Lightest Traveled Freeway Segment in Your State

[Max Rockatansky]

CA-13 the Warren Freeway would have to be lightly traveled among state route freeways in California.

CA 77 definitely has it beat.  But then again how many people realize CA 77 exists much less is a freeway?

[bing101]

CA-13 the Warren Freeway would have to be lightly traveled among state route freeways in California.

CA 77 definitely has it beat.  But then again how many people realize CA 77 exists much less is a freeway?

Also CA-77 was supposed to be an alternate to CA-24 and I-580 if it was to be expanded and connect to I-680 or to Vasco Road if it was built.

[webny99]

Here's something... out of all these lightest traveled segments, what would be the lightest traveled freeway segment in the country?

With several of NY's parkways having AADT's under 1000, we kind of need to know whether those count or not before determining an answer.

If they're built to freeway standards - limited access, no intersecting roads, interchanges / overpasses, etc. - then yes they would count.

OK, well the LOSP from Lakeside Beach to Hamlin Beach counts then, as long you're OK with winter road closures and the standard commercial vehicle ban. Here's a street view sample. 551 is the lowest AADT on that stretch.

[sprjus4]

What is the point of the closure and ban? Also the 55 mph limit? It appears it's built to 65 mph interstate standards.

[SectorZ]

What is the point of the closure and ban? Also the 55 mph limit? It appears it's built to 65 mph interstate standards.

Before webny99 answers, I want to see if my guess of "lake effect snow" is the reason.

[webny99]

What is the point of the closure and ban? Also the 55 mph limit? It appears it's built to 65 mph interstate standards.

Before webny99 answers, I want to see if my guess of "lake effect snow" is the reason.

Yes, it's some combination of the low traffic and the funds being saved by not maintaining it in the snowy winter months. The pavement had also deteriorated to such an extent that it was almost un-driveable even in summer, much less winter, so there was really no point in keeping it open, and I guess the winter closures stuck once they finally got it paved.

As far as the speed limit, I stand to be corrected but I don't think 65 mph can be posted on NY parkways. The shoulders, accel and decel lanes, and underpasses don't usually meet interstate standards. This stretch in particular has mostly overpasses instead of underpasses, and regular diamonds instead of folded ones, so it's not as obvious. But once you get closer to Rochester, this becomes the norm, so you can see how that's definitely not 65 mph-worthy.

[cl94]

Parkways cannot have 65 in New York. Has nothing to do with snow. The Lake Ontario State Parkway isn't a freeway, either. It's only expressway grade with several at-grade intersections.

[sprjus4]

This appears to have an interstate cross section. 12 foot lanes, 8-10 foot right paved shoulder, 3-4 foot left paved shoulder.

Even over the bridges.

Decent acceleration lanes.

This combined with very low traffic volumes, the speed limit should be at least 65 mph on at minimum the freeway segments. The expressway portions could handle 65 mph as well, though it would not be permitted as it's not a freeway.

The typical section of the freeway segments. If one was driving on this road with no other traffic (doesn't appear to ever be any), one could easily get up to 75 or 80 mph. 55 mph is simply artificially low.

The Lake Ontario State Parkway isn't a freeway, either. It's only expressway grade with several at-grade intersections.

The western most 16 miles is built to full freeway standards. Wide median, 12 foot lanes, 8-10 foot right paved shoulder, 3-4 foot left paved shoulder. No at-grade intersections with overpasses and interchanges.

[CoreySamson]

Either I-10 or I-20 near where they intersect probably wins for Texas.

However, if TX-255 is considered a freeway between US 83 and I-35 (I think of it as a super 2), then that might possibly be a winner. 

Parts of TX-130 could be up there, too.

[vdeane]

What is the point of the closure and ban? Also the 55 mph limit? It appears it's built to 65 mph interstate standards.

Before webny99 answers, I want to see if my guess of "lake effect snow" is the reason.

Yes, it's some combination of the low traffic and the funds being saved by not maintaining it in the snowy winter months. The pavement had also deteriorated to such an extent that it was almost un-driveable even in summer, much less winter, so there was really no point in keeping it open, and I guess the winter closures stuck once they finally got it paved.

As far as the speed limit, I stand to be corrected but I don't think 65 mph can be posted on NY parkways. The shoulders, accel and decel lanes, and underpasses don't usually meet interstate standards. This stretch in particular has mostly overpasses instead of underpasses, and regular diamonds instead of folded ones, so it's not as obvious. But once you get closer to Rochester, this becomes the norm, so you can see how that's definitely not 65 mph-worthy.

The closure is just money.  It costs money to run plows, and few people drive that section of road.

The commercial vehicle ban is likely due to pavement.  Commercial vehicles were actually allowed on the Orleans County section until sometime in the last decade.

Last I checked, the paving only went through NY 237.  West of there hasn't been done yet.  I think I remember reading something about a study to reduce it to a super-2.

Parkways cannot have 65 in New York. Has nothing to do with snow. The Lake Ontario State Parkway isn't a freeway, either. It's only expressway grade with several at-grade intersections.

The only at-grades are between Hamlin Beach and Greece.  The western section is also more modern; the original terminus of the parkway was Hamlin Beach.

[Flint1979]

LOSP was originally suppose to go to Niagara Falls. I'm guessing that the western end doesn't see much traffic because of A) The condition of the road and B) It's a highway to nowhere pretty much since it was never built as planned. So closing it in the winter makes some sense.

As for the ban, aren't all parkways in New York like that? I've never known of commercial traffic being allowed on the parkways.

[vdeane]

Generally, yes (although if you count the Grand Central Parkway as going to the Triboro, the I-278 overlap also allows trucks).  However, this is what signage looked like a decade ago.

[cl94]

Yes, they have been looking at demoting the western bit of the LOSP to a super 2. Given the traffic counts, it's probably not a bad idea and would allow them to not maintain half of the road. Or they could use parks funds to make the disused side a shared-use path or something similar to the RMSP...er, Niagara Scenic Parkway.

[webny99]

Generally, yes (although if you count the Grand Central Parkway as going to the Triboro, the I-278 overlap also allows trucks).  However, this is what signage looked like a decade ago.

NY 272 was a funny spot to make commercial traffic exit. NY 19 would have made more sense, although I guess if they wanted an actual exit, NY 272 was the last chance given that the Hamlin exit is unviable as a truck route to say the least.

[wxfree]

Either I-10 or I-20 near where they intersect probably wins for Texas.

However, if TX-255 is considered a freeway between US 83 and I-35 (I think of it as a super 2), then that might possibly be a winner. 

Parts of TX-130 could be up there, too.

On the southern half of TX 130, there are five-digit numbers north of Lockhart, but that includes the "frontage roads" carrying US 183.  Given that it's a free-flowing road with no stops and no tolls, it probably carries quite a bit of that.  Southeast of Lockhart they report numbers in the 7,000 to 8,000 range.  I-10 west of Fort Stockton is the winner.  In a non-exhaustive search, I found a point with a count of 5,239.  From US 67 south to Balmorhea the numbers are below 6,000.

I don't count a super-2 as a freeway.  TX 255 has a point with a count of 1,284.  It really isn't even a super-2, it's a rural two-lane highway with a couple of divided sections and plenty of grade crossings.  It has only one grade separation independent of I-35, at US 83.  I-169 might be a contender.  It's count is close to 17,000, but it's a toll road with free frontage roads, so I don't know how much traffic the freeway carries.  The aerial photography is from 2017, before the road was opened, so that doesn't give any clues.  It was Street Viewed last year.  That shows little traffic on any of it, but what's there seems to be about evenly divided between freeway and frontage roads.

[sprjus4]

It really isn't even a super-2, it's a rural two-lane highway with a couple of divided sections and plenty of grade crossings.  It has only one grade separation independent of I-35, at US 83.

It's a super 2. High quality design, full paved shoulders, high speed, etc.

Super 2 does not mean 2 lane freeway.

[RobbieL2415]

CT 349.  Clarence B. Sharp Highway.

[Max Rockatansky]

CA-13 the Warren Freeway would have to be lightly traveled among state route freeways in California.

CA 77 definitely has it beat.  But then again how many people realize CA 77 exists much less is a freeway?

Also CA-77 was supposed to be an alternate to CA-24 and I-580 if it was to be expanded and connect to I-680 or to Vasco Road if it was built.

To that end, CA 244 would also be a strong contender out by Sacramento.  That's another planned freeway with a somehow constructed small segment.

[vdeane]

Generally, yes (although if you count the Grand Central Parkway as going to the Triboro, the I-278 overlap also allows trucks).  However, this is what signage looked like a decade ago.

NY 272 was a funny spot to make commercial traffic exit. NY 19 would have made more sense, although I guess if they wanted an actual exit, NY 272 was the last chance given that the Hamlin exit is unviable as a truck route to say the least.

I assume pavement construction has something to do with it.  The section west of Hamlin Beach is newer and constructed to more modern standards.  The sections to the east are older, and the pavement wasn't constructed to handle heavy loads.  It's not just bridge clearances that prevent the parkways from having trucks.

It really isn't even a super-2, it's a rural two-lane highway with a couple of divided sections and plenty of grade crossings.  It has only one grade separation independent of I-35, at US 83.

It's a super 2. High quality design, full paved shoulders, high speed, etc.

Super 2 does not mean 2 lane freeway.

http://www.roadfan.com/mtrfaq.html#95

[sprjus4]

http://www.roadfan.com/mtrfaq.html#95

http://onlinemanuals.txdot.gov/txdotmanuals/rdw/super_2_highways.htm

A Super 2 highway is where a periodic passing lane is added to a two-lane rural highway to allow passing of slower vehicles and the dispersal of traffic platoons. The passing lane will alternate from one direction of travel to the other within a section of roadway allowing passing opportunities in both directions. A Super 2 project can be introduced on an existing two-lane roadway where there is a significant amount of slow moving traffic, limited sight distance for passing, and/or the existing traffic volume has exceeded the two-lane highway capacity, creating the need for vehicles to pass on a more frequent basis.

https://dot.nebraska.gov/media/4678/super-2-fact-sheet.pdf

What is a Super 2?

A Super 2 is a two-lane highway that has wider paved shoulders and passing lanes about every five miles, or as needed based on the specific conditions of the highway. Determining the length and spacing of the passing lanes requires considering many different features of the roadway, including the traffic volume, the number of trucks, the terrain, and the types of access points along the highway. The passing lanes generally alternate between the two directions of traffic. Super 2s are most often found in more rural areas and have some level of access control, which means there are a limited number of driveways and roads directly connected to the highway.

https://www.michigan.gov/documents/MDOT_M15_N1_chap3_128300_7.pdf

A Super 2 highway is a concept wherein additional passing opportunities are available to the motorist. The example of a typical section for a Super 2 is two 12-foot (3.6-m) lanes with full 10-foot (3.4-m) paved shoulders on either side. This allows slower-moving vehicles to move to the right to allow others to pass. Though this roadway section has not been implemented in Michigan, it has application under the right circumstances. At issue with this roadway type would be how much to limit access to control the number of driveways in conflict with relatively high-speed travel.

A Super 2 can also be a two-lane road where a third lane is added in certain areas to provide safe bypass zones and to eliminate interference with slow moving vehicles. The bypass lane should be a minimum of 0.25 miles (0.4 km) long with the optimal length being 0.5 to 1.0 miles (0.8 to 1.6 km). The added lane should be as wide as the lanes of the two-lane highway. The shoulder should be a minimum of four feet wide (1.2 m). Signs placed in advance of each lane addition alert drivers of both slow moving vehicles and following vehicles can prepare to make effective use of the added lane. Signage should also be placed at the beginning of the lane addition taper to assure that the slower-moving traffic keeps to the right.2 (see Figure 3-3 for a photo of a passing lane).

http://www.ksdot.org/Assets/wwwksdotorg/PDF_Files/Transportation%20Infrastructure%20Investment%20and%20the%20Kansas%20Economy%20Final%2011-12-08.pdf
https://en.wikipedia.org/wiki/Super_two

A super two highway is a two‐lane road built to high standards, typically including partial control of access, occasional passing lanes and hard shoulders. It is often built for eventual conversion to freeway or at least divided highway status once traffic volumes rise.

https://www.washingtontimes.com/news/2016/may/30/super-two-highways-considered-for-stretching-road-/

LINCOLN, Neb. (AP) - Road planners are considering "super two"  highways as a way to stretch Nebraska's highway dollars.

The two-lane highways have wider shoulders and an extra passing lane every five miles or so.

Nebraska Roads Department engineers have said the design could increase traffic flow at less than half the price of a new four-lane highway: about $1.5 million per mile instead of $4 million per mile.

[...]

"Instead of the stark choice of either upgrading a two-lane road to a four-lane highway or providing no improvement at all, sometimes a Super 2 highway could provide an intermediate improvement with better paved shoulders and passing lanes every five miles,"  Schneweis said.

[vdeane]

http://www.roadfan.com/mtrfaq.html#95

http://onlinemanuals.txdot.gov/txdotmanuals/rdw/super_2_highways.htm

A Super 2 highway is where a periodic passing lane is added to a two-lane rural highway to allow passing of slower vehicles and the dispersal of traffic platoons. The passing lane will alternate from one direction of travel to the other within a section of roadway allowing passing opportunities in both directions. A Super 2 project can be introduced on an existing two-lane roadway where there is a significant amount of slow moving traffic, limited sight distance for passing, and/or the existing traffic volume has exceeded the two-lane highway capacity, creating the need for vehicles to pass on a more frequent basis.

https://dot.nebraska.gov/media/4678/super-2-fact-sheet.pdf

What is a Super 2?

A Super 2 is a two-lane highway that has wider paved shoulders and passing lanes about every five miles, or as needed based on the specific conditions of the highway. Determining the length and spacing of the passing lanes requires considering many different features of the roadway, including the traffic volume, the number of trucks, the terrain, and the types of access points along the highway. The passing lanes generally alternate between the two directions of traffic. Super 2s are most often found in more rural areas and have some level of access control, which means there are a limited number of driveways and roads directly connected to the highway.

https://www.michigan.gov/documents/MDOT_M15_N1_chap3_128300_7.pdf

A Super 2 highway is a concept wherein additional passing opportunities are available to the motorist. The example of a typical section for a Super 2 is two 12-foot (3.6-m) lanes with full 10-foot (3.4-m) paved shoulders on either side. This allows slower-moving vehicles to move to the right to allow others to pass. Though this roadway section has not been implemented in Michigan, it has application under the right circumstances. At issue with this roadway type would be how much to limit access to control the number of driveways in conflict with relatively high-speed travel.

A Super 2 can also be a two-lane road where a third lane is added in certain areas to provide safe bypass zones and to eliminate interference with slow moving vehicles. The bypass lane should be a minimum of 0.25 miles (0.4 km) long with the optimal length being 0.5 to 1.0 miles (0.8 to 1.6 km). The added lane should be as wide as the lanes of the two-lane highway. The shoulder should be a minimum of four feet wide (1.2 m). Signs placed in advance of each lane addition alert drivers of both slow moving vehicles and following vehicles can prepare to make effective use of the added lane. Signage should also be placed at the beginning of the lane addition taper to assure that the slower-moving traffic keeps to the right.2 (see Figure 3-3 for a photo of a passing lane).

http://www.ksdot.org/Assets/wwwksdotorg/PDF_Files/Transportation%20Infrastructure%20Investment%20and%20the%20Kansas%20Economy%20Final%2011-12-08.pdf
https://en.wikipedia.org/wiki/Super_two

A super two highway is a two‐lane road built to high standards, typically including partial control of access, occasional passing lanes and hard shoulders. It is often built for eventual conversion to freeway or at least divided highway status once traffic volumes rise.

https://www.washingtontimes.com/news/2016/may/30/super-two-highways-considered-for-stretching-road-/

LINCOLN, Neb. (AP) - Road planners are considering "super two"  highways as a way to stretch Nebraska's highway dollars.

The two-lane highways have wider shoulders and an extra passing lane every five miles or so.

Nebraska Roads Department engineers have said the design could increase traffic flow at less than half the price of a new four-lane highway: about $1.5 million per mile instead of $4 million per mile.

[...]

"Instead of the stark choice of either upgrading a two-lane road to a four-lane highway or providing no improvement at all, sometimes a Super 2 highway could provide an intermediate improvement with better paved shoulders and passing lanes every five miles,"  Schneweis said.

This is a roadgeek forum.  We use terms in the roadgeek way.

[cl94]

Super 2 != 2 lane freeway, even among roadgeeks. There's a reason they are different terms. A super 2 is more of an expressway-grade 2 lane road with restricted access, but not fully limited.

[hbelkins]

I regard a "super-2" as being a two-lane freeway, such as the Mountain Parkway's two-lane portion. No at-grades.

I haven't looked up traffic counts for all of Kentucky's freeways, but I know the segment of the Mountain Parkway with the lowest traffic counts is the segment between exits 43 and 57 in Wolfe County, which is the last portion scheduled to be widened to four lanes.

[planxtymcgillicuddy]

I'm probably dead wrong on this, but for NC, I would guess either 40 between Asheville and Hickory, or maybe the freeway sections of 74 from Columbus to Rockingham?

EDIT-just thought of the Faircloth Freeway in Clinton. That would have to be the winner for NC. That or the freeway sections of future I-87 between Williamston and Elizabeth City

[sprjus4]

I'm probably dead wrong on this, but for NC, I would guess either 40 between Asheville and Hickory, or maybe the freeway sections of 74 from Columbus to Rockingham?

EDIT-just thought of the Faircloth Freeway in Clinton. That would have to be the winner for NC. That or the freeway sections of future I-87 between Williamston and Elizabeth City

The Faircloth Frwy segment has about 5,000 AADT.

The US-17 freeway segments have 8,000 - 10,000 AADT with 13,000 AADT on the Elizabeth City bypass.

I-40 between Asheville and Hickory has 35,000 - 45,000 AADT. Not even close to the lightest traveled.

US-74 between Columbus and Charlotte has 17,000 - 21,000 AADT.