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Interchanges That Never Were

Started by Brandon, October 25, 2018, 11:24:45 AM

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jp the roadgeek

Quote from: ipeters61 on October 26, 2018, 09:28:11 AM
I-84 Exit 46 in Hartford, CT was intended for the CT-189 expressway, I believe.  No long ramps but definitely some stubs.

Exit 45 (Flatbush Ave) was also supposed to be a CT 9 expressway connection to the Berlin Turnpike where US 5/CT 15 leaves the turnpike northbound.  The CT 189 expressway's original number was CT 9.

Exit 29 (CT 10 Milldale) was also supposed to be the north end of a CT 10 expressway to the New Haven area that would've either connected to I-91 at Exit 6 or to I-95 near Exit 43.  The plans were later truncated to be a connection from I-84 WEST to I-691, but that was also cancelled.

Speaking of the CT 10 expressway, there was supposed to be a northern component to it north of Plainville.  There would have been a stack interchange on CT 72 about where it squeezes from 4 lanes to 2 west of I-84 about a half mile west of the CT 177 exit.

Has anyone mentioned the Goat Path interchange east of Lancaster?
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D-Dey65

Quote from: Brandon on October 25, 2018, 11:24:45 AM
Any other interchanges were the groundwork was laid, but never came to fruition?
Plenty;

Staten Island Expressway (I-278) at the never completed Richmond Parkway in Todt Hill.


Long Island Expressway (I-495) at the never completed Bethpage State Parkway (Exit 47) in Plainview.


There's also a mysterious stub ramp at the west end of westbound Woodside Avenue (Suffolk CR 99) at Patchogue-Holbroook Road that for years I swore was intended as a relocation of the west-to-north off-ramp, but I've never been able to find proof. I have seen maps showing a proposed eastern extension of the road to Suffolk CR 21 though.



ipeters61

Quote from: jp the roadgeek on November 04, 2018, 06:14:27 PM
Has anyone mentioned the Goat Path interchange east of Lancaster?
Speaking of that one, how about US-202 and PA-23 in Bridgeport PA (between Norristown and King of Prussia)? https://www.google.com/maps/@40.1066869,-75.3536628,494m/data=!3m1!1e3
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inkyatari

I'm never wrong, just wildly inaccurate.

Brandon

Quote from: inkyatari on November 06, 2018, 11:23:01 AM
I've always been fascinated by this in Milwaukee..

https://www.google.com/maps/@42.962388,-87.9669016,935m/data=!3m1!1e3

IIRC, that's where the Stadium Freeway was to meet the Airport Freeway (I-41/43/894/US-41).
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dcharlie

That is correct.  Somewhere I have an old Milwaukee County map that shows the proposed route.  The end of the Stub was turned into a park and ride lot 20 or so years ago...

dcharlie


Henry

I believe that in Chicago, I-694 (the LSD upgrade that never was) was planned to end at the Ohio Street stubs to the north, and the Calumet/Stony Island Avenue ramps to the south. I also remember seeing I-494 appear in atlases for the same corridor, but remember it better for the Crosstown Expressway, and I don't know whether they were planned to meet anyway (probably not).
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abefroman329

Quote from: Henry on November 07, 2018, 09:38:57 AM
I believe that in Chicago, I-694 (the LSD upgrade that never was) was planned to end at the Ohio Street stubs to the north, and the Calumet/Stony Island Avenue ramps to the south. I also remember seeing I-494 appear in atlases for the same corridor, but remember it better for the Crosstown Expressway, and I don't know whether they were planned to meet anyway (probably not).
Kurumi says it was supposed to end at the Stevenson to the north.  I have read somewhere, possibly here, that the Ohio Feeder was supposed to extend westward from the Kennedy.

ipeters61

There's the interchange involving I-66 in Washington with that gorgeous, ancient button copy signage, which was supposed to link to I-695: https://www.google.com/maps/@38.897872,-77.0530464,3a,75y,173.45h,83.31t/data=!3m6!1e1!3m4!1smn18B3kxRlADWr_WijrPrw!2e0!7i13312!8i6656

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abefroman329

Quote from: ipeters61 on November 07, 2018, 12:04:34 PM
There's the interchange involving I-66 in Washington with that gorgeous, ancient button copy signage, which was supposed to link to I-695: https://www.google.com/maps/@38.897872,-77.0530464,3a,75y,173.45h,83.31t/data=!3m6!1e1!3m4!1smn18B3kxRlADWr_WijrPrw!2e0!7i13312!8i6656
Further north, there was the planned interchange between the Whitehurst Freeway and the Interstate-standard Rock Creek Parkway, including since-demolished ghost ramps.

froggie

^ Rock Creek Parkway was never intended to be Interstate standard.  The freeway you're referring to (what would have extended "north" from the Whitehurst) was the proposed "North Loop", which at that point had morphed into the proposed K-Street Tunnel.

thenetwork

-  Cleveland, OH -- I-71 Exit 244/Denison Avenue.   

This wide-median section was where the Parma Freeway was to extend North to I-90 and SR-2/US-6 the West Shoreway & South to SR-3 near the Parma/North Royalton Border.  Only the short stub was built to connect I-71 with Denison Ave as a "T" intersection before NIMBYs killed it.

If you look at the Google Maps link, https://goo.gl/maps/37gweaWpvL42 you can see due north of the dead-end "T" intersection a section of I-90 with a not-as-wide median that was built to accommodate ramps to & from westbound I-90 at the very least.

-  Akron, OH -- I-77 Exit 138/Ghent Road.

A similar extra-wide median shows on this link https://goo.gl/maps/M4KTUUrRLqw as I-77 was to have turned southeast at this point, splitting from SR-21, and would have connected near the Miller/Ridgewood interchange in Fairlawn.

NIMBYs in Fairlawn nixed that idea and I-77 was routed around the majority of that more-affluent suburb of  Akron.

Kulerage

Quote from: ipeters61 on November 07, 2018, 12:04:34 PM
There's the interchange involving I-66 in Washington with that gorgeous, ancient button copy signage, which was supposed to link to I-695: https://www.google.com/maps/@38.897872,-77.0530464,3a,75y,173.45h,83.31t/data=!3m6!1e1!3m4!1smn18B3kxRlADWr_WijrPrw!2e0!7i13312!8i6656
Offtopic, but dang that signage is cool to see

cl94

Albany, NY has/had a crapton, many of which have been repurposed.


  • I-90 Exit 8. Until the NY 43 bypass was built in the early 2000s, this had stubs/grading for the Mid-Crosstown Arterial heading east from the Dunn Memorial Bridge ("bridge to nowhere").
  • I-90 Exit 5A was built for I-687's east end. Was unused until the business park opened in the 80s or 90s.
  • I-87 Exit 3 was never built, but the SB C/D road between Exits 5-4 was constructed to allow room for the SB-EB ramp. This would have been a partial interchange at the west end of I-687.
  • I-90 Exit 4 has stubs/room for a northern extension of the NY 85 expressway to never-built I-687.
  • The I-787/NY 787/NY 7 interchange was built with I-787 in the mid-1960s and remained unused until the Collar City Bridge opened in 1981. The ramps to/from the west were unused until the NY 7 expressway opened in 1986.

Rochester, NY has a couple:


  • I-490/Inner Loop just east of the Genesee River has stubs/repurposed ramps intended for the north end of I-390 before the section between the Outer Loop and downtown was canceled. Similarly, the I-390/I-590 interchange may have been a full stack if built as intended, but I have not seen plans.
  • The NY 104/NY 590 interchange has partially-built ramps between the north and east.

Syracuse has the I-481/I-690 interchange on the east side of town. Stubs/unused ramps to/from the east.

In Buffalo, I-190 was planned to have an interchange at Ferry Street. This was canceled early on, but there still is no Exit 10.

Going down to the Hudson Valley, the US 9W/NY 299 intersection in Ulster County has grading for a never-built trumpet interchange.
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mgk920

Also in New York, the north end of the Taconic State Parkway (at I-90/NYSThruway Berkshire Extension) has grading in place for a northward extension of the Parkway, with the existing interchange to be part of a double-trumpet.

(I'd love to see what the Parkway's ultimate buildout plans are/were.)

Mike

1995hoo

Quote from: Kulerage on November 10, 2018, 09:38:44 PM
Quote from: ipeters61 on November 07, 2018, 12:04:34 PM
There's the interchange involving I-66 in Washington with that gorgeous, ancient button copy signage, which was supposed to link to I-695: https://www.google.com/maps/@38.897872,-77.0530464,3a,75y,173.45h,83.31t/data=!3m6!1e1!3m4!1smn18B3kxRlADWr_WijrPrw!2e0!7i13312!8i6656
Offtopic, but dang that signage is cool to see

Enjoy the picture while it lasts, as those signs were replaced this summer. I haven't been over there since they finished the work, but here's one of my pictures from August 24 when the work was underway:



Discussion on this forum, as well as photos of what was underneath the left-side boards, can be found in the District of Columbia thread (link is to froggie's post starting the discussion of the sign replacement this past summer): https://www.aaroads.com/forum/index.php?topic=714.msg2351299#msg2351299
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cl94

Quote from: mgk920 on November 11, 2018, 10:51:38 AM
Also in New York, the north end of the Taconic State Parkway (at I-90/NYSThruway Berkshire Extension) has grading in place for a northward extension of the Parkway, with the existing interchange to be part of a double-trumpet.

(I'd love to see what the Parkway's ultimate buildout plans are/were.)

Mike

Until the 80s or early 90s, that WAS more of a double trumpet. Northbound traffic used a trumpet ramp to the toll booths and bridged over graded lanes of the never-built parkway. SB traffic uses its original alignment, but NB was realigned to bypass the trumpet.

As far as buildout plans, I've seen three main ones:

  • US 20 corridor. When the Taconic was first planned, this would have also been the I-90 corridor, but 90 was moved down to the Berkshire Spur in the 60s or early 70s. Either way, this would have avoided the toll trap that currently exists.
  • NY 7 or NY 67 near Hoosick Falls. This would tie into the never-built NY 7 expressway (planned as I-88).
  • US 4 east of Whitehall. This would make an east-of-Hudson route paralleling NY 22 up to Lake Champlain that may have tied into the unbuilt US 4 expressway (likely I-92 if built).
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ipeters61

Quote from: 1995hoo on November 11, 2018, 02:18:21 PM
Quote from: Kulerage on November 10, 2018, 09:38:44 PM
Quote from: ipeters61 on November 07, 2018, 12:04:34 PM
There's the interchange involving I-66 in Washington with that gorgeous, ancient button copy signage, which was supposed to link to I-695: https://www.google.com/maps/@38.897872,-77.0530464,3a,75y,173.45h,83.31t/data=!3m6!1e1!3m4!1smn18B3kxRlADWr_WijrPrw!2e0!7i13312!8i6656
Offtopic, but dang that signage is cool to see

Enjoy the picture while it lasts, as those signs were replaced this summer. I haven't been over there since they finished the work, but here's one of my pictures from August 24 when the work was underway:

(pic)

Discussion on this forum, as well as photos of what was underneath the left-side boards, can be found in the District of Columbia thread (link is to froggie's post starting the discussion of the sign replacement this past summer): https://www.aaroads.com/forum/index.php?topic=714.msg2351299#msg2351299
I was hoping to see them in person for once... :no:
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vdeane

Quote from: cl94 on November 11, 2018, 12:27:30 AM
Similarly, the I-390/I-590 interchange may have been a full stack if built as intended, but I have not seen plans.
There's a design of some kind shown in a 1970s era Rochester map I have.  Not sure how to share it here, though.
Please note: All comments here represent my own personal opinion and do not reflect the official position of NYSDOT or its affiliates.

thenetwork

#70
I completely forgot about this interchange that never was:   SR-11 near Columbiana (Youngstown), OH.

https://www.google.com/maps/@40.9004391,-80.7231274,1147a,35y,359.94h,44.7t/data=!3m1!1e3

You can tell in the overhead view that this was to be a full cloverleaf based on the distinctive foliage seen in the ROW.  This was to have been the interchange for SR 11 and either/both SR-14 and/or US-62  when the original plans in the 60s and 70s called for a limited-access highway connecting Youngstown to Canton. 

Short sections of that ill-fated expressway were completed around Alliance, Salem and Youngstown, but never got beyond that for whatever reason (likely funding), and was never connected/completed.

I believe at one time there was initial grading of the cloverleaf that has since been un-graded and returned back to nature, as the GSV indicates, but no concrete was ever poured nor bridge(s) built.


jakeroot

I suppose you can't say "never" when it was only built a handful of years ago, but this Texas-T (is that still a techincal term?) for the I-5 HOV lanes in Lynnwood, WA was only half-built: https://goo.gl/K9rEBe

Anthony_JK

Quote from: jakeroot on November 14, 2018, 02:20:46 AM
I suppose you can't say "never" when it was only built a handful of years ago, but this Texas-T (is that still a techincal term?) for the I-5 HOV lanes in Lynnwood, WA was only half-built: https://goo.gl/K9rEBe

That's not even a "Texas-T", just a final HOV/bus connection to a local Park-and-Ride that passes over half of the freeway mainlanes. More like a "Seattle L".

PHLBOS

Quote from: 1995hoo on October 26, 2018, 09:03:46 AM
This in New Jersey comes to mind:
https://goo.gl/maps/Hz1ecLFHknD2
An opposite scenario (stubs & overpasses for the intersecting road but not the highway itself) exists near Leola (Lancaster County), PA along PA 772 where the PA 23 (aka Goat Path) Expressway would've interchanged with it.
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