing board for upgrading to interchanges.

Which is exactly why I said NORTH of MD 650.

One frequent complaint about a US-29 freeway is that it peters out south of MD-650, and there's no "freeway-to-freeway" connection to the Beltway.  Someone told me there was a plan once for a connecting freeway between the Beltway at Sligo Creek Parkway and US-29 in White Oak, with an interchange near University Blvd. and Arcola (from there the highway would have followed what's now the Northwood Chesapeake Bay Trail, at least in part).  It would have began at the still-extant ghost lanes on 16th St. near Georgia Ave.

That was the proposed Sligo Creek Pkwy, which from the planning maps I saw, would NOT have connected back to US 29...it more or less was to continue due north from the Beltway....would've effectively replaced MD 97/Georgia Ave as a commuter route.

Actually, Northern Parkway was to be the name. https://www.aaroads.com/forum/index.php?topic=4671.msg2053332#msg2053332

[froggie]

Both names were used for that particular proposal.

[SteveG1988]

The I-55 and I-155 interchange in IL Feels overpowered. Not sure the traffic count there.

[noelbotevera]

The I-55 and I-155 interchange in IL Feels overpowered. Not sure the traffic count there.

Tad little under 10,000 AADT. Somewhere around 8000 or 9000.

[jbnati27]

If the I-64/I-77 exit 95 to MacCorkle Ave. in West Virginia isn't overpowered, it's a little unusual. I think it's just the remnants of possibly having a toll plaza for the West Virginia turnpike there.

[Henry]

The interchange between I-75/I-85 and GA 154/GA 166 in Atlanta comes to mind. The road east of there was to have been an extension of I-420 before its cancellation.

[cl94]

I-86 Exit 10 outside of Jamestown, NY. It is the only left exit in Region 5. The stub to the north was NY 17 before the bridge was built. AADTs through the intersection on each leg are under 10,000, with the exit legs being well under that. The half-diamond to immediately to the west gets as much traffic as the directional T.

[AMLNet49]

Exit 23C on I-495 (MA) and Exit 37C on I-93 (MA) both are semi-directional T interchanges that only connect to industrial parks.

[noelbotevera]

Exit 23C on I-495 (MA) and Exit 37C on I-93 (MA) both are semi-directional T interchanges that only connect to industrial parks.

I think the reason there was that would've been I-190 going up to New Hampshire.

[hotdogPi]

Exit 23C on I-495 (MA) and Exit 37C on I-93 (MA) both are semi-directional T interchanges that only connect to industrial parks.

I think the reason there was that would've been I-190 going up to New Hampshire.

Both of those interchanges are way out of the way of I-190.

[PHLBOS]

Exit 23C on I-495 (MA) and Exit 37C on I-93 (MA) both are semi-directional T interchanges that only connect to industrial parks.

I think the reason there was that would've been I-190 going up to New Hampshire.

Both of those interchanges are way out of the way of I-190.

Not only that, those interchanges (along I-93 & 495) are located nowhere near the NH border.

[Bitmapped]

If the I-64/I-77 exit 95 to MacCorkle Ave. in West Virginia isn't overpowered, it's a little unusual. I think it's just the remnants of possibly having a toll plaza for the West Virginia turnpike there.

It was a standard turnpike trumpet-trumpet interchange, but the toll plaza has been removed. The WV Turnpike interchange at WV 16 near Beckley is the same way.

[cl94]

If the I-64/I-77 exit 95 to MacCorkle Ave. in West Virginia isn't overpowered, it's a little unusual. I think it's just the remnants of possibly having a toll plaza for the West Virginia turnpike there.

It was a standard turnpike trumpet-trumpet interchange, but the toll plaza has been removed. The WV Turnpike interchange at WV 16 near Beckley is the same way.

There are a few of these in Pennsylvania after barriers were moved around and portions of the system began using barrier tolls.

[Chris19001]

How about this 'beaut from Durango, CO.
https://www.google.com/maps/place/Durango,+CO/@37.2276712,-107.8424029,884m/data=!3m1!1e3!4m2!3m1!1s0x873c02a6bd85fc23:0xdc2b8882a3a67e5a!6m1!1e1

It was supposed to have a rerouted US550 going into the south end of the main bridge.  Now, it is in limbo and looking more than a bit out of place..

[Pete from Boston]

Exit 23C on I-495 (MA) and Exit 37C on I-93 (MA) both are semi-directional T interchanges that only connect to industrial parks.

37C does connect to the part of the huge light-industrial area of Woburn that is along Commerce Way (shamefully not crossing the Lowell Line tracks to connect the rest), but also serves a major park-and-ride for commuter rail, Amtrak, and airport buses, and helps relieve the mess at the shopping areas at both ends of Commerce Way. 

Traffic for those places would otherwise all use 95/128 Exit 36 (much of it using the 93-to-95/128 interchange as well), an already congested area.

[lepidopteran]

An old thread, but...  How about VA-28 (Sudley Rd.) and VA-234 (Prince William Parkway) in Manassas?

This is a very wide and impressive-looking interchange, with two of the movements being lengthy, curved elevated ramps.
https://goo.gl/maps/FJbbKjFapQw

But how justified is it?  PW Parkway is 4-lane divided, but it has no shortage of at-grade intersections.  While Sudley Rd. is a 4-lane arterial, with driveways and signalized intersections almost up to the edge of the interchange limits.

[Kniwt]

The tri-level stack at US 23 and Hambley Boulevard in Pikeville, Ky.

I suspect it has something to do with Hambley being the former routing of US 23 before the bypass was built. Historic Aerials has a gap in their coverage of the area with nothing between 1952 and 1995, but the 1952 aerial shows the old path:
https://historicaerials.com/location/37.47649287472636/-82.53710746765137/1952/15