LIST OF UNUSED HIGHWAYS

Main articles: Unused highway

An 'unused highway' may reference a highway or highway ramp that was partially or fully constructed but was unused ^[1] ^[2] ^[3] ^[4] ^[5] ^[6] ^[7] ^[8] ^[9] or later closed ^[10] ^[11] ^[12]. An unused ramp can be referred to as a 'stub ramp' ^[13], 'stub street' ^[14]^[15], 'stub-out' , or simply 'stub' ^[16]^[17]. The following is a list:

United States

Alabama

Birmingham

★ Between Exits 121 and 123 along Interstate 20/Interstate 59 is an abandoned stretch of mainline interstate along the southbound lanes. These lanes were utilized in 1977 as temporary lanes while the mainlines were being repaired as a result of sinkhole formation^[18]. [19]

★ An unused ramp exists along U.S. Route 11 (1st Avenue North) at its northbound intersection with U.S. Route 31/U.S. Route 280. The ramp was abandoned with the completion of the Interstate 20/Interstate 59 and U.S. 31/U.S. 280 interchange located just to its north^[19]. [20]
Gadsden

★ Mainline stubs and an exit stub exist at the current western terminus of Interstate 759 at Interstate 59 for an eventual planned extension to U.S. Route 431 west of Attalla. [21] There are also plans to extend I-759 east to U.S. 431/U.S. Route 278^[20]. I-759 currently transitions into Alabama State Route 759, a two-lane surface road that connects the interstate to Alabama State Route 291, at its eastern terminus. There is bridgework being done that indicates an upgrade of Alabama 759 to interstate standards^[21]. Seen here along with a mainline stub
Tuscaloosa

★ A stub exists at the current southern terminus of Alabama State Route 297 after its crossing of the Paul Bryant Bridge at the Jack Warner Parkway. Future plans call for the route to continue southward from this point^[22]. [22]
Centreville

★ There is a half-built bypass of Brent and Centreville that carries the U.S. Route 82 and Alabama Route 219 designation. It currently ends at Alabama Route 25 as a parclo interchange Alabama Fantasy Freeways . [23]
Montgomery

★ Construction has started on a bypass of downtown, east of the city center. The bypass is to be in the southeastern quadrant of the area, intersecting Interstate 85 near mile marker 14 and Interstate 65 near mile marker 163^[23]. An aerial view shows there is only a short portion of the bypass graded. Part of the route is signed Alabama Route 293. [24]

Arkansas

Jacksonville

★ At the northern terminus of Interstate 440 at U.S. Route 67/U.S. Route 167, there are stub ramps northward. A lack of funds has prevented I-440 from continuing but there is currently a proposal to install toll booths where U.S. 67/167 and Arkansas 107 intersect the proposed North Belt Loop^[24]. [25]
West Memphis

★ On the Arkansas side of the Mississippi River, next to the approach to the Memphis & Arkansas Bridge which carries Interstate 55 between West Memphis, Arkansas and Memphis, Tennessee, a ramp stub and roadway extends near the current roadway. [26] Prior to the construction and opening of the new bridge, the Harahan Bridge, one of the railroad bridges that cross the Mississippi at Memphis, also carried automobile and truck traffic on separate platforms from the rail traffic; the ramp stub connected the Arkansas approach road (now I-55) to these platforms. One platform carried traffic eastbound into Memphis. The other platform carried traffic westbound into Arkansas. Each platform only carried one lane of traffic^[25].

California

Los Angeles and suburbs

★ The failure to complete Interstate 710 (Long Beach Freeway) between Alhambra and Pasadena has left two sets of stubs at each end of the uncompleted freeway. On the southern end in Alhambra, there is a noticeably widened median and two slabs of pavement [27]. At the northern end, just south of Pasadena, stubs exist just south of the Interstate 210/California State Route 134 interchange and at W Del Mar Blvd, with one converted to an off-ramp to California Ave [28]. More than 35 years of opposition prevented the connection, although there has been progress as of late. The Federal Highway Administration signed a Record of Decision (ROD) in 1998 agreeing to extend I-710^[26]. However, this plan was mostly a surface freeway and resulted in tabling due to many lawsuits and opposition of South Pasadena officials and residents Funds OK'd for Feasibility Study of 710 Extension . A new alternative was proposed in 2003 as an 4.5 mile tunnel and would cost 2.6 to 3.6 billion, with some expenses reimbursed by charging tolls^[27]. On March 22, 2007, the Los Angeles County Metropolitan Transportation Authority (MTA) approved $5 million for engineering and technical studies of the project.

★ There are ramp stubs on what used to be the flyover connector between westbound Interstate 10 and southbound U.S. Route 101 near the East Los Angeles Interchange before it was demolished prior to 1994^[28]. It was removed during a seismic retrofit because of earthquake safety concerns and that the Interstate 5 and 10 junction makes it redundant^[29]. Long stub ramps on either side of the demolished flyover are all that remain. [29] [30] Here is one of the stubs in a 3-dimensional view and here is the other. An old map here shows the now-demolished flyover.

★ In the Silver Lake district of Los Angeles, California State Route 2 was to be extended as part of the Beverly Hills Freeway, but due to community opposition^[30], the freeway ends at Glendale Blvd. A freeway wide overpass was built, but as of now, only one direction utilizes that overpass. [31]

District of Columbia

★ A small ramp stub exists on District of Columbia Route 295, which would have provided a connection to, at one point, Interstate 295, which was the original designation for the unbuilt freeway, or (the unsigned) Interstate 695^[31], whose extension was cancelled in 1996 Washington D.C. Interstates and Freeways . [32].

★ The unsigned Interstate 695 terminates abruptly southwest of Robert F. Kennedy Memorial Stadium, just before the Pennsylvania Avenue overpass. An access road now extends to RFK. [33][34] An aerial shot before (1988) the access road opened.

Connecticut

★ U.S. Route 7 has two sets of ramp stubs. One set is north of Norwalk [35], where US 7 was intended to continue as a freeway north toward Interstate 84. The other set is north of Brookfield [36], where US 7 exits onto U.S. Route 202. Exit numbering on the latter freeway is 11 and 12, reflecting the unbuilt freeway between Norwalk and Danbury. ^[32]
East Farmington Heights

★ The junction of Interstate 84 and Route 9 is a four-level stack interchange, only half of which is used. The interchange was originally built for Interstate 291, most of which was cancelled. The interchange stood wholly unused for over 20 years, until CT 9 was extended in 1992 to use the south-facing part of the interchange. Route 9 ends at I-84, so the north-facing and through ramps remain unused^[33]. Viewable at [37]
Hartford

★ Interstate 84 also has wide shoulders at exit 45 [38] , which was planned to be a short freeway to the Berlin Turnpike^[34], and stubs at exit 46 [39] , (for the planned Woods River Expressway ^[35]).
West Hartford

★ Exit 43 on Interstate 84 has stubs at the intersection of Park Road, as it was originally planned to head farther north as the Trout Brook Connector ^[36]. [40]
Salem

★ Route 11 has a stub continuation at its southern end. It is still alive for continuation southward to Interstate 95 at Interstate 395 ^[37]. [41]
New Haven

★ Connecticut Route 34 has a mile-long expressway segment CT 34 Expressway where it comes off the interchange with Interstate 91 and Interstate 95. The highway ends abruptly, after only 3 exits, becoming North Frontage Road. The rest of CT 34 continues along surface streets through the city of New Haven. Opened in May 1960 Connecticut Roads: Connecticut Route 34 , the plan was to have CT 34 continue as an expressway under the Air Rights Garage (which was specifically built to accommodate the highway) and along the right of way (created by relocating homes and businesses in the area when the highway was in construction from 1955 to 1960), complete with frontage roads, to Derby. Plans also existed to extend the highway to New York state or a shorter route to Route 15/Merritt Parkway existed even through the 1990s, but the project was shelved completely when the Pfizer building was built on the right of way directly past the Air Rights Garage^[38]. The original plan of CT 34 will never go through, but the city still desires a similar connection. The built stub of the expressway portion of CT 34, from the I-91/I-95 stack to the garage is now known as the Richard C. Lee highway, after the New Haven mayor who had been instrumental in the project. [42]

Delaware

Wilmington

★ At the interchange of the Delaware Route 141 freeway with Delaware Route 2 near the city, a stub remains that suggested DE 141 would have been a high-speed western bypass around Wilmington. As of 2006, the Delaware Department of Transportation was in the process of totally rebuilding a 2-mile section of DE 141 to transform this low-speed (35 m.p.h.) 4-lane road into a physically-divided road with a 45 m.p.h. speed limit (the lower limit due to the location of residences in the area), starting in 2007^[39]. [43] AARoads has a photo of the stub [44]
Dover

★ An on-ramp stub on Delaware Route 1 north, located at the highway's interchange with Bay Road at Dover Air Force Base [45].
Corbit

★ Labeled S Dupont Highway by some maps, obsolete pavement exists as the old alignment of U.S. Route 13. The newer Delaware Route 1 has taken the place of what was once U.S. 13^[40]. The southbound lanes are still in use but the northbound lanes sit unused. [46]

Florida

Jacksonville:

★ A stub ramp exists on I 95 Northbound near it's junction with I 10 , I don't know it's original intended purpose .

★ A stub ramp exists along Florida State Route 9A southeast of Jacksonville. [47] This stub will lead to Florida State Route 9B (soon to be Interstate 795)^[41].
Kendall:

★ The Florida Turnpike has a set of ramp stubs near its junction with the Don Shula Expressway (Florida State Route 874) near Kendall. Originally, Florida 874 was supposed to continue southward toward Homestead on the current alignment of the turnpike, with the turnpike extending to the southwest, along a continuation of the current alignment of Florida 874^[42]^[43]. Southbound Florida 874 also has a remnant of a ramp stub as it crosses Snapper Creek just east of the turnpike. The bridge over the creek is wider than normal, which facilitated the ramp at the time.[48]
Miami:

★ A stub exists on an onramp from northbound Florida State Route 953 (LeJeune Road) to westbound Florida State Route 836 (Dolphin Expressway). This was removed in the 1990s, which eliminated the connection that encouraged weaving on the expressway^[44]. Now southbound SR 953 traffic must take a frontage road west to NW 45th Avenue to reach westbound Florida Route 836. [49] Old configuration

★ A stub ramp exists on the Florida State Route 836/Dolphin Expressway at NW 17th Avenue. This is what is left over from when the expressway and adjacent tollgate were reconstructed. The exit for NW 15th Avenue and NW South River Drive existed originally on the bridge over NW 17th Avenue. This exit and the one for southbound NW 17th Ave were combined for a more westerly beginning and given their own toll plaza. Also as a result of this reconstruction, unused pavement stands just before the NW 15th Ave/NW South River Dr split. [50] Photo and map views of the previous configuration.
St. Petersburg:

★ Southbound Interstate 275 has a ramp stub in St. Petersburg just west of 31st Street South. [51] [52] It was intended to be an on-ramp from a proposed Pinellas Beltway expressway that was killed in the 1978^[45].

★ The interchange between Interstate 275 and Interstate 375 features a ramp stub, as it was originally intended to have a direct connection between I-375 and 20th Street North (a planned extension of I-375 was killed prior to construction of the interchange ^[46]) [53][54]. The Florida Department of Transportation decided that an additional ramp to a nearby surface street was unnecessary and cancelled the rest of the construction^[47].
Sweetwater:

★ The original, temporary^[48] western terminus of the Florida State Route 836 (Dolphin Expressway) featured ramp stubs not only on the westbound mainline before drivers merge onto Florida's Turnpike near Doral and Sweetwater, but also on the cloverleaf-style onramp from the southbound turnpike to eastbound Florida 836. Construction of a new westward extension of Florida 836^[49] [55] changed the original route, based on aerial observation of then [56] and now [57], and eliminated all but one of the ramp stubs, found near the end of the southbound turnpike to eastbound SR 836 ramp. [58] Here are pre-construction (1999) ground shots. [59][60]

Georgia

Atlanta:

★ At the eastern terminus of Georgia State Route 166, the highway ends immediately after its interchange with the Downtown Connector, with a stub in the mainline to a Georgia Department of Transportation maintenance yard (View here). A half diamond interchange links the freeway to Lakewood Avenue. The eastward extension of this freeway was killed in the Atlanta freeway revolt of the 1970s. It would have continued to the east and terminated at Interstate 20. This freeway, along with the existing Langford Parkway, was proposed to be a part of the unbuilt Interstate 420^[50]. [61]

★ Near Hartsfield-Jackson Atlanta International Airport, two ramp stubs exist at the Virginia Avenue overpass above Hartsfield Drive. Hartsfield Drive carried traffic into the Atlanta Municipal Airport Terminal before the construction of the present terminals. These ramps were part of four ramps leading to and from Virginia Avenue, which linked the terminal to Interstate 85 south and to the local communities. Originally, the four ramps consisted of a diamond ramp that linked northbound Hartsfield Drive to eastbound Virginia Avenue (still visible), a diamond ramp that linked eastbound Virginia Avenue to southbound Hartsfield Drive (still visible), a cloverleaf ramp that linked northbound Hartsfield Drive to westbound Virginia Avenue (destroyed), and a cloverleaf ramp that linked westbound Virginia Avenue to southbound Hartsfield Drive (destroyed)^[51]. [62]

★ The stub of an as-yet-unbuilt flyover ramp from Interstate 75 northbound to Interstate 285 westbound on the northwest side in Cobb County, Georgia. [63] According to the Georgia Department of Transportation, the ramp may eventually be used as part of a revamp of the interchange.

★ The western end of the freeway portion of Georgia State Route 14 Spur was relocated as part of the construction of the South Fulton Parkway. This realignment closed what had been the western end of the freeway. This alignment exists as ramp stubs from Roosevelt Highway at its intersection with Welcome All Road. The ramps depart the intersection to the north and curve toward the east but stop short of intersecting South Fulton Parkway at its Roosevelt Highway interchange. [64] A look at the old configuration.
Cherokee County:

★ The freeway portion of Georgia State Route 372, where it intersects Georgia State Route 5 Business, ends in stub ramps on the mainline. A half diamond interchange links the freeway to Georgia 5 Business. The freeway section consists of the western end of Georgia 372 and the freeway was constructed as a part of Georgia State Route 400 which was at one time proposed to connect with Georgia State Route 515. [65]
Lagrange

★ Interstate 185 has a northern terminus east of the city at Interstate 85. However, short stubs exist on the mainline of I-185 on both the north and the south sides. [66] [67] They are part of a proposal to extend the freeway north to Hogansville and possibly even further north to Rome via the U.S. Route 27 corridor^[52].

Illinois

Peoria:

★ East of Interstate 474 at the New Farmington Road/Maxwell Connector interchange, stubs exist on the mainline. The expressway west of the interstate is slated to eventually carry Illinois Route 336^[53]. However, the only part finished is a short stretch connecting I-474 with Maxwell Road to the west. The freeway continues past the completed ramps to I-474, but is closed and just dies in the grass. The Illinois Department of Transportation does not have the road continuing east of I-474 as of right now. [68]

★ There used to be a ramp taking west-bound traffic off the McClugage bridge and to northbound Illinois Route 29. This ramp was removed prior to 1998^[54]. However, the bridge still has part of the ramp attached (Webcam, click on 'Western Ramp'^[55] or here on the left side of the picture^[56]). The old configuration was a unique diamond interchange [69]^[57], while the new design has a new loop ramp. [70]
Mossville:

★ At the northern end of Illinois Route 6 (an extension of Interstate 474), there is an interchange in which all northbound traffic is diverted to Illinois Route 29 and the freeway begins for traffic going southbound. Currently, the main traffic lanes extend north past the intersection and a southbound-to-eastbound exit exists (but does not connect to the mainline, yet [71])^[58]. All ramps leading to and from the traffic lanes north of the intersection are present, though the westbound-to-northbound ramp does not yet connect, either. There are plans to extend IL 6 north beyond Chillicothe to Interstate 180 as Illinois Route 29^[59]. [72]
New Lenox:

★ Interstate 80 has 4 stub ramps on both sides of the roadway where the Interstate 355 southern extension is to connect Interstate 355 Illinois North-South Tollway (I-355) South Extension The I-355 Extension . Grading is also evident in the aerial. Aerial or [73], [74], [75], [76] (All ground)
Bolingbrook:

★ Interstate 55 has 4 empty pillars, 2 on each side of the bridge, where I-355 flyover ramps to I-55 are being built. Ground or Aerial shot, showing 4 supports and their shadows.
Decatur:

★ There are stubs and grading in the median of Interstate 72 northwest of Decatur for a planned but never built connection with Interstate 39^[60]. There is also grading north of this proposed interchange where crops are no longer planted. [77]
East St. Louis

★ As a result of decommissioning U.S. Route 460^[61], there are stubs at the end of the Tudor Avenue exit from I-70/I-64/I-55. [78]
Rockford

★ A road was designed to go northward at the interchage of Interstate 39 and U.S. 20. The road, going as far north as Charles Street, was axed due to community opposition^[62]. As a result of the road being cancelled, a short stub exists where the mainline would be coming from the north. [79] North of the stub, grading exists for the road, as well as a cloverleaf ramp that was to go to northbound I-39 and eastbound U.S. 20 and a ramp to westbound U.S. 20. The only part of the road build is now a ramp from I-39 to westbound U.S. 20. The ramp has an extra wide shoulder, the result of combining the former mainline and the ramp, and grading for a cloverleaf ramp from eastbound U.S. 20 to the road that was to go north also exists. [80]

Indiana

Jeffersonville:

★ State Road 265, which is an extension of Interstate 265 east of Interstate 65, ends currently at State Road 62 northeast of Jeffersonville. There are signs proclaiming "No bridge to Kentucky." As part of the Ohio River Bridges Project, this interchange is slated for reconstruction, as Interstate 265 is to run southeast into Kentucky via a bridge ^[63] . [81]
Indianapolis:

★ There are grading and stub ramps at the Interstate 70 and 65 interchange (North Split) in downtown Indianapolis where Interstate 69 was supposed to have connected, but was cancelled in the 1970s due to community opposition^[64]. [82]

Kentucky

Hopkinsville:

★ The Pennyrile Parkway was to extend from Interstate 24 near Oak Grove to Henderson^[65]. The southernmost seven miles were not constructed, however, and a stub was left in Hopkinsville. There are plans in the six-year plan to construct the remaining mileage. [83]
Louisville:

★ Kentucky Route 841, which also carries the designation Interstate 265 between Interstate 71 and Interstate 65, had two stubs.

★
★ Northwest of Interstate 71, Interstate 265 becomes solely Kentucky Route 841 and narrows from four-lanes divided to two undivided as a super-two. The highway ends at a stub diamond interchange with U.S. Highway 42. As part of the Ohio River Bridges Project, this interchange is slated for redesign using a modified half-diamond interchange with I-265 continuing northwestward to Indiana via a tunnel and bridge. [84]

★
★ Southwest of the city past Interstate 65, where Interstate 265 becomes Kentucky Route 841, the highway formerly dead-ended at U.S. Highway 31W and U.S. Highway 60. The interchange was reconstructed as part of an extension of Kentucky Route 1934, otherwise known as the Greenbelt Highway^[66]^[67]^[68]. The original grading is still present. [85] Former configuration
Newport:

★ Along Interstate 471 near the Ohio River, a stub on-ramp would have connected Lexington Avenue and East Fourth Street to I-471, providing relief for the Kentucky Route 8 interchange^[69]. [86]
Princeton:

★ The Western Kentucky Parkway was a toll road extending from Princeton to Elizabethtown. The original western terminus was with U.S. Highway 62 from 1963 to 1968, when the parkway was extended westward to Interstate 24. [87]
Middlesboro

★ The Cumberland Gap Tunnel replaced the two lane U.S. Highway 25E over the Gap to allow four lanes of traffic to travel the route. The existing road was closed except for a short section used by The National Park Service. The pavement was recently removed for more of a historic look Old US 25E : Crossing the Cumberland Gap . [88]

Louisiana

Shreveport:

★ The eastern terminus of Interstate 220 contains several stub ramps and the grading for the remainder of the interchange. There is debate about connecting to today's Louisiana Route 3132 south of the city Interstate 220 Louisiana . [89]

★ Somewhat related to this, at the eastern terminus of LA 3132, there is a half-complete diamond interchange. Its current planned endpoint is Louisiana Highway 523/E Flournoy Lucas Road. As mentioned above, there is debate about extending Louisiana Route 3132 to Interstate 220/Interstate 20 east of the city. [90]

★ The northern terminus of Interstate 49 at the Interstate 20 interchange contains numerous stub ramps that indicated a previously designed northern extension. As early as 1999^[70], this idea was scrapped with the adoption of the Future 49/High Priority Corridor 1, a plan to extend I-49 to Kansas City. It was due to high costs in acquiring right of way and community opposition^[71]. This plan currently has I-49 routed onto Lousiana 3132 south of the city. Currently, there are talks to turn the current stretch of I-49 from Louisiana Route 3132 north to its current northern terminus into Interstate 149^[72]. [91]
New Orleans:

★ On Interstate 10, in the easternmost part of Orleans Parish, between exits 248 (Michoud Boulevard) and 251 (Bayou Sauvage National Wildlife Refuge), is abandoned exit 250 [92], complete with overpass, whose ramps were overgrown with vegetation and (at least before Hurricane Katrina) barricaded from use by travelers on the highway^[73]. [93]

Maine

Saco

★ Interstate 195 has an interchange with the Maine Turnpike/Interstate 95 at its western terminus. As originally constructed, both ramps were clover ramps, but subsequently, the clover ramp handling traffic exiting the turnpike was replaced between 1988 and 1998^[74], turning the interchange into a trumpet. The grade for the original clover ramp remains. Also, the eastbound ramp from the Turnpike crosses a bridge meant for two lanes, but only has one and shifts over to the left, as can be seen from the link. [94]
Gardiner

★ Where Interstate 295 meets Maine Turnpike/Interstate 95 at its northern terminus, several ramps were replaced, between 1991 and 1996^[75], with simpler diamond and half trumpet interchanges with Maine State Highway 9 and Maine State Highway 126. As can be seen from the Google map aerial, the gradings for these ramps are clearly visible. There is also an old overpass bridge that is now a toll plaza on I-295. This is at exits 102 (Lewiston Rd.) and 103 (I-295 south). [95]

Maryland

Baltimore staged numerous successful revolts, and has many ramp stubs to show for it.

★ A stretch of U.S. Highway 40 west of downtown contains a short below-grade freeway alignment, which was completed in 1979^[76] as part of a planned routing of Interstate 170 into downtown. When the Interstate 70 extension into the city was canceled, this small freeway segment was orphaned. Currently, U.S. 40 runs east-west on a one-way couplet of surface streets, enters this segment for part of its length, and returns to the surface streets at the other end. Stubs at the west end of the freeway segment sit unused, as do an on- and off-ramp at that end. There is also an empty sign bridge^[77] for the never-to-be westbound traffic. Viewable at [96]

★ Also due to the cancellation of Interstate 70 through the city are ramp stubs along Interstate 95 at the proposed eastern terminus of I-70 Interstate 0 (proposed exit 50C). Two are viewable here [97], showing a stub from I-95 southbound to proposed I-70 west and one from I-70 east to I-95 north. Two others are here [98], showing the ramp stub left from I-70 east to I-95 south (the huge bridge that was constructed in advance of I-70 arriving at I-95 has since been demolished, but can be seen here [99] ^[78]) and a long approach ramp from I-95 north to I-70 west that ends shortly after curving underneath I-95.

★ There is also a stub end of Interstate 70 at a Park and Ride, located on the freeway mainline at exit 94 (Maryland Route 122), where it would have continued to Interstate 170 and Interstate 95 through the downtown. [100]

★ Ramp stubs are also located on Interstate 95, just north of the Fort McHenry Tunnel, just south of Interstate Avenue [101] and just north of O'Donnell Street [102]. This interchange (part of exit 57) would have marked the southern terminus of Interstate 83, had it continued beyond downtown.

★ Ramp stubs exist on Interstate 695 for the proposed Windlass Freeway. [103] The freeway was to continue north from here MD 149•Windlass Freeway . There is also a ramp stub on the eastbound bridge of Maryland Route 702 just after it separates from I-695. [104]

★ Also, immediately south of this intersection, Interstate 695 has a hairpin turn and two additional pairs of ramp stubs; the Windlass Freeway would have continued to the west from this turn to meet Interstate 95. The first bridge immediately to the south of this turn has wider than necessary shoulders, which were to be ramps to and from the Windlass going west. This would have been the long-lost exit 37 off I-695, had the freeway been built. [105]

★ At the western end of where the the proposed Windlass Freeway would have connected are four ramp stubs at the interchange between Interstate 95 and Moravia Road (exit 60). Viewable at [106]
College Park:

★ Between Baltimore and Washington, Interstate 95 merges with Interstate 495, the Capital Beltway around Washington. The interchange is known locally as the College Park Interchange. At the intersection of both freeways, a partially unused mainline roadway and several ramp stubs can be seen. I-95 was originally supposed to continue through D.C. as the Northeast Freeway and North Central Freeway, but plans were scrapped after vigorous and vitriolic protest from residents in the path(s) of the proposed freeway routes. I-95 now continues onto the eastern half of I-495, and the finished portion of I-95's route through D.C. is known as Interstate 395. The stub ramps and a portion of the planned right-of-way were converted into a truck weigh station and a Park and Ride. Viewable at [107]
Montrose:

★ On Maryland Route 185 (Connecticut Avenue) between Maryland Route 586 (Veirs Mill Road) and Aspen Hill Rd., several short ramp stubs may be seen as the road passes over a small river. These were originally built for the Washington Outer Beltway^[79], first conceived in the 1950s and an active proposal until about 1980^[80]. As a result of it not being built, Maryland is building alternates to alleviate increased traffic in Montgomery County. One is the still-proposed but unbuilt Intercounty Connector from Interstate 370 to U.S. Highway 1 just east of Interstate 95, with the first contract to be awarded by May, 2007^[81]. The other, closer to the proposed Outer Beltway, is the Montrose Parkway from Interstate 270 to Nebel Road near Maryland Route 355 (Rockville Pike) using a new road and an updated Montrose Road in Montrose^[82]. The westernmost stretch is under construction as of 2006^[83]. [108]

Massachusetts

A number of cloverleaf interchanges in the Boston area have a missing arm and overly wide bridges, reflecting an unbuilt highway. Many of these were imposed as a result of the moratorium on highways inside Massachusetts Route 128 imposed after the Boston Transportation Planning Review.
Canton/Westwood

★ Interstate 95 was cancelled north of what is now the I-95/Massachusetts Route 128 and Interstate 93 junction. This cloverleaf has also been converted into a trumpet interchange, but grading for the cloverleaf and collector-distributor lane, plus an extra bridge for a flyover from I-95 south to Massachusetts 128 south, are still clearly visible. Portions of the roadway to the north, proposed as the Southwest Expressway, are paved and somewhat overgrown and can be traversed by foot today^[84]. 1965 MassDPW map [109]
Revere

★ Interstate 95 was to go through Boston and planned to split from U.S. Route 1 at what is now the junction of U.S. 1 and Massachusetts Route 60. Ramps for the unbuilt portion of I-95 remain visible, and a graded embankment extends to the Saugus River Northeast Expressway (US 1) . [110]
Burlington

★ At the junction of Interstate 95/Massachusetts Route 128 and U.S. Route 3, U.S. 3 south of the junction was cancelled in 1971. The cloverleaf has since been converted into a somewhat awkward trumpet interchange, but grading for the cloverleaf is still clearly visible^[85]. 1965 MassDPW map [111]
Boston

★ Cancellation of Interstate 695 (The Inner Belt) resulted in two incomplete Y interchanges in the downtown area. Four ramp stubs existed at the planned northern terminus interchange and two can still be seen today while two others were converted into the Leverett Circle Connector. [112] View before the Big Dig. The other was at exit 20 (proposed exit 15), which serves Massachusetts Avenue, Roxbury, and Andrew Square. [113] The interchange has been completed and stubs removed since the Big Dig was completed^[86]. 1965 MassDPW map

★ Another Y interchange was for U.S. Route 1 north of the Charles River crossing. Stubs were created when U.S. 1 was tunneled under the center of Charlestown. That set of ramp stubs disappeared when the Big Dig was completed and the old, elevated highway torn down, though a few can still be seen on Google maps. [114] Prior to the Big Dig.
Attleboro

★ Both of the proposed alignments for Interstate 895 planned to connect at the Interstate 295 and Interstate 95 interchange Interstate 895-Rhode Island (unbuilt) . Stubs exit on the mainline of I-295 just east of the interchange. The Massachusetts Highway Department plans to construct the "Attleboro Connector" from this interchange, which is to be a divided highway spur into the city^[87]. [115]
Marlborough

★ At the junction of Interstate 495 and Interstate 290, the bridges over I-495 are wider than needed for the two-lane freeway connector into Hudson, as there were once plans to extend I-290 all the way to Massachusetts Route 128. There is also grading for an abandoned cloverleaf loop from I-290 east to I-495 north. This was replaced by a flyover, due to a large number of truck rollovers on the ramp^[88]. 1968 MassDPW map [116]
West Stockbridge

★ The western end of the Massachusetts Turnpike, Interstate 90 has ramp stubs where it once curved at the border to end at Massachusetts Route 102^[89]. [117]
Somerville

★ The Sullivan Square overpass was recently dismantled, leaving a stub approach on Massachusetts Route 99^[90]. [118] [119]
Agawam

★ Massachusetts Route 57 ends abruptly at Massachusetts Route 187, with a stub continuation in the median. This is planned for further extension as a Southwick bypass as traffic may warrant ^[91]. [120]

Michigan

Monroe County

★ On U.S. Route 23, a stub exit exists within the median to connect a projected freeway once designated as part of a proposed Interstate 73 to supplant U.S. Route 223. Due to lack of funding, support in neighboring Ohio^[92], and local opposition^[93], I-73 in Michigan will not be built as of right now. [121]
Berrien County

★ The freeway portion carrying U.S. Route 31, which is the St. Joseph Valley Parkway in other sections, ends at a completed diamond at exit 24, and the pavement continues north for about one-half mile. [122] The plans to employ this stretch of unused pavement are still active^[94]^[95].
Mason County

★ The U.S. Route 10/U.S. Route 31 interchange has an implication of a northward extension of the U.S. 31 freeway, and a stub that would carry southbound U.S. 31 is located at the end of the ramp which currently carries southbound U.S. 31^[96]. [123]
Saginaw County

★ The U.S. Route 10/Michigan State Route 47 interchange has an implication of a northward extension of Michigan 47, as stubs exist north of the ramps. The interchange was partially rebuilt in 2006^[97], but a field check states that the north side of the interchange was undisturbed^[98]. [124]
Washtenaw County

★ Just north of the Lenawee County border, Michigan State Route 52 encounters a cloverleaf which was graded but never paved. This was intended as the U.S. Route 112/Michigan 52 interchange^[99], but where the two intersected was relocated. U.S. 112 has since been decommissioned and replaced by U.S. Route 12^[100]. [125] [126]
Arenac County

★ The short freeway carrying U.S. Route 23 between Interstate 75 and Michigan State Route 13 contains a stub at its east end which would lead from a bridge carrying U.S. 23 westbound traffic over the roadway currently carrying U.S. 23 to the north and Michigan 13 to the south.[127] This extension would be a freeway whose construction is highly contested^[101].

Minnesota

Minneapolis

★ Interstate 335, a spur of Interstate 35W, was proposed to connect I-35W with Interstate 94 just north of downtown. The project got as far as right-of-way acquisition and grading for exit ramps at the east end on I-35W at Johnson Street before it got cancelled due to local opposition. The southbound lanes of I-35W contain the vestiges of an entrance ramp near Hennepin Avenue [128] while the northbound exit from I-35W to Johnson Street makes a rather long dogleg around a hill. Just to the north, a bus-only ramp follows the grade along which eastbound I-335 would have connected to northbound I-35W, just west of where Johnson and Sumner Streets would intersect I-335 Minneapolis North Loop . The ramps can be seen on this map.

★ At the west end of the proposed Interstate 335 there is a ramp stub on the exit from eastbound Interstate 94 to N 3rd Street. It was to be a connection to eastbound I-335^[102]. [129]
North St. Paul

★ In the late 1950s, what is now Minnesota Highway 5 was proposed to follow a more direct, part-freeway/part-arterial routing between downtown St. Paul and the existing 4-lane segment along MN 5 east of Minnesota Highway 120. The northern MN 5/MN 120 junction includes some ramp grading for what was then planned as a folded diamond interchange, but cancelled along with the rest of the proposed highway sometime in the 1970s^[103]. What was to be the eastbound off-ramp loop is now used as an access road to a Minnesota Department of Transportation staging area, as can be seen in this aerial image.

Missouri

Kansas City

★ An abandoned on ramp can be seen at Interstate 70 and East Truman Road. Traffic would have accessed eastbound I-70 from Benton Blvd. just north of East Truman Road. The roadbed is still visible, and a bridge over East Truman Road remains unused. [130]
St. Louis

★ A proposed Missouri Route 755 was to start at Interstate 44 at its intersection with Interstate 55 and connect to Interstate 64 and Interstate 70, which would have been the northern terminus. The freeway would have looped to the west of downtown^[104]. Indications of the cancelled freeway could be once seen (since fixed) in the current freeway signs, and Missouri 755 followed Lafayette Street [131] (actually Lafayette Avenue) [132]. Ramp stubs can be seen to the north of I-44 at its terminus[133] and to the north of I-64 just east of Jefferson Avenue[134]. A sufficiently large right of way is also present at both locations.

★ Due to the building of new Busch Stadium, the 8th Street on-ramp to eastbound Interstate 64 was demolished^[105], leaving a ramp stub on the interstate. It is not viewable from the air due to the elevated freeway design downtown, but can be seen while driving. It was a left-entry ramp. The old ramp design can still be seen on Google maps. [135]

Nebraska

Omaha

★ At the intersection of Interstate 480 and U.S. Route 75 downtown, there are several bridges and ramps that would have connected to the West Expressway, but the West Expressway project was canceled. The interchange is currently under construction and unnecessary bridges and ramps will be removed ^[106]. [136]

New Jersey

Sparta

★ Route 15 has two partially built cloverleaf interchanges along the Sparta freeway bypass^[107]. One at Blue Heron Drive has obvious ramp stubs and grading, while the other at Route 517 has only the merge part of the ramp built. Both can be seen here. [137] [138]
Algers Mills

★ Route 18 ends suddenly at the interchange with Route 138 in Wall Township. The former configuration is here. There were plans to extend Route 18 to the Brielle Circle (Route 34/Route 35/Route 70) but with the construction of a new ramp through the right of way as of 2003 and a plan to use the right of way as a bike path, it's unlikely to happen^[108]. This is the new configuration. (Zoom to the 2nd closest level)
Burlington

★ U.S. Route 130 northbound was rerouted to a parallel street through part of Burlington Township. A new bridge over the Assiscunk Creek was constructed for the rerouted northbound lanes. The existing bridge was left in place, with the southbound lanes occupying half of the bridge and the former northbound lanes sitting unused. [139].
East Brunswick

★ The ramp from the New Jersey Turnpike southbound Exit 9 to Route 18 crosses the Mill Brook on an unusually wide bridge in East Brunswick. Half of the bridge carries southbound ramp traffic; the other half sits unused. [140].
Freehold

★ Route 33 has extra pavement along its route. The first is a ramp that has since been redesigned at Route 79. Where the ramp reached westbound Route 33 is the remnant of the ramp. [141] Another ramp existed at Howell Road, where the NJDOT kept a ramp from the newly completed bypass closed since 2003^[109]. The ramp was a concession with the Howell Road residents and as such, was found to have safety problems. It can still be seen in construction aerial. The ramp been since bulldozed. The last segment is the old alignment of the freeway: the current bypass was rerouted to avoid a turtle bog and left the originally-laid pavement vacant^[110]. The NJDOT now uses the segment as a maintenance yard. [142]
Bridgewater

★ The U.S. Route 202 and U.S. Route 206 concurrency has an abandoned ramp north of U.S. Route 22, as can be seen here. [143] It was closed off between 1981 and 1995 to eliminate weaving when the Commons Way interchange was built^[111]
Pluckemin

★ Interstate 78 has an abandoned clover ramp at the interchange with Interstate 287 in Bridgewater. The ramp has been replaced with a flyover ramp, and has been barricaded off^[112]. [144]
Elizabeth

★ Interstate 278 was originally planned to continue past U.S. Route 1, where there is currently a wide median and grading (but no ramp stubs), to Interstate 78 at its interchange with Route 124, where until recently there were ramp stubs between I-278 and I-78 to the west^[113]. [145]

★ On Interstate 278 at exit 13 with Interstate 95/New Jersey Turnpike, there are ramp stubs where originally Route 81 was planned to continue north. Instead, a new interchange 13A was constructed, leaving several ramp stubs [146] and wide bridges and shoulders. One exists as a proposed ramp to I-278 eastbound, and the other exists as a proposed left exit from I-278 westbound to the proposed highway^[114]^[115]. [147]

★ On Route 1&9 in front of Newark Airport, there is a ramp stub which may have been intended for a future connection between northbound Route 81 and northbound Route 1&9 Express Lanes. Currently Route 81 only connects to the local lanes. [148]
Ewing

★ Interstate 95 north of Trenton has two ramp stubs as part of the unbuilt Somerset Freeway. One was to be from Route 31 northbound to Interstate 295 southbound and the other was to be I-295 northbound to I-95 northbound [149] , although the second is better seen here. One can also see grading for a ramp from from I-95 southbound to I-295 southbound in the first link. There is also grading for a ramp for I-95 to turn north on the unbuilt freeway in the median and grading for the freeway coming south to meet the existing roadway^[116]. [150]
Newark

★ Interstate 280 was meant to connect with a Newark freeway at exit 13, Route 75. NJ 75 was never built, leaving an unused on-ramp from Gould Pl. and six-lane ramp stub out of the center of Interstate 280 and straight into the city, although it has since been reconfigured to an exit. [151] Pre reconstruction shot I-280 still follows a pair of two-lane ramps to connect to the old Route 58 section. NJ 75 was also proposed to intersect Interstate 78 at exit 56. The large flyover ramps constructed were converted to exit ramps to surface streets^[117]. [152]

★ There is a unused bridge over some railroad tracks in northern Newark that once carried Route 58 before it was extended and upgraded to interstate standards, eventually becoming Interstate 280^[118]. It connects to Orange St., but trees obstruct view and entry from the street. [153]
Ridgefield

★ The New Jersey Turnpike (Interstate 95) originally ended at U.S. Route 46, interchange 68, in a trumpet interchange. The original U.S. 46 westbound to the Turnpike southbound ramp was mostly demolished, but an unused bridge exists over U.S. 46 as I-95 north to U.S. 46 west^[119]. [154]
Bayonne

★ New Jersey Route 440 was meant to continue around the west side of Bayonne as a freeway. It originally existed as a trumpet interchange, with traffic forced to exit onto New Jersey Route 169. [155] When Route 169 was redesignated to Route 440 on May 14, 2001^[120], the trumpet was reconfigured to a U-shaped curve^[121], removing paved ramp stubs but leaving some clearing and extra land in the Port of Bayonne. [156]
Beesleys Point

★ The Garden State Parkway crossed the Great Egg Harbor River on the Beesley's Point Bridge on U.S. Route 9 while the Great Egg Harbor Bridge was being built. Once the Egg Harbor Bridge was completed, the ramps from the Parkway to U.S. 9 on the south end were left as stubs^[122]. [157] Related to this, the Beesley's Point Bridge is now closed as of June, 2004^[123] due to expensive maintenance that has not yet begun^[124].
Cape May Court House

★ A piece of the Garden State Parkway used to begin just north of Cape May Court House. It came out of U.S. Route 9 and went south. The dual carriageway configuration from US 9 was reconfigured as a southbound on-ramp to the Parkway, but the northbound ramp feeding into US 9 still exists as a stub^[125]. [158]
Madison

★ Eisenhower Parkway, or Triborough Road, was never fully realized as planned. It was supposed to run from Passaic Avenue just north of Bloomfield Avenue in West Caldwell on the north end to New Jersey Route 124 at the south end Eisenhower Parkway, CR 609 , although there is right-of-way clearing as far south as Centerville, southwest of U.S. Route 220 and Hunterdon County Route 629. [159] The route built is only from South Orange Avenue in Livingston (southern terminus) to just north of Interstate 280 (New Jersey) (northern terminus), serving an office park. At the north end, there is a small pavement stub hidden behind a fence and right-of-way clearing most of the way to the intended northern terminus. [160] The southern end has Cit Drive on its right-of-way for 1/2 mile with a clearing continuing further south. [161] Further south, there is a full unused cloverleaf interchange with Route 24, which was built in 1974, in anticipation of the southern extension. [162] It is currently being used as an all-terrain vehicle trail^[126].

New York

Albany

★ The cancellation of the South Mall Expressway (U.S. Route 9 and U.S. Route 20) project east of the Dunn Memorial Bridge^[127] resulted in a stub end at the east end of the bridge. [163] It was to extend to Interstate 90 and be exit 8, where more stubs for a proposed interchange existed^[128]. [164] Exit 8 has since been rebuilt as a trumpet interchange as an extension of New York State Route 43. [165] The west end of the Expressway abruptly ends at the Empire State Plaza, where there is a stub in the wide median. [166] It would have extended to an interchange under or adjacent to Washington Park with another cancelled freeway, the Mid-Crosstown Arterial Mid-Crosstown Arterial .

★ The Mid-Crosstown Arterial was to run from Interstate 787 to Interstate 90, carrying U.S. Route 9W from I-787 to the proposed Washington Park interchange with the South Mall Expressway and U.S. Route 9 from there to I-90. [167] There is a stub of this freeway on US 9 just south of its interchange with I-90.

★ Another set of ramp stubs on in Albany were built for cancelled Interstate 687. [168] They have since been reused as an entrance for a business park^[129]. [169].
Niagara Falls:

★ The Robert Moses Parkway is interrupted through Niagara Falls State Park. [170] North of the park, the road has been turned into a super 2 by replacing the southbound roadway with a bikeway^[130].

★ There were plans at one time for the "Outer Beltway" of the greater Buffalo area and it was to be signed Interstate 890. This beltway did not make it to full fruition but parts do exist as the Milestrip Road expressway and as the LaSalle Expressway, where there are stubs for a continuation past Williams Road^[131] [171]
Staten Island:

★ The full route of the Korean War Veterans Parkway, formerly known as the Richmond Parkway, has yet to be completed. The northern terminus ends just short of Arthur Kill Road at Wainwright Avenue. Beyond this, however, is a long stub that extends over Richmond Avenue. There is also a vestigial overhead sign on the unused southbound lanes for the Arden Avenue exit. [172] At the north end of the unbuilt section, near the Todt Hill Road exit of the Staten Island Expressway, is a fully built 3-way interchange showing exactly where the Parkway was originally intended to end^[132]. [173]

★ Where the New York State Route 440 (Dr. Martin Luther King Jr. Expressway), formerly the Willowbrook Expressway, ends at Victory Boulevard, stubs point south for a never-built section of the road that would have ended at the South Shore^[133]. [174]

★ The West Shore Expressway ends on the Korean War Veterans Parkway, although the interchange is designed as a full 4-way interchange. This was to have connected to the never built Shore Front Drive^[134]. [175]
Long Island:

★ At the eastern terminus of the Interstate 495/Long Island Expressway in Riverhead, there are stub ramps for a continuation of the expressway northward across the Long Island Sound, and even space for an Old Country Road-I-495 north cloverleaf ramp^[135]. [176]

★ New York State Route 135 has stubs at both the northern and southern ends. At the northern terminus of Route 135, there is an incomplete cloverleaf interchange with Route 25. Route 135 was to continue north to Interstate 95 in Port Chester via a bridge over Long Island Sound. [177] At the southern end, stubs are visible that would have connected to the Wantagh Parkway. Lots emptied in anticipation of the road are also visible but the right of way has been since sold back to Nassau County to develop as a multi-use trail^[136]. [178]
Queens:

★ On the ramp from Belt Parkway westbound to John F. Kennedy International Airport, there is a ramp stub where there would have been a connection to the westbound Nassau Expressway, proposed Interstate 78. Only the eastbound side was built west of the airport access road (JFK Expressway), though, as New York State Route 878 (secret Interstate 878)^[137]. [179]

★ The Clearview Expressway (I-295) abruptly ends right after the Grand Central Parkway at a traffic light with Hillside Avenue. Past plans called for the Clearview Expressway to go south to John F. Kennedy International Airport^[138]. [180]
Manhattan

★ In Upper Manhattan, construction of the Trans-Manhattan Expressway (Interstate 95 and U.S. Route 1) at the Alexander Hamilton Bridge demolished a ramp from eastbound W 178th St. to southbound Harlem River Drive. This left a stub ramp on Harlem River Drive and an old roadbed from 178th. The new Expressway also led to demolition of the ventilation buildings for the 178th and 179th Street Tunnels, rendering them useless. The Port Authority of New York and New Jersey now uses the tunnels for storage^[139]. [181]
Buffalo

★ Interstate 990 was planned in the 1960s to at least reach Lockport and was even rumored to be part of a Niagara Falls to Rochester freeway but instead ends at New York State Route 263. I-990 initially terminated at N French Road and was extended to its current terminus at the end of 1990, though it was not officially labeled I-990 until 1993. At New York 263, there is a eastbound mainline stub extending from what was to be an exit there^[140]. [182] There is also a visible remnant of what was built in Lockport and was to be a bypass of that city. The road, actually termed the Lockport Bypass and signed as New York State Route 93, is about one mile long and is only a shadow of what it was planned to be^[141]. [183]

North Carolina

Charlotte

★ Currently, stub ramps exist on Interstate 485 at the NC 16/Brookshire Boulevard interchange. Although the highway is actually completed to Oakdale Road, the interchange there will not be built until the surrounding areas have been fully developed, so all Inner Loop traffic must exit at Brookshire Boulevard. The next section of I-485 to open will extend the designation to NC 115/Old Statesville Road north of Charlotte, crossing over Interstate 77 along the way Interstate 485 North Carolina . [184]

★ With the opening of Interstate 277, there are also ramp stubs present along the former alignment of Independence Boulevard (U.S. Route 74). Parts of this road are now known as Wilkinson Boulevard, the John Belk Freeway (part of Interstate 277), Carson Boulevard, Stonewall Street and Charlottetowne Avenue. A bridge that once carried 6 lanes of traffic is now a ramp from eastbound U.S. 74/Wilkinson Boulevard to southbound Interstate 77. [185] Another multi-lane, old bridge was used as an exit for Carson Boulevard. [186] A sign of former Independence Boulevard is visible at Stonewall Street. [187] Independence Boulevard once had an interchange at South Boulevard, but this was removed during construction of I-277, where a replacement interchange was built. Independence Boulevard currently exists as a freeway/at-grade expressway serving the eastern areas of Charlotte, as well as the suburbs of Matthews and Indian Trail^[142].

★ A now closed, stub ramp exists as a former connection between North Graham Street (U.S. 29/NC 49) and I-277 along the northbound lanes of I-277 in Uptown [188]

★ A stub ramp exists along U.S. 521 northbound at its interchange with I-485 in the Ballantyne area of south Charlotte. [189] The stub exists as it was supposed to lead to a never constructed fly-over ramp connecting U.S. 521 northbound with I-485 westbound.
Winston-Salem

★ There are long stubs where U.S. 311 intersects Business Interstate 85, U.S. Route 29, and U.S. Route 70. U.S. 311, as a bypass around High Point, is slated to eventually be Interstate 74 and construction was to begin May 2007 to extend this bypass to Interstate 85^[143]^[144]^[93]. There are also stub ramps and ramp grading all around the interchange of U.S. 311 and Interstate 40. It was originally where I-74 was to come in from the north and utilize the High Point bypass but now in long term plans to connect to U.S. Route 158 where it intersects with U.S. Route 421^[146]. [190] Viewable at [191] and [192], respectively.
Greensboro

★ Interstate 840 is a planned 40 mile (estimated) east-west route forming the northern half of an urban loop around Greensboro. It is currently only signed (albeit with a FUTURE sign) and constructed for 2 miles and ends at U.S. Route 70 on the east end of the loop Interstate 840 North Carolina I-73 Segment 4 . There are mainline stubs on both the east- and westbound lanes for the future extension around the north side to the west side of the city to exit 212, where Interstate 40 will branch into Business Interstate 40 upon completion of the Greensboro Urban Loop, though the I-840 loop is not scheduled to be completed for quite some time. Interstate 785 is also supposed to be concurrently routed with I-840 on the east end. [193]

★ Stubs can be seen at the Interstate 85/Business Interstate 85/U.S. Route 29/U.S. Route 70 interchange, where the new route of Interstate 40 (and eventually Interstate 73) is being built as part of the Greensboro Urban Loop. It is scheduled to be completed in November, 2007. [194]
Gastonia

★ Ramp stubs mark what was once a temporary endpoint of Interstate 85. The ramps shuttled I-85 traffic to and from U.S. 29 and U.S. 74, aka Franklin Boulevard. The bridge that carried the I-85 offramp is now an overpass for Aberdeen Boulevard, a connector street that runs between Franklin Boulevard and Cox Road^[147]. Viewable at [195]

Ohio

Columbia

★ There is still a short connecting road at the western end of the Ohio Turnpike. This road functioned as a stub ramp to U.S. Route 20 for roughly a year, before the Indiana Toll Road was completed to the state line. It is now closed to the public and is used as a storage area for jersey barriers. [196]
Chesapeake

★ For two decades, Ohio State Route 7's partially-completed bypass around the city has a partial trumpet intersection for a future eastward extension to the Proctorville bypass. [197] The Chesapeake Bypass project^[148] is still active, although it no longer has any funding^[149]. [198]
Cleveland

★ When the Airport Freeway past Cleveland Hopkins International Airport was rebuilt to feed directly into Interstate 71 rather than into Rocky River Drive/Ohio State Route 237, a portion of the old connection to Rocky River Drive was abandoned and demolished as public roadway^[150]. [199]
Norwalk

★ Where the U.S. Route 20 freeway ends at its older alignment east of Norwalk, stubs exist at the ends of the ramps [200], implying a northward extension^[151]. Either this intersection or the extension would have connected with a never-built alignment of Interstate 80.
Alliance

★ The bypass around the city, which has a hidden designation of US-62T (formerly US-62F), ends at Ohio State Route 225, and there are stubs of where the freeway would continue eastward. [201] As of 2007, the project to build the continuation is in the early stages of study T.R.A.C. Projects . [202]
Columbus

★ At Interstate 270 and Alum Creek Drive southeast of the city, one ramp from Alum Creek Drive south to I-270 west was never constructed. Grading and right-of-way are evident and may be constructed in the future if suburban growth continues to persist. [203]

★ The Ohio State Route 315 and Bethel Road interchange has a missing loop ramp in the northwest quadrant, and the ramp from Ohio 315 southbound only curves to the right at the very end, as if a left turn movement should be available. Bethel Road ends at Ohio 315, although an extension east to Morse Road has been in the plans for decades. However, there has been much opposition from local residents^[152]. [204]

★ The Interstate 270 and Ohio State Route 315 interchange had a missing direct-right-turn ramp in the northwest quadrant for several decades. Traffic going from Ohio 315 southbound to I-270 westbound had to turn left across oncoming traffic to the northeast quadrant loop. A direct right-turn ramp was completed in the 1990s^[153]. current interchange old interchange

★ For decades, there was a missing section of Interstate 670 west of Ohio State Route 315. [205] In the west, I-670 split off from Interstate 70 and ended at an unfinished parclo interchange at Grandview Ave. [206] In the late 1990s and early 2000s the missing section was completed and the entire I-670 freeway was reconstructed, including reconfiguration of the Spring-Sandusky interchange with Ohio 315^[154].
In and around Cincinnati

★ The interchange of Interstate 74 and Beekman Street was supposed to have been the interchange for the Colerain Expressway, which was never constructed. Stub ramps exist on both directions of Beekman and on the westbound I-74 on-ramp. Grading is still visible^[155]. [207]

★ Downtown, there is a stub ramp on Interstate 71 southbound as it interchanges with Interstate 75. It used to be the connector ramp from southbound I-71 to northbound I-75^[156]. The replacement ramp is now a left exit. The stub points north, whereas the ramp to merge with southbound I-75 turns south. Stub and old configuration

★ The Ronald Reagan Cross-County Highway (Ohio State Route 126) was intended to stretch across the length of Hamilton County and was later truncated to run between Interstate 275 beltway in the late 1950s. As of 2007, the Cross-County Highway's termini are at Montgomery Road and I-275 in the west^[157]. [208]

★ Stub ramps exist on Interstate 71 near Victory Parkway, where an interchange with the road was once planned. Attempts at building an interchange in this location have been repeatedly opposed^[158]. Additionally, the ramp from Montgomery Road to I-71 south was built extraordinarily long in order to allow room for the Victory Parkway interchange without traffic weaving. [209] [210]
Dayton

★ Where Interstate 75 meets Riverside Dr., a semi-directional interchange to/from I-75 north used to exist^[159]. While the southwest quadrant cloverleaf is still in use, grading is still evident for the northwest cloverleaf and the southeast ramp. Evidence for the northeast ramp has been mostly if not completely removed. [211] [212]

★ Where U.S. Route 35 meets Research Boulevard there is an exit ramp from U.S. 35 southbound and an entrance ramp to U.S. Route 35 northbound. While the exit ramp is still in use, the entrance ramp is no longer in use and is blocked off. This is a remnant of a merge/split between outbound 35 and inbound 835 which was partially replaced by the North Fairfield Road interchange. The exit ramp also connects to the local road network via Patterson Road. [213] Map showing it operational.
Toledo

★ Just north of where Interstate 75 meets the Anthony Wayne Trail (Ohio State Route 25), a short ramp stub comes off of I-75 southbound. This was apparently planned to connect to a cancelled freeway that would have run from the current Anthony Wayne Trail terminus through downtown, along the banks of the Maumee River. Note that when the Trail ends just east of I-75, the northbound lanes curve sharply to the right of the planned alignment; it is not clear if grading still remains. (The Trail has ended that way since the end was moved from Erie St in the 1950s)(on a county map from 1973, those ramps were to have begun a freeway marked as Ohio State Route 112, but that number is used elsewhere. It was planned to run to the Maumee River, through the historic St. Patrick's Catholic Church. That is why they never built it. It would have ended near Cherry St. Bridge.) [214]
Youngstown

★ There is a disconnected roadway along U.S. Route 62 westbound/Ohio State Route 7 southbound at the U.S. Route 422 interchange. This was likely intended to be a collector/distributor road, but is unused due to the U.S. 62/Ohio 7 freeway not having been completed to the northeast, though an extension is planned to run to Interstate 80. [215] [216] [217]

★ Ohio State Route 711, from Interstate 680, originally ended at U.S. Route 422/Burlington Road but had an extension planned to Interstate 80 and Ohio State Route 11. This was not built for quite some time but unused stubs, bridges, pavement, and a sign bridge were all in place for the extension. The corridor was eventually built after 2001^[160] to serve as a spur from the Ohio 11 freeway. A look prior to construction
Beaverdam

★ Near the Hancock County/Hardin County line, the U.S. Route 30 freeway ends at a diamond at Ohio State Route 235, which U.S. 30 follows north to its former alignment along the Lincoln Highway. U.S. 30 follows the completed ramps, and the future mainline freeway is completed a few hundred feet to the west side of Ohio 235, where it will meet the Upper Sandusky bypass^[161]. [218] [219] The freeway here is intended to be extended eastward by the end of 2007^[162]. [220]
Canton

★ In Stark County, between Canton and East Canton, the U.S. Route 30 freeway ends at an interchange at Trump Avenue, which U.S. 30 follows north to its former alignment along Ohio State Route 172. A stub exists where the westbound U.S. 30 freeway will meet the westbound onramp. [221] The freeway is planned to be extended eastward to Ohio State Route 44, and had been planned to extend further to Ohio State Route 11^[163]. [222]

Oklahoma

★ In Tulsa, a section of Interstate 44 was bypassed when the Creek Turnpike was constructed, and I-44 was routed through a new interchange with it^[164]. The existing pavement is no longer used, and a city street (Pine Street) still crosses the abandoned highway on a bridge. [223]

Oregon

Portland

★ Just before the northeast end of the Marquam Bridge are two stubs for the cancelled Mt. Hood Freeway. Additional ramp stubs to this cancelled freeway were removed when Interstate 5 (which runs on the Marquam Bridge) was widened^[165]^[166]. [224]

★

The Grand Avenue Viaduct stub ramp.

On the Grand Avenue Viaduct (Oregon Highway 99E) is a ramp stub that was to connect to the Mt. Hood Freeway. Viewable here. A construction project is underway to replace this viaduct; this project will likely involve removal of any ramp stubs^[167].

★ The western end of the Hawthorne Bridge used to connect to the Harbor Drive freeway, which has been torn down. A former cloverleaf ramp in the northeast quadrant (seen in operation 24845&c=27928 here) is now a stub ramp^[168]. Also visible is another ramp connecting the bridge to Naito Parkway and is now used as a pedestrian and bike path connecting the bridge to Tom McCall Waterfront Park. [225]

★ The Front Avenue overpass over Interstate 405 is wider than it needs to be. Back when U.S. Route 26 was routed north of its current alignment, it was signed on this bridge until 1957. It was here that ramps allowed access to Harbor Drive^[169]. [226]

★ On the west end of the Steel Bridge was a ramp that connected southbound Oregon State Route 99W traffic from the bridge to NW 1st Avenue. When Metropolitan Area Express (MAX) Light Rail was added to the bridge between 1984 and 1986, this ramp was closed to traffic and used exclusively for both directions of MAX trains^[170]. The ramp as a road is shown on this map. One can also see the rail lines on the bridge here [227]

★ On the ramp from I-5 southbound to I-84 eastbound, and on the approach from I-84 west to I-5. These may have been intended to connect I-84 with the Steel Bridge. [228]

★ On the I-5 ramps to and from the northern end of I-405, for the proposed Rose City Freeway through northeast Portland. A half-built stack interchange was built, including a portion of freeway structure past I-5 from the Fremont Bridge. The freeway structure was eventually reconfigured to connect to N Kerby Avenue at the request of nearby Emanual Hospital. Ramps connecting the Kerby Avenue connector to I-5 were left incomplete. [229]

★ The massive I-405/US 30 interchange at the west end of the Fremont Bridge was built for the cancelled I-505 project. Initially, this sat as a ramp stub until a temporary connection to NW Vaughn Street was built. The Vaughn Street connection was reconfigured into a short stretch of freeway rerouting US 30 onto a new 4-lane undivided highway called Yeon Avenue. Two ramp stubs exist just short of Vaughn Street that may have provided the temporary connection. [230]

★ Over the access road to the Sunset Transit Center in Beaverton is an overpass whose only purpose is to connect future parking structures in a later, as yet unplanned expansion. The overpass itself is paved; neither approach is at this time. It can be viewed at [231]. (What appears to be a ramp stub leaving U.S. Highway 26 westbound immediately south has since been completed, and is now part of the alignment for the recently-reconfigured onramp from Oregon State Route 217 northbound to US 26).

★ Along I-205, between the interchange with I-84 and the Holgate Boulevard overpass, are a series of what appear to be ramp stubs (including a tunnel under the freeway). In reality, this is a right-of-way which was reserved for light rail, and will be the route of the planned MAX Green Line in the near future. [232] [233]

★ As an example of a recently-built ramp stub; in 2000 the interchange between Oregon State Route 217 and Interstate 5 in Tigard was redesigned. The project was planned in two phases; only phase 1--construction of a flyover ramp from I-5 NB to 217 NB, redesign of the other ramps, and several other improvements--was completed. Phase 2 is currently unfunded, has no timetable for construction, and is unlikely to be completed in the foreseeable future due to lack of funding. A ramp stub, located on the ramp from SB OR-217 to SB I-5, was included in phase 1. [234]
In Eugene:

★ From Interstate 105 eastbound (though heading north), just after the 1st Avenue overcrossing (and just before crossing the Willamette River), for a planned interchange with the now-cancelled Roosevelt Freeway [235]

Pennsylvania

Philadelphia

★ At the interchange of Interstate 95 and the western approach to the Betsy Ross Bridge, stubs can be seen for the unbuilt Pulaski Expressway, intended to connect to the Roosevelt Expressway (old USGS Terraserver image, courtesy Alex Nitzman and construction in process). Some have, in 1999, been rebuilt to connect local roads in the city's Port Richmond section^[171]. However a stub still remains just prior to reaching Aramingo Avenue and is planned to extend to Torresdale Avenue via a connection to Adams Avenue. Construction was scheduled to begin in 2005^[172]. Stubs also remain on the mainline of Pennsylvania Route 90 mainline headed north and on the Aramingo Avenue ramp from I-95 southbound. An unused bridge exists under these elevated stubs aligned with E Thompson Street. [236]

★ South of the Benjamin Franklin Bridge, signs of the cancelled Crosstown Expressway (Interstate 695) exist as a wide median for exit 20. I-695 would have connected Interstate 95 at the Philadelphia International Airport with I-95 on the Delaware waterfront, bypassing the Philadelphia Sports Complex^[173]^[174]. [237]
Feasterville Trevose

★ A freeway section of Pennsylvania Route 63 ends in a stub near an industrial area. [238]. This freeway was originally intended to extend to the intersection of Byberry Road and Philmont Avenue in Lower Moreland Township and then later approved to connect to the Pennsylvania Turnpike/Interstate 276, linking the Turnpike with Interstate 95 (the Turnpike and I-95 still have yet to directly connect). Budget problems have postponned the start of any project until at least 2010^[175].
Doylestown

★ Both ends of the Doylestown Bypass (U.S. Route 202) have stubs. The east end is half of an unfinished diamond interchange. [239], and the west an unfinished cloverleaf at Pennsylvania Route 611. [240] The Federal Highway Administration approved an extension southwest from PA 611 to Pennsylvania Route 63 in 1998 as an expressway, but current plans have it as a two-lane parkway, with construction set to begin in 2008. Residents of Bucks County opposed the extension of U.S. 202 expressway northeast to New Hope such that the Pennsylvania Department of Transportation withdrew funding for the extension in 1977. There are no current plans to revive talks of the extension^[176].
Norristown

★ The abandoned remnants of the failed Schuylkill Parkway/Pennsylvania Route 23 expressway can be seen, with some elements of an interchange linking this expressway with U.S. Route 202 south (at the Dannehower Bridge) can be seen Pennsylvania 23 . [241]
Pittsburgh:

★ A small ramp stub, just north of Mellon Arena, exists in the Interstate 579 and Pennsylvania Route 380/Bigelow Boulevard interchange. It is part of a ramp from I-579 south to PA 380 east that was never completed^[177]^[178]. [242]

★ North of Pittsburgh International Airport, there are ramp stubs at the interchange between Pennsylvania Route 60 and PA 60 Business. These are for the missing direct connections between PA 60 and PA 60 Business Pennsylvania Ghost Ramps . [243]

★ The Birmingham Bridge has stubs on the southern approaches to the bridge. These were to connect to the unbuilt Oakland Crosstown Freeway which was canceled by Pennsylvania Department of Transportation in the mid-1970s^[179]. The bridge itself was built to hold the freeway. [244]

★ The Industrial Highway was proposed and partially built in the 1960s and 70s. It was to have run from Pennsylvania Route 60 north to Pennsylvania Route 51 but was only completed between Roswell Drive and Beechnut Drive^[180]. [245] [246]
Clairton

★ There are ramp stubs at the current northern terminus of Pennsylvania Route 43. Traffic is funneled onto the ramps of Exit 54 (Pennsylvania Route 51). If the Mon-Fayette Expressway is completed, these stubs will eventually carry the highway to Pittsburgh and Monroeville. The project is now in the "Final Design" phase, which will be followed by right-of-way acquisition in late 2007 Mon/Fayette & Southern Beltway Projects-51 to 376C . [247]
Leechburg

★ The Kiski Valley Expressway was to be an outer beltway of Pittsburgh but was cancelled like other Pennsylvania expressways due to the Pennsylvania Department of Transportation near bankruptcy. Remnants of this exist at South Leechburg Hill Road, where traveling west on Pennsylvania Route 56, drivers are forced to exit onto South Leechburg Hill Road to continue on PA 56 and vice-versa^[181]. [248]
Butler

★ An incomplete cloverleaf exists near the western end of the U.S. Route 422 Butler Bypass. The interchange makes up the Pennsylvania Route 356 exit^[182]. [249]
Lancaster County, Pennsylvania

★ A proposed extension of Pennsylvania Route 23 to be known as the "Lancaster-Norristown Expressway" was partially constructed to varying degrees, beginning in 1975. The project was killed in 1977^[183]. The now-abandoned alignment is colloquially known as the "Goat Path"^[184]^[185]. The West end, ghost bridges, and a ghost interchange of the cancelled expressway. East of the interchange with Pennsylvania Route 772, the exact route is not clear.
Marshall Township, Allegheny County

★ A stub exists on the exit ramp to U.S. Route 19 north from Interstate 79. This ramp was to connect with Brush Creek Drive and Thornhill Industrial Park. The ramp in use is the only direct connection I-79 north has to U.S. 19 north in the area. [250]
Morgantown

★ Interstate 176, since its inception in 1963 (as Interstate 180), never directly connected to its parent. Accessing I-176 required travelers to exit Interstate 76/the Pennsylvania Turnpike (former Interstate 80S) at Pennsylvania Route 10^[186] and travel through Morgantown on PA 10 and Pennsylvania Route 23 to the I-176^[187]. This changed in 1996 when a direct connection was built to I-76/the Turnpike. The PA 10 exit, a trumpet interchange, was abandoned but is still paved and is visible. The former terminus of I-176 is now a set of on-and off-ramps for PA 10 and PA 23. Here is the old design and the new one and a close up of the abandoned trumpet.
East Cocalico Township:

★ Old exit 21 on Interstate 76/the Pennsylvania Turnpike was partially abandoned. Part of the interchange is used as a local overpass for Pepperidge Parkway, but the footprints of ramps are still visible^[188]. [251] Here is the old design.
Brownsville

★ The Mon-Fayette Expressway-Uniontown to Brownsville Project involves upgrading U.S. Route 40 to an expressway. Construction began in April 2006 and is scheduled to be completed in spring 2009. Prior to this, a stub existed on the east end of U.S. 40 as it met Grindstone Road. [252]
Selinsgrove, Pennsylvania

★ U.S. Route 15 has mainline stubs where it meets U.S. Route 522 north of the city^[189]. Northbound traffic is directed off before the bridge onto U.S. 522 to continue on U.S. 15. Traffic going south on U.S. 15 first crosses under the bridge and circles onto it by a cloverleaf interchange crossing the bridge. The highway continues past the bridge before dying off in the grass. There is also grading seen for more parts of the cloverleaf interchange. [253] [254] Currently, there is a project to utilize the stubs. In 2003, the Central Susquehanna Valley Thruway project was approved. Extending the bypass is only part of this project, but it is set to be and expressway that ties into the Pennsylvania Route 147 expressway just across the Susquehanna River^[190]^[191]. [255]

Rhode Island

North Kingston

★ The Rhode Island Route 138 expressway extends westward from its intersection with U.S. Route 1. This was built for the second Interstate 895 that was planned to bypass Providence. This second alignment was submitted for cancellation in December, 1979, which was approved in 1982^[192]. [256]
Newport

★ Just east of the Claiborne Pell-Newport Bridge is a partially unused section of highway with stubs at both ends. The northern stub is part of the never built second alignment of Interstate 895, while the southern stub would have been part of the southbound Rhode Island Route 238 connector into Newport. [257]
Johnston

★ Interstate 84 was planned, in 1968, to connect Hartford and Providence. It was cancelled in 1982 because of the impending impact on the nearby Scituate Reservoir but there is an indication as to where it was to enter the Providence area. Exits 6A-B for U.S. Route 6 on Interstate 295 was where I-84 was planned to intersect the partial beltway, with stubs on the U.S. 6 mainline and ramp and flyover grading indicating this. There is even a stub on the U.S. 6 to northbound I-295 for the unbuilt flyover. The ramp (exit 6B) that was to go to westbound I-84 has been converted into a turnaround ramp (I-295 north to I-295 south)^[193]^[194]. [258]
East Providence

★ There are ramp stubs at either end of the Henderson Bridge and even grading past the eastern end of the highway. The U.S. Route 44 Expressway^[195] was intended to cross the bridge but Massachusetts never purchased the land on which to build the expressway^[196]. [259] [260]
Providence

★ There is a stub on-ramp from Rhode Island Route 1A/Allens Avenue north to Interstate 95 north at exit 19, a southbound only exit. The ramp from RI 1A interfered with the hurricane barrier's west dike^[197] so it was demolished. The original ramp went over RI 1A's southbound lanes as seen in this old overhead. [261]

South Carolina

Columbia

★ The South Carolina Highway 277/I. DeQuincey Newman Freeway was originally planned to continue through downtown to Interstate 126 and be numbered Interstate 277^[198]^[199]^[200]. Following its completion as far as South Carolina Highway 16/Sunset Drive, construction was put on hold due to neighborhood opposition along its proposed routing. The extension was eventually cancelled in the 1980s, and the Bull Street spur was completed in the 1990s, which was supposed to be just an exit. The part of the right-of-way already acquired by South Carolina Department of Transportation was returned to the city in 2001. [262]
North Augusta

★ There are plans for Interstate 520 to continue north from its current terminus at U.S. Route 1/U.S. Route 78/U.S. Route 278 (Jefferson Davis Highway). I-520 previously ended, since July 1998 I-520 Georgia; South Carolina , at Laney Walker Boulevard and Georgia Route 28 (Sandbar Ferry Road) as seen here, but was extended into South Carolina in June, 2004^[201]. The next extension is planned to take I-520 to Interstate 20 at U.S. Route 25 (exit 5), but a lack of funding has resulted only in stubs on I-520's mainline. [263]

South Dakota

Rapid City

★ There used to be an exit 66 on Interstate 90 east of Rapid City for Box Elder and Ellsworth Air Force Base. This exit was closed October 1, 2003 and the pavement ripped up. A brand new exit, exit 67, opened a few months earlier that supplanted exit 66. This exit is for Liberty Boulevard, which leads right to the gates of Ellsworth A.F.B. Local officials feared the potential closing of the base and successfully lobbied the state and federal government to construct a new interchange. They are hoping to avoid the base closing during the next round of closings. The exit change also will help keep commercial development away from the runways^[202]^[203]. While the pavement is gone, you can see grading outlining the old ramps. [264] Old configuration

Tennessee

Knoxville:

★ At the southern end of the James White Parkway (TN 71). The parkway is planned^[204] to extend to connect to Chapman Highway (US 441) somewhere in the vicinity of Gov. John Sevier Highway, but construction has been stalled for several years now, and the parkway now terminates at Sevierville Pike. All traffic enters or leaves the parkway north of Sevierville Pike, but the bridge over the parkway has been completed, and the mainline extends under the bridge, terminating abruptly. [265]

★ Just east of the I-40/I-275 interchange along the westbound lanes are a pair of stub ramps. The first was intended to be an on ramp from North Gay Street and the second to be an expansion of the mainlanes through downtown. [266]. Both will be eliminated in 2008 as part of the SmartFix reconstruction of I-40 through downtown Knoxville. [267]
Memphis:

★ Interstate 40 Hernando DeSoto Bridge Exit 1 eastbound. A ramp stub exists off the elevated ramp that approaches Riverfront Drive. The ramp may not be visible to drivers. However, the unfinished ramp is visible from ground level. Jersey barriers block the unfinished ramp to drivers. Ramp stubs once existed on Riverfront Drive when there was not an open eastbound on-ramp for Interstate 40 until The Pyramid's construction.[268]

★ On Jackson Avenue to Westbound Interstate 40 on-ramp is a ramp stub. [269] This, along with the above ramp stub, was to connect to a proposed expressway that ran north from this interchange along Mud Island to the State Highway 300 and Thomas Street interchange, where there are also ramp stubs. This is the site where future Interstate 69 will enter Memphis. [270]

★ Interstate 40 was planned to go through the city's Overton Park, but public opposition, combined with a court victory by opponents, forced abandonment of the plans. The eastern portion of the road had already been built inside the Interstate 240 loop; this non-interstate highway is now named Sam Cooper Boulevard, while the northern portion of the I-240 loop was redesignated as I-40. [271]
Cumberland Gap

★ The Cumberland Gap Tunnel replaced the two lane U.S. Highway 25E over the Gap to allow four lanes of traffic to travel the route. The existing road was closed except for a short section used by The National Park Service. The pavement was recently removed for more of a historic look. [272]

Texas

Near Houston:

★ Although the Crosby Freeway was planned to extend from the junction of the Baytown East Freeway (I-10) and the East Loop (I-610) to its current terminus in Crosby, the roadway originally terminated near the E. Sam Houston N. Parkway. Traffic was forced to exit, with a long strip of unused roadway extending across the parkway. There were ramp stubs for the terminus of the proposed extension at the I-10/I-610 junction ramps. In 2006, TxDOT contracted for the construction of the extension. As of December 2006, construction had begun at the ramp stubs. See [273] for an overhead view.

★ Near Katy, most of the segment of the Grand Parkway between the Katy Freeway and U.S. 59 was constructed as a mix of main lanes and frontage roads, resulting in a string of split intersections. There are highway stubs at the transitions between main lanes and frontage roads. Although the road was constructed to make it relatively easy to upgrade to a freeway, there are no current plans to do so. ^[205]

★ East of the University of Houston main campus, the Alvin Freeway (currently signed as Spur 5) ends in a freeway stub north of University Drive, with frontage roads continuing to an intersection with Old Spanish Trail. There are frontage road stubs on the south side of the intersection. The freeway has stubbed ramps for an interchange with Elgin St. Originally planned and funded in the 1960s, only an elevated section concurrent with the Gulf Freeway and the Spur 5 section have been completed. The remainder of the corridor is under study.^[205] See [274] for an overhead view.

★ The South Freeway (SH 288) was designed to have express lanes in what is currently a grass median strip.^[205] There is a freeway stub at the northern terminus at U.S. 59, with the design appearing to direct the unbuilt express lanes to Interstate 45 and the current lanes to U.S. 59. The express lanes would end at the interchange with the South Loop, with corresponding stubs on the existing ramps and bridges. A feasibility study of the entire SH 288 corridor has concluded, with a recommendation to add two managed lanes in each direction, but there are no active plans to develop this section of the median.^[208] The freeway also has stub ramps at Old Spanish Trail and Yellowstone Boulevard; had they been completed, the ramps would have provided separate access to both roads, where currently they are both served with a single set of ramps. Viewable at [275], and [276].

★ State Highway 225 was originally planned to continue as a freeway from its current terminus just west of the Interstate 610 Loop into downtown. The roadway was to be known as the Harrisburg Freeway. Due to neighborhood opposition and lack of funding, it did not progress past the planning stages and was deleted from the city's master freeway plan in 1992. When the interchange between the Loop and the La Porte freeway (SH 225 to the east of the Loop) was constructed in 1974, the freeway section of SH 225 continued a short distance inside the loop, with frontage roads and a cleared right-of-way extending to Lawndale Street, in anticipation of the extension to downtown.^[205] Viewable at [277].

★ On the south side of the city, along Beltway 8, there are numerous "future" exit ramps leading to the frontage road. Some have been constructed, such as "Future Kirby Drive," but there are no traffic lights installed at the intersection. Some haven't even been constructed at all, with the Beltway's overpass somewhat serving as a U-Turn. There isn't even evidence at one exit that anything is under construction, with scrubland bordering the frontage road. View it here: [278]
Near Irving:

★ At the southern end of Texas 161 at Texas 183 near DFW, there was a stub of mainline highway and ramps around the interchange. Texas 161 is now being constructed south of TX 183. [279]

Vermont

In Burlington:

★ At the west end of Interstate 189 at U.S. Route 7, there are some ramp stubs and about a half mile of an unused highway west of that interchange. There are plans for this to be part of a boulevard into downtown Burlington. ^[210][280]
In Bennington:

★ There is a very unusual incomplete fused double trumpet interchange with U.S. Route 7 and Vermont Route 279. There are ramp stubs for a planned extension of Route 279 to Vermont Route 9 although the interchange will be reconfigured when it is built. [281]
West of Rutland:

★ On U.S. Route 4 at the New York state line, there is grading for a trumpet interchange with Vermont Route 4A. Because US 4 is a 2-lane road in New York, the freeway in Vermont ends there, and Route 4A has an ordinary intersection with US 4.

Virginia

★ The Cumberland Gap Tunnel replaced the two lane U.S. Highway 25E over the Gap to allow four lanes of traffic to travel the route. The existing road was closed except for a short section used by The National Park Service. The pavement was recently removed for more of a historic look. [282]
In Danville:

★ At the interchange of US 29 at State Route 41, SR 41 is only open to the east of the interchange, but with stub and ramp stubs leading to and from SR 41 to the west.

★ North of town, at the interchange of US 29 and US 29 Business, the former US 29 North highway is still intact and out of use. The former US 29 South highway is in use as the US 29 Business south offramp.

★ On the Danville Expressway (US 29/US 58) at the Holland Road overpass, there are four stub ramps around the overpass, suggesting a diamond interchange was intended.
Near Richmond:

★ At the northern end of the I-295 partial beltway in Short Pump, at the interchange with I-64, the roadway of I-295 continues beyond the cloverleaf ramps for a few hundred feet into the weeds. This was presumably built with the assumption that I-295 would someday be extended from there, perhaps to ultimately complete an entire loop around Richmond. But instead, State Route 288 would eventually be built to serve as the western arc around the city.[283]

★ At the I-95/State Route 150/State Route 895 interchange, ramp stubs exist for two eventual connections between I-95 and Route 895^[211]. Currently, eastbound Route 895 cannot be accessed from southbound I-95, and southbound I-95 cannot be accessed from westbound Route 895. Interestingly enough, I-95 and Route 895 could be considered the de facto southeastern loop of Richmond, filling in the missing gap left by the cancellation and subsequent reroute of the aforementioned I-295.
Near Falls Church:

★ At the Interstate 495/I-66 interchange, an old ramp roadbed remains from the elimination of a left merge from I-495 north to I-66 west. The new ramp is an overpass over I-66 to create a safer, right-merge. [284]
Near Blacksburg:

★ West of town, on the western slope of Brush Mountain, an old section of US 460 remains south of the present-day US 460 in Jefferson National Forest. The old section is just 2 lanes, while the present-day US 460 is a four lane divided highway. [285]

Washington

Seattle:

★ There are ramps to and from Washington State Route 520 at the western end of the Evergreen Point Floating Bridge (in the Washington Park Arboretum) for the cancelled R. H. Thomson expressway. The route through the Arboretum was one of the major factors fueling opposition to the Thomson Expressway. Some of the ramps are now used for the Lake Washington Boulevard E. interchange^[212]. [286]

★ Short ramp stubs exist on the Alaskan Way Viaduct near Safeco Field^[213], only a short distance west from the Interstate 5/Interstate 90 interchange it was to connect to^[214] [287], and where the Viaduct crosses over University Ave [288]. This has been turned into a breakdown area, as seen here.

★ To the side of the new Qwest Field running up 4th Avenue S., there was an entrance to eastbound Interstate 90, but it has been demolished and a replacement constructed a quarter mile south (made up from the newly constructed Edgar Martinez Way S. south of Safeco Field). The western terminus of I-90 still stands right next to where the ramp stub of the former eastbound on-ramp, though new railroad tracks now cover where the ramp was^[215]. The former configuration can still be seen here but now looks like this.
Tacoma:

★ The freeway section of Washington State Route 7, just south of downtown from the Interstate 5 and Interstate 705 interchange, terminates rather abruptly at E 38th Street with stubs continuing south from the overpass. This can be seen by viewing late 1960s maps, which show a Route 7 freeway continuing south to Spanaway . [289]
Lakewood:

★ Visible remnants of a converted cloverleaf interchange may be found at the interchange between Interstate 5 and Washington State Route 512. There is an abandoned SB-to-EB loop ramp that was supplanted by a three lane left-turn on the old SB-to-WB ramp. It is abandoned, but easily visible due to a large dirt mount where the road surface once was. [290]
In Bothell:

★ A visible extension of Washington State Route 522 can be seen between the interchange with Interstate 405 and downtown Bothell. It was built when the highway was designed to cross the Sammamish River to the west and run parallel to the river, bypassing downtown Bothell. That plan was abandoned in the mid 1970s. The area is currently used by WSDOT for equipment and materials staging. It will be removed when the University of Washington Bothell south entrance is built starting in 2008[291]. [292]
Puyallup

★ Washington State Route 167 has a west expressway terminus at Washington State Route 161/N Meridian with a stub and grading suggesting a continuation. There are current plants to extend the expressway across Interstate 5 to Washington State Route 509 in Fife^[216]. [293]

West Virginia

Benwood:

★ There is an unused interchange along the U.S. Highway 250/West Virginia Route 2 freeway just south of Wheeling ^[217]. It formerly served the Bellaire Interstate Toll Bridge; however, the Ohio River span was closed in 1991. [294]
Charleston:

★ There are currently two stubs for a future second Kanawha River crossing on Interstate 64 between Dunbar and South Charleston. The stub along the north bank was constructed in 2004 and the stub along the south bank was constructed in 2006. The new Kanawha River crossing is now under construction and is expected to be complete in October 2010 [295] ^[218].
Crum:

★ There is a stub for the Tolsia Highway that was completed in 2002 ^[219]. The four-lane highway, signed as a two and three-lane road, is currently unsigned in its entirely. [296]

★ There is another stub for Tolsia Highway that was completed in 2002 on the opposite end of the short Crum bypass . [297]
Huntington:

★ The southern end of the East Huntington Bridge (West Virginia Route 106) has a stub between the bridge's entrance and exit ramps.[298] It was designed to accommodate a planned direct connection between the bridge and U.S. Route 60 to the south, bypassing nearby neighborhood streets ^[220].
Kenova:

★ There is a stub along U.S. Highway 52/WV 75/Tolsia Highway just south of Interstate 64 that was completed in 2002 . The ramps are at a 6% grade. The stubs indicate a future expansion south to Prichard. [299]
Prichard:

★ There is the stub north of Prichard along U.S. Highway 52/Tolsia Highway that indicates a four-lane expansion north to Kenova . The segment from CR 20 (old U.S. 52) to its current end was completed in 2003. [300]

★ There is a stub south of Prichard along U.S. Highway 52/Tolsia Highway that indicates a four-lane expansion south to Crum . [301]
Standard:

★ The Memorial Tunnel was part of the West Virginia Turnpike from 1954 to 1987, when it was bypassed due to expansion of the Turnpike to four lanes. It was then used for fire tests for the Boston Central Artery/Tunnel Project, and has now been converted into the Center for National Response, a weapons of mass destruction and counter-terrorism training facility for the West Virginia National Guard.^[221]
Wheeling:

★ There is a stub at the Interstate 70 and the U.S. Highway 250/West Virginia Route 2 interchange immediately east of the Wheeling Tunnel. When it was opened on December 7, 1966 ^[222], the interchange was designed and partially constructed for an extension of WV 2 north, which was eventually canceled. [302]

Wisconsin

Milwaukee:

★ The proposed Stadium Freeway was to have a southern terminus at Interstate 894/Interstate 43 in southern Milwaukee. While the freeway was never built south of National Ave, a graded ghost ramp exists just east of W. Loomis Rd. The ramp was to come from 894/43 eastbound going north. It was never fully completed (it's unclear what's its final construction was to be, but it appears it was to be a flyover as the top level) as it never meets the Interstate, although there is a hint of a left-exit ghost ramp just west of the proposed interchange. Other ramps exist at this unusually wide (think Somerset Freeway), planned and partially built interchange and lead to and from a Park & Ride. Seen here. [303]^[223]

Canada

Alberta

★ At the Highway 1/Sarcee Trail SW interchange just west of Calgary, the remains of a cloverleaf ramp are still there. The old cloverleaf ramp has been replaced with a single left-turn ramp.[304] Most interchanges in Calgary which were then cloverleafs are arranged this way.

Ontario

In Windsor:

★ From Highway 401 to Provincial Road, there is an abandoned SB to EB loop ramp. it has now been supplanted by a left-turn lane to the NB-to-EB ramp. It is abandoned, but easily visible from both the road and freeway. [305]
In Hamilton:

★ From Plains Road East, heading Westbound, looping around in a cloverleaf ramp to Queen Elizabeth Way Eastbound/Southbound. [306]
In Niagara-on-the-Lake:

★ From Glendale Avenue, heading Eastbound, looping to an abandoned portion of former Highway 55. [307]
In Toronto:

★ From the Bloor Street-Don Valley Parkway connector to a now-abandoned alignment of Bayview Avenue. [308]
In Oshawa:

★ There is what appears to be a former on-ramp from Farewell Road at Bloor Street out towards the eastbound Highway 401. There is a dead-end sign at the very end, and it can be clearly seen from the highway. It's now mostly used by truck drivers to rest. [309]

British Columbia

Many ramp stubs in BC are remains of ramps from older interchanges that have been reconfigured. Often these ramp stubs are minimally maintained and used as service roads for tow-trucks and emergency response vehicles.

★ On Highway 1, some ramp stubs exist at the Exit 37/Gaglardi Way Interchange. Seen from the overpass, and somewhat clearly from Highway 1, they give a sign that Gaglardi Way once had a plan to be extended. [310]

★ Two ramp stubs exist at Exit 44-Cape Horn Interchange on Highway 1. Seen from the overpass, the ramp stubs show that this was a trumpet interchange- reconfigured due to weaving [311].

★ A few ramp stubs exist at Highway 1 at Exit 58, 200 St. When the interchange was reconfigured into a diamond-SPUI hybrid, the remaining ramps can be seen unclearly from the overpass on Highway 1. The remains of the old road to the now demolished old overpass can be seen clearly. However, the space inside the former ramps are now being developed, and these ramp stubs may disappear among townhouses and business complexes. A low-resolution overhead view of the interchange is at [312]

★ The No. 3 Road exit near Abbotsford on Highway 1 clearly bears a closed ramp, which has been replaced by a cloverleaf ramp.[313]

★ Ramp stubs also exist at what used to be an interchange between Highway 99 and Railway Drive in Surrey; this is located between exits 10 and 16, at Highway 99's overpass over the Burlington Northern railway. It is very probable that this interchange was abandoned simply because this is a sparsely populated area and the nearby train station is no longer used.[314]

★ A few ramp stubs exist at the Highway 99/Highway 91 interchange in Richmond. [315]

★ A ramp stub exists at the Highway 99/Sea Island Way interchange in Richmond. It was likely changed when the new ramp was built to connect Bridgeport Road and the newer Sea Island bridge up north, which would replace the two-lane Moray bridge. [316]

★ At the Grand McConachie/Russ Baker Way interchange, there is a small unused concrete strip, which suggests the interchange's configuration before the Sea Island Bridge was constructed. [317]

★ An old road bed exists at the Highway 91/Nordel Way interchange, near the NB 91-WB Nordel Way cloverleaf ramp.[318] This indicates that the ramp may have been moved east, probably due to safety concerns.

★ A short stub of concrete and a strip of grass lay on the Southwestern side of the Highway 1/Highway 11 interchange, indicating a diamond interchange configuration was used in the past.[319]

★ Also in Abbotsford, a ramp stub exists at the intersection of South Fraser Way and townline road. The remains of a slip-ramp from Highway 1 to this intersection are clearly seen from the highway; there is also a green painted-over exit sign at the former exit.[320] This ramp was used for special direct access to the nearby Abbotsford International Airport during the annual Abbotsford International Airshow a few times.

★ In Abbotsford, at the S. Fraser Way/Cyril Street intersection, unused strips of concrete suggest Highway 11's alignment before the Sumas Way bypass was constructed.[321]

★ Near the Pattullo Bridge in New Westminster, there is an unused strip of concrete suggesting a left-turn ramp from Columbia Street to the Patullo Bridge.[322] Nowadays, Royal Avenue is used to get to the Patullo bridge.

Manitoba

★ An unused strip of concrete on the Perimeter Highway to Highway 59 suggests an old alignment before a northeastern section was constructed. Another concrete strip suggesting a cloverleaf ramp was constructed but never finised. [323]

★ Other small strips along the Perimeter Highway (notably the northeastern section) are dotted along the highway.[324][325][326][327] However most of these disappeared when the Perimeter Highway was twinned.[328]

Saskatchewan

★ The Highway 7/Highway 14 interchange near Saskatoon, which has been recently improved, bears a short strip of unused concrete on nearby Fairlight Drive, which connected the road to 22^nd Avenue/Highway 14. Travellers now use Diefenbaker Drive and Fairmont Drive to get from Fairlight to Highway 14.[329]

Québec

★ There is also a stub ramp at the end of Commerce A-1 off Autoroute 50 at Mirabel, as well as a stub ramp off A-50 westbound just prior to the interchange. See it here. Note: Since the Mirabel Airport is being phased out, and its closure is planned, we are to expect major changes in highway planning in this area. Unfinished Highways 13 and 50 lose part of their strategic importance.

★ There are stub ramps on eastbound and westbound Autoroute 40 near Montréal just west of the interchange with Boulevard des Anciens-Combattants [330].

★ There are ramp stubs at the northern terminus of Autoroute 13 at Autoroute 640 in Boisbriand. There are two extra overpasses (for a total of four), an unused cloverleaf loop, stub ramps where the final two cloverleafs would be constructed, and even the grading for a continuation of the freeway north of here. [331]

★ Autoroute 440 (Autoroute Dufferin-Montmorency) has ramp stubs just above Rue St-Vallier Est (St. Vallier Road East) in downtown Quebec City, for a proposed completion of A-440 and link to A-973 (Autoroute Laurentienne)/Route 175 via an under-city Tunnel (much like Autoroute 720 in Downtown Montreal) in the St-Roch and Limoilou neighbourhoods. The ramps would have connected to the tunnel, but it was never built, and the freeway remains in two sections to this day, separated by downtown. The western end of A-440 starts at the Autoroute 40/Autoroute 73 interchange, and currently ends its freeway segment at Avenue St-Sacrement, continuing as Boulevard Charest (Charest Boulevard). It resumes at the intersection of St. Vallier Road East, continuing along the river to Route 138 in Boischatel. [332][333]

★ Autoroute 15 in Brossard and La Prairie has ramp stubs for a proposed Autoroute-to-Autoroute interchange (Autoroute 6). The interchange was graded as a Y-interchange, but the carriageways for A-15 were built closer together, and the interchange has been cancelled. A-6 may have been routed towards the Farnham, Quebec area, possibly with the name Autoroute Haute-Richelieu (Upper Richelieu Autoroute). An interchange ramp was also graded for Boulevard Taschereau (Taschereau Boulevard, Route 134), but has been cancelled as well. [334]

★ Autoroute 40 and Autoroute 55 in Trois-Rivières. Autoroute 40 was planned to continue straight East from this interchange. What remain is a partial cloverleaf interchange, with a visible 'ramp from nowhere' merging onto 40 East on the western part of the interchange, and a discarded right lane made of large and ugly white stripes on the roadway. Quebec-Montreal travelling vehicles coming from A-55 North and going westbound on A-40 need to suffer the excessive weaving with traffic exiting A-40 East to A-55 North within the rather small distance separating the loops, which are more like a signature of an abandoned project rather than an optimal design for a 3-way interchange. [335]

★ Autoroute 40 and Autoroute 73 in Quebec city. A 4-way interchange converted to a very huge and fast turning 3-way interchange, with at least 4 visible ramp stubs. [336]

United Kingdom

Stubs on M8 at West Street

Unused slip road at the junction of the A57(M) with the A34

★ In Manchester, the A57(M) motorway has an unfinished slip road that hangs 20 feet in the air. It is hidden from view from the road [337] ^[224].

★ In London, the M11 motorway has two short unused slips at Junction 4 (Charlie Brown's) which would have been a link for the M12 motorway to head East into Essex [338][339][340].

★ Glasgow's M8 motorway has several ramp stubs built for the abandoned Inner Ring Road. The most famous examples are the West Street ramps at Junction 20 (Kingston)[341], and another pair can be found at Junction 15 (Townhead)[342][343]. There are also ramp stubs on the westbound M8 between junctions 16 and 17, for an unbuilt motorway leading out to the north and west[344]^[225].

★ Newcastle has two ramp stubs on the northbound Central Motorway East (originally A1(M), now A167(M)), links from a proposed Central Motorway East By-pass. (A third northbound link was opened as the local access from Camden Street) Google Local (UK) overhead photo.

★ In Surrey, the M23 begins with junction seven and has a ramp stub that was intended to extend the M23 further into London [345] ^[226].

★ On many early rural motorways, ramp stubs can be found at locations proposed for Motorway Service Areas. Sites for services were designated at regular intervals, about 12 or 13 miles apart, and the ramp stubs built as part of the original motorway construction. Land adjacent to the motorway was often obtained for the future services - usually a neat circular or hexagonal plot that is easily identified on aerial photos: e.g., M18 near Hatfield. While many of these original sites were opened as service areas, those remaining unused are now unlikely ever to be developed, either because the sites are too small and restricted, or because they're just in the wrong place: Doncaster North services recently opened less than 2 miles from the ramp stubs at Hatfield.

Germany

★ Kreuz Dortmund-Nordwest (A2 / A45) - bridges and sliproads exist to carry the A45 north of this junction. [346]

★ Kreuz Castrop-Rauxel-Ost (A42 / A45) - bridges and sliproads exist to carry the A42 east of this junction. [347]

References

1. "US&R and NY-TF1 Practice for the Real Thing." City of New York 20 June 2005. 15 Jan. 2007 [1].
2. "Kentucky Model Access Management Ordinance." Kentucky Transportation Cabinet Oct. 2004. 15 Jan. 2007 [2].
3. "Barrie (City) v. 1606533 Ontario Inc.", 2005 CanLII 24746 (ON S.C.). 15 Jan. 2007 [3].
4. Iowa House. 1998. House File 686., 77th, H.R. 0686. [4] [5].
5. "PETITIONED PUBLIC HEALTH ASSESSMENT." New York City. 15 Jan. 2007 [6].
6. House. 1993. LAND TITLE AMENDMENT ACT, 1993. 35th Parliament, 2nd sess., H.R. 78. [7].
7. Munroe, Tapan. "TRENDS ANALYSIS for PARKS & RECREATION: 2000 AND BEYOND." California Park & Recreation Society Jan. 1999. 15 Jan. 2007 [8]
8. "Chapter 5: Detailed Comparison of Alternatives – Seattle." SR 520 Bridge Replacement and HOV Project, Washington Department of Transportation, 2 May. 2005. 15 Jan. 2007 [9] [10].
9. Anderson, Steve. "CT 11 Expressway." New York City Roads. 15 Jan. 2007 [11].
10. "Leasing of Closed Highways Regulation", Alta. Reg. 36/1986. 15 Jan. 2007 [12].
11. "R. v. Sanders", 2004 NBPC 12 (CanLII). 15 Jan. 2007 [13].
12. "HIGHWAY CLOSINGS", R.R.O. 1990, Reg. 599. 15 Jan. 2007 [14].
13. , accessed December 28, 2006
14. Sommer, Dick. "Ten Ways to Manage Roadway Access in Your Community." Ohio Department of Transportation, 2005. 15 Jan. 2007 [15].
15. Bauserman, Christian E. "DELAWARE COUNTY ENGINEER’S DESIGN, CONSTRUCTION & SURVEYING STANDARDS." 18 May, 1998. 15 Jan. 2007 [16].
16. Geiger, Gene. "Ohio DOT Constructs I-670 over a Water Treatment Sludge Lagoon in Columbus." Ohio LTAP Quarterly. Ohio Department of Transportation. 15:3 (1999) [17].
17. "CITY OF UNION, KENTUCKY." City of Union, Kentucky 23 June 2006. 15 Jan. 2007 [18].
18. Warning: Sinkholes Ahead Ginny MacDonald
19. Alabama U.S. Highway 11
20. I-759 Alabama
21. Alabama Interstate 759
22. Changes in bypass route requested Dana Beyerle
23. Interstate 65 northbound - Baldwin County to Prattville
24. Tolls could finance last leg of North Belt
25. Harlahan Bridge
26. Closing the 710 Gap: A 30-Year War Starts Anew., , , , ABL, Inc., ,
27. Tunnel Resurfaces as 710 Freeway Extension Plan
28. Los Angeles, California, United States 7/1/1994
29. East Los Angeles Freeway Interchange
30. Beverly Hills Freeway: Revisionist history
31. Anacostia Freeway
32. US 7 Expressway - Connecticut
33. Interstate 291 - Connecticut
34. Connecticut Roads: SR 504
35. Connecticut Roads: Woods River Expressway
36. Connecticut Roads: SR 501
37. CT 11 Expressway
38. Pfizer unveils clinical research unit in city
39. SR 141, Centre Road, Kirkwood Highway to Faulkland Road
40. Old US 13
41. www.SR9A.info
42. Homestead Extension of Florida's Turnpike
43. Don Shula Expressway / SR 874
44. Miami, Florida, July 1, 1998
45. U.S. Highway 19
46. Interstate 375
47. Interstate 375
48. Interstate 395 and Florida 836
49. Miami-Dade Expressway plan includes western extension for SR 836, new north-south highway
50. Georgia 166 - Langford Parkway (Planned Interstate 420)
51. Hartsfield Atlanta International Airport 1961-1980
52. Interstate 185
53. Illinois 336: Peoria to Macomb Study
54. Peoria, Illinois, United States 4/12/1998
55. Peoria Journal Star BridgeCam
56. The eastbound approach to the McClugage Bridge
57. McClugage Bridge, USGS Peoria East (IL) Topo Map
58. Illinois State Route 6
59. Illinois Route 29 Study
60. Interstate 72, Illinois
61. Cancelled US 460 Freeway Through East St. Louis
62. Illinois Highways Page
63.
64. Indy rapid-transit plans gain speed, but drivers might not give up keys
65. Interstate Highway System in Kentucky, , Tracy, Campbell, Kentucky Transportation Cabinet, Department of Highways, ,
66. Accidents on new Greenbelt link a concern Gabrielle Finley
67. Greenbelt Highway; Many eager for road's completion Shafer Sheldon
68. Greenbelt's last stretch opens to praise Bill Pike
69. INTERSTATE 471
70. I-49 extension would result in relocations
71. Interstate 49 Northbound (Shreveport Vicinity)
72. Interstate 49
73. Interstate 10 Eastbound (New Orleans to Mississippi)
74. 4 km N of Biddeford, Maine, United States 7/1/1988
75. 4 km W of Gardiner, Maine, United States 7/1/1991
76. Interstate 00
77. Terminated Interstate 170 (U.S. Highway 40)
78. Delmarva Highways Alex Nitzman
79. Frequently Asked Questions
80. Washington Outer Beltway
81. The Intercounty Connector
82. Montrose Parkway Faces Battle
83. Work begins on million Montrose Parkway
84. Southwest Expressway (I-95)
85. Northwest Expressway (US 3)
86. Inner Belt Expressway (I-695)
87. East Shore Connector (I-895)
88. Worcester Expressway (I-290)
89. MA 102 and NY 980D, Former end of Mass. Pike
90. Bad to worse? Some say razing overpass will heighten traffic woes Mac Daniel
91. Henry E. Bodurtha Highway (MA 57)
92. Interstate 73
93. Interstate 73/74 (Corridor 5)
94. US-31 Freeway in Berrien County
95. US-31 Connection to I-94 Study
96. Highways 30 through 39
97. M-47 work starts Monday, April 17, in Saginaw and Bay counties
98. Bay County observations
99. Mich DOT ROW maps (was Re: The Missing Stanwood-to-Remus Segment of Michigan M-20)

100. Historic US-112
101. The Tug-of-War that is the US-23 Freeway
102. I-335 Minneapolis North Loop
103. Many Pitches for State Land
104. Interstate 44
105. MoDOT to Hold Public Hearing on Design of New 8th Street Ramp
106. US 75/I-480 Interchange Project
107. NJ 15 Freeway
108. NJ 18 Freeway
109. NJ 33
110. NJ 33 Freeway
111. Raritan, New Jersey, United States 7/1/1981
112. Interstate 78-New Jersey
113. Interstate 278 (New Jersey)
114. I-278
115. NJ 81
116. Free I-95 (Trenton)
117. NJ 75 Freeway
118. Interstate 280-New Jersey
119. US 46 from CR 507 east
and US 1, 9, 46
120. NJ 440 Freeway (Hudson County Section)
121. NJ 440
122. Garden State Parkway and US 9
Beesley's Point stub
123. Closed Bridge Puts Jersey Shore At Risk
124. Closed US 9: Beesley's Point Bridge
125. US 9 south of Mullica River
126. NJ 18
127. Dunn Memorial Bridge
128. Interchange of the Week, Monday, 13 November 2000, I-787, US 9 & US 20, Albany
129. Interstate 687
130. Removing Freeways - Restoring Cities: Niagara Falls, NY, Robert Moses Parkway
131. Interstate 890
132. Korean War Veterans Parkway
133. Dr. Martin L King Jr Expressway (NY 440)
134. Shore Front Drive
135. Long Island Expressway (I-495)
136. Seaford-Oyster Bay Expressway (NY 135)
137. Nassau Expressway (NY 878)
138. Clearview Expressway (I-295)
139. Trans-Manhattan Expressway (I-95, US 1 and US 9)
140. Interstate 990 New York
141. I-990 New York
142. Tracing Charlotte's Independence Blvd.
143. I-74 Segment 6
144. I-74 North Carolina Exit List
145. Interstate 73/74 (Corridor 5)
146. Thoroughfare Plan and Table
147. Carolina Lost - I-85 Connector Ramps - Gastonia, NC
148. Chesapeake Bypass
149. Earmarks
150. Cleveland, Ohio, United States 7/1/1996
151. US Route 20/Archives
152. Morse-Bethel Connector
153. John Simpson's Unofficial Ohio State Highways Website
154. Spring-Sandusky
155. Never-Built Cincinnati Expressways
156. Cincinnati, ca 1999
157. Ronald Reagan Cross County Highway
158. Interstate 71
159. Dayton, Ohio, United States 7/1/1992
160. Interstate 80
161. U.S. 30 Project History
162. At Least Part of U.S. 30 to be Open in 2007
163. US 30 Information Site
164. Oklahoma Terminus: Creek Turnpike
165. Mt. Hood Freeway
166. Highway to Hell Bob Young
167. MLK Viaduct Replacement Project
168.
169. US Route 26
170. Light Rail on streets
171. Pulaski Expressway (PA 90, unbuilt)
172. Delaware Expressway (I-95)
173. Interstate 695
174. Pennsylvania's Dearly Departed Interstates
175. Woodhaven Road (PA 63)
176. US 202 Expressway (Pennsylvania)
177. Ghost Ramp I-579 @ Bigelow
178. Interstate 579-Crosstown Boulevard
179. Oakland Crosstown Freeway
180. The Industrial Highway
181. Kiski Valley Expressway
182. PA State Route 356 Ends
183. Lancaster-Norristown Expressway (Cancelled)
184. Harrisburg Road Enthusiast Meet 2004
185. PA 1 - 50
186. 3-digit Interstates from I-76
187. Morgantown Expressway
188. 4 km E of Reamstown, Pennsylvania, United States 7/1/1992
189. US 11/US 15 Selinsgrove Bypass
190. US 15
191. Central Susquehanna Valley Transportation Project
192. I-895 (cancelled) Rhode Island; Massachusetts
193. Dennis J Roberts Expressway (US 6)
194. Interstate 295-Rhode Island
195. Unbuild Roads in Rhode Island
196. US 44 Expressway-Massachusetts
197. Fox Point Hurricane Barrier
198. Interstate 126
199. Interstate 20
200. Interstate Business Route 26
201. Interstate 520 (Bobby Jones Expressway)
202. "Exit 66 now road to nowhere." Rapid City Journal. October 2, 2003
203. Interstate 90
204.
205. Houston Freeways: A Historical and Visual Journey, , Erik, Slotboom, , ,
206. Houston Freeways: A Historical and Visual Journey, , Erik, Slotboom, , ,
207. Houston Freeways: A Historical and Visual Journey, , Erik, Slotboom, , ,
208. TxDOT Houston projects including SH 288 feasibility study
209. Houston Freeways: A Historical and Visual Journey, , Erik, Slotboom, , ,
210. Residents frustrated over Champlain Parkway Victoria Welch
211. Virginia 895
212. Thousands protest planned freeway through Seattle's Arboretum on May 4, 1969
213. Pacific Northwest Roadtrip - Day 5 (Seattle to Blaine)
214. Alaskan Way/SR 99 Viaduct - Seattle, WA
215. SR 519 - South Seattle Intermodal Access
216. SR 167 - Tacoma to Edgewood New Freeway Construction
217. Bellaire Interstate Toll Bridge
218. Construction to start on I-64 bridge Jake Stump
219. King Coal Highway, I-73/74 Authority, , Mike, Mitchem, West Virginia Department of Highways, ,
220. East Huntington Bridge
221. Center for National Response - Tunnel History
222. W.Va. Courts Tile Makers Fred Connors
223. Milwaukee Freeways
224. Pathetic Motorways - A57(M) Ghost Ramp
225. Photographs and explanation on "ski ramps"
226. CBRD - Histories - M23

External links

★ Unsung Monuments in "The Monument City" - photographic essay of Baltimore area stubs

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