While driving along the Eisenhower Expressway (I-290) the other day, I noted something very odd about the overpass for East Avenue in Oak Park, Illinois. The eastern face of the overpass was built such that it flares out as if it was intended for an interchange. I did some research, and there was never an interchange of any sort at East Avenue and the Ike. However, it does appear to have been built to have a partial interchange to/from the east.
Google Maps (https://goo.gl/maps/qh3wj22t6PL2)
Street View on the Ike (https://goo.gl/maps/HFRWkVQtK612)
Street View from East Avenue (https://goo.gl/maps/mGWdDXqnMF22)
Any other interchanges were the groundwork was laid, but never came to fruition?
I noticed that stretch recently too. I just figured it had to flare like that somewhere.
Hmm. It's not in the correct place to be considered for the hypoten---
OUCH!
Quote from: abefroman329 on October 25, 2018, 11:45:35 AM
I noticed that stretch recently too. I just figured it had to flare like that somewhere.
It's a bit off that the Ike should be so wide for the whole stretch between East and Austin as well, considering that it only widens for a short distance for Harlem. The other bridges with interchanges (Harlem and Austin) flare the same way the East Avenue bridge does.
The only thing I can recall that's close to this is something I know you're familiar with, Brandon: the I-72/US51 interchange on the north side of Decatur anticipating an I-39 extension. The ghost ramps have been removed, but you can still see the separation of the carriageways to allow for the flyover ramps.
Quote from: Brandon on October 25, 2018, 12:32:53 PM
Quote from: abefroman329 on October 25, 2018, 11:45:35 AM
I noticed that stretch recently too. I just figured it had to flare like that somewhere.
It's a bit off that the Ike should be so wide for the whole stretch between East and Austin as well, considering that it only widens for a short distance for Harlem. The other bridges with interchanges (Harlem and Austin) flare the same way the East Avenue bridge does.
It might have something to do with the location of the railroad right-of-way.
Quote from: Brandon on October 25, 2018, 11:24:45 AMAny other interchanges were the groundwork was laid, but never came to fruition?
Ultimately it depends on how you're defining "groundwork was laid." There are instances where ghost ramps were actually built, instances where land was graded for the interchange, instances where the road was merely built to accommodate the interchange...There are numerous instances of those. Hell, there were (are?) ghost roadways at KSC for the Mobile Launcher Platform to travel to a launchpad that was never built.
It seems like NJ 18 had a fully built interchange including movements for south of NJ 138. I don't know if they were ever fully open, but the road itself was never extended and probably never will be.
Quote from: Brandon on October 25, 2018, 12:32:53 PM
Quote from: abefroman329 on October 25, 2018, 11:45:35 AM
I noticed that stretch recently too. I just figured it had to flare like that somewhere.
It's a bit off that the Ike should be so wide for the whole stretch between East and Austin as well, considering that it only widens for a short distance for Harlem. The other bridges with interchanges (Harlem and Austin) flare the same way the East Avenue bridge does.
The structure is clearly visible on 1962 and 1963 historic aerials and there was a little more structure to the stub present back then...
Quote from: abefroman329 on October 25, 2018, 01:50:33 PM
It might have something to do with the location of the railroad right-of-way.
Maybe there were plans to add aux lanes in the median between the East Avenue ramps and the Austin Avenue ramps?
Two examples I can think of, one, where an interchange was intended but never built, and the other, I have no idea.
US 26/ORH 26 between Gresham and Sandy, where the never built Mt Hood Freeway was to tie into the Mt Hood Hwy:
https://www.openstreetmap.org/#map=16/45.4728/-122.3972
AB 201, northeast of Calgary: https://www.openstreetmap.org/#map=14/51.1740/-113.9170
I-41 and County A near Appleton WI. The sound walls were pushed back to show where the right-of-way was bought and to accommodate the ramps that were never built.
This in New Jersey comes to mind:
https://goo.gl/maps/Hz1ecLFHknD2
I can think of two more East Coast examples:
The I-84/CT 9 stack interchange west of Hartford, where a planned but never built extension of the latter highway was once envisioned to connect to the north of there.
Also, the I-95/I-70 interchange in Baltimore, which featured a long ghost ramp for the EB/SB movement that was removed in the late 90s.
I-84 Exit 46 in Hartford, CT (https://www.google.com/maps/place/40%C2%B045'14.8%22N+74%C2%B022'55.6%22W/@41.7616857,-72.7014168,251m/data=!3m1!1e3!4m5!3m4!1s0x0:0x0!8m2!3d40.754099!4d-74.382107?hl=en-US) was intended for the CT-189 expressway, I believe. No long ramps but definitely some stubs.
Here's something similar in Utah: I-215, Exit 25. (https://goo.gl/maps/MPqcxqQk9JN2)
The canal and street to the east of the interstate were rerouted to allow for a loop ramp from eastbound 2100 North to northbound I-15. This was associated with the proposed Bangerter Highway, which would have run north along what was then the west side of the airport and east along 2100 North. The proposed extension past I-80 never happened, and it's no longer possible because the airport expanded west in the early 1990s, when Bangerter was built to tie directly into the airport access loop. Contrary to what many maps (Rand McNally, for one) continue to show, there has been no way to drive around the west side of the airport on public roads for at least 25 years.
I-680 at future/cancelled CA 238 in Fremont, CA. An unused overpass was demolished about 10 years ago.
I-91 at I-291 in Rocky Hill, CT: same situation, where an unused overpass was removed when I-91 was widened.
CT 15 at exit 43 (Sherwood Island Connector extension) in Westport, CT. No ghost ramps exist -- this i/c was never built
Supposedly a section of CT 8 was designed in anticipation of a CT 72 freeway connection; but I've never found exactly where that was.
Quote from: 1995hoo on October 26, 2018, 09:03:46 AM
This in New Jersey comes to mind:
https://goo.gl/maps/Hz1ecLFHknD2
Google lists it as a historical landmark. Read the reviews.
Quote
Had some of the best times in high school in the 80s dragging kegs of beer thru the woods and drinking on top of this bridge. Good times. HP 85.
Several years before the current I-93 Salem to Manchester widening work began, some of the bridges south of Exit 4 in Londonderry were replaced with new ones that were wider. This wasn't advance work for the roadway widening project, but was done in anticipation of a new exit that would have been built off of I-93 had the Mall of New Hampshire been constructed in Londonderry (the original proposed site) instead of in Manchester.
US 101/Hollywood Freeway near the Melrose Ave. interchange in east Hollywood: the carriageways, each on viaducts at that location, were widely spread to accommodate the CA 2/Glendale/Beverly Hills freeway (long deleted), which was to cross US 101 on a more or less E-W axis, complete with LH entrances and exits to minimize property taking on the perimeter. Of course, it never came to pass with the CA 2 freeway's truncation to its present SW end at Glendale Blvd. in Echo Park and the cancellation of the Beverly Hills Freeway (primarily due to both expense and NIMBY factor). The space under the freeway -- at least the last time I came through there circa 2012 -- was occupied by a storage facility.
I-280 at the ramps for Cesar Chavez (Army) Street in San Francisco has wider spots on the structures for where the proposed Route 87 (later Route 230) Hunters Point Freeway connection would have been made (which also would have been part of the Southern Crossing bridge project to Alameda).
https://www.google.com/maps/@37.7459959,-122.3941165,455m/data=!3m1!1e3
Proposed SR 7 interchange with SR 512 (https://www.google.com/maps/@47.1580939,-122.4238109,1056m/data=!3m1!1e3?hl=en-US), south of Tacoma. Definitely dead now that there is development immediately north and south of the area. The condos on the south east side used to be the site of a drive-in movie theater.
Probably one for US 50 at Russland Road near Aviston, IL (https://goo.gl/maps/YsPVSKMSBQt)
Quote from: bzakharin on October 26, 2018, 11:26:20 AM
Quote from: 1995hoo on October 26, 2018, 09:03:46 AM
This in New Jersey comes to mind:
https://goo.gl/maps/Hz1ecLFHknD2
Google lists it as a historical landmark. Read the reviews.
Quote
Had some of the best times in high school in the 80s dragging kegs of beer thru the woods and drinking on top of this bridge. Good times. HP 85.
On a related note, the Eisenhower Parkway (CR 609) dead-ends just north of Exit 4 on I-280 in Roseland.
Quote from: Henry on October 26, 2018, 09:08:08 AM
Also, the I-95/I-70 interchange in Baltimore, which featured a long ghost ramp for the EB/SB movement that was removed in the late 90s.
Also, the I-95/I-83 interchange in Baltimore, where the lane drops were visible on the viaduct where the ramps would enter and leave I-95; now the viaduct is being widened to 4 thru lanes each way thru the unbuilt interchange area.
Quote from: Beltway on October 27, 2018, 01:46:26 PM
Quote from: Henry on October 26, 2018, 09:08:08 AM
Also, the I-95/I-70 interchange in Baltimore, which featured a long ghost ramp for the EB/SB movement that was removed in the late 90s.
Also, the I-95/I-83 interchange in Baltimore, where the lane drops were visible on the viaduct where the ramps would enter and leave I-95; now the viaduct is being widened to 4 thru lanes each way thru the unbuilt interchange area.
I remember once seeing a screencap from a videotape of a drive through one of these interchanges (don't know which one) that showed ghost ramps rising into the air, but I can't find it for the life of me.
Quote from: Brandon on October 25, 2018, 11:24:45 AM
While driving along the Eisenhower Expressway (I-290) the other day, I noted something very odd about the overpass for East Avenue in Oak Park, Illinois. The eastern face of the overpass was built such that it flares out as if it was intended for an interchange. I did some research, and there was never an interchange of any sort at East Avenue and the Ike. However, it does appear to have been built to have a partial interchange to/from the east.
Google Maps (https://goo.gl/maps/qh3wj22t6PL2)
Street View on the Ike (https://goo.gl/maps/HFRWkVQtK612)
Street View from East Avenue (https://goo.gl/maps/mGWdDXqnMF22)
Any other interchanges were the groundwork was laid, but never came to fruition?
Wasn't that where the Crosstown was planned to connect?
Mike
Quote from: Big John on October 25, 2018, 10:51:59 PM
I-41 and County A near Appleton WI. The sound walls were pushed back to show where the right-of-way was bought and to accommodate the ramps that were never built.
The east-west part of US (now 'I-') 41 between Appleton and Kaukauna has two additional 'never built' crossroad interchanges besides at Outagamie County 'A' where ROW was preserved when the highway was first built in 1960:
- Meade St
- Rosehill Rd
WisDOT was looking into building an interchange on US (now 'I-') 41 at County 'A' about 20 or so years ago, this to alleviate through traffic problems in the area, but nothing ever became of them (they were looking at a lot of improvements as far north as the Black Creek area as part of this) and with the highway's subsequent promotion to a full interstate, it is highly unlikely that any of those planned interchanges will be built in the foreseeable future, this due to interchange spacing requirements that are part of the basic design standards of the interstate highway system.
Also, if you check aerial images of the area, you'll notice some interesting angles in the area of Fieldcrest Dr and County 'CE' in Kaukauna. When these routes were being laid out in the mid-late 1950s, a north-south WI 55 bypass of Kaukauna was proposed to run along Kaukauna's west edge, by the city's borders with Combined Locks and Little Chute. That plan was dropped by the mid 1960s, but the lines were already set in the local development patterns.
Mike
Quote from: mgk920 on October 27, 2018, 11:04:58 PM
Quote from: Brandon on October 25, 2018, 11:24:45 AM
While driving along the Eisenhower Expressway (I-290) the other day, I noted something very odd about the overpass for East Avenue in Oak Park, Illinois. The eastern face of the overpass was built such that it flares out as if it was intended for an interchange. I did some research, and there was never an interchange of any sort at East Avenue and the Ike. However, it does appear to have been built to have a partial interchange to/from the east.
Google Maps (https://goo.gl/maps/qh3wj22t6PL2)
Street View on the Ike (https://goo.gl/maps/HFRWkVQtK612)
Street View from East Avenue (https://goo.gl/maps/mGWdDXqnMF22)
Any other interchanges were the groundwork was laid, but never came to fruition?
Wasn't that where the Crosstown was planned to connect?
Mike
The Crosstown would have been closer to/east of IL 50/Cicero Avenue. I don't think the Crosstown got far enough along to get any ghost ramps.
Quote from: TheStranger on October 26, 2018, 05:13:41 PM
I-280 at the ramps for Cesar Chavez (Army) Street in San Francisco has wider spots on the structures for where the proposed Route 87 (later Route 230) Hunters Point Freeway connection would have been made (which also would have been part of the Southern Crossing bridge project to Alameda).
https://www.google.com/maps/@37.7459959,-122.3941165,455m/data=!3m1!1e3
On I-380 @ I-280 interchange in San Bruno there was going to be an extension where I-380 connects to CA-380 on the median but that was never made due to the opposition at the time and the Southern Crossing from I-380 @ US-101 but that's been in debates for decades.
In Sacramento at the I-80/CA-51 interchange CA-244 was going to be extended into another freeway but CA-244 is only a ramp.
There used to be a section of CA-480 that had an abrupt roadblock due to CA-480 originally being used to connect to the Presidio Parkway formerly Doyle Drive though and that was stopped.
Not sure if this counts for this discussion, but what about US-71 at some of the random streets in Kansas City where the expressway is forced to have stoplights because of a "court order" (http://www.kcur.org/post/highway-71-and-road-compromise#stream/0)?
Street View (https://www.google.com/maps/@38.9977768,-94.5549615,3a,90y,1.7h,72.21t/data=!3m6!1e1!3m4!1sujLtl7Fsn_90vwDMOYBNmA!2e0!7i13312!8i6656)
Quote from: ipeters61 on October 28, 2018, 09:22:45 PM
Not sure if this counts for this discussion, but what about US-71 at some of the random streets in Kansas City where the expressway is forced to have stoplights because of a "court order" (http://www.kcur.org/post/highway-71-and-road-compromise#stream/0)?
Street View (https://www.google.com/maps/@38.9977768,-94.5549615,3a,90y,1.7h,72.21t/data=!3m6!1e1!3m4!1sujLtl7Fsn_90vwDMOYBNmA!2e0!7i13312!8i6656)
I'm more interested in those two ghost interchanges on I-70 east of the downtown area, the first at Indiana/Truman (I have no idea what its buildout plan towards Independence, MO was) and the other at 29th/Jackson (to feed into the Blue Parkway/MO 350?). What are the stories of these two unbuilt extensions?
https://goo.gl/maps/hkkcJVbjYQ42
I'm much more confident on an eventual resolution regarding US 71(/future I-49?).
Mike
Here's one that was and is no more - I-49/US 67 (Broad St), Texarkana, AR:
https://goo.gl/maps/XHeNc15Xs7q
Mike
US-112 and M-52 near Clinton MI. the US-112 expressway was canceled leaving the grading for the ramps which can be seen. https://www.google.com/maps/@42.0789829,-84.0161442,909m/data=!3m1!1e3?hl=en
Quote from: mgk920 on October 27, 2018, 11:04:58 PM
Quote from: Brandon on October 25, 2018, 11:24:45 AM
While driving along the Eisenhower Expressway (I-290) the other day, I noted something very odd about the overpass for East Avenue in Oak Park, Illinois. The eastern face of the overpass was built such that it flares out as if it was intended for an interchange. I did some research, and there was never an interchange of any sort at East Avenue and the Ike. However, it does appear to have been built to have a partial interchange to/from the east.
Google Maps (https://goo.gl/maps/qh3wj22t6PL2)
Street View on the Ike (https://goo.gl/maps/HFRWkVQtK612)
Street View from East Avenue (https://goo.gl/maps/mGWdDXqnMF22)
Any other interchanges were the groundwork was laid, but never came to fruition?
Wasn't that where the Crosstown Hypotenuse was planned to connect?
Mike
un-FTFY
I-495 (Capital Beltway) at the (never-built) Northern Parkway in the Silver Spring area of Montgomery County, Maryland. Years ago, under the original numbering system for Beltway interchanges, there were small signs stating that Exit 22 was a "future" interchange. There was a fairly large bridge that was constructed to carry the Beltway over Northern Parkway which was removed about 2000 or 2001.
Details in a blog posting from 2014 here (http://www.aroundfourcorners.com/2014/04/the-northern-parkway.html).
I-17 Durango Curve Was originally built in the 1960's as the future Interchange with I-10 with Overpasses on the Southbound to Eastbound curve, Sometime in the 70's the Southbound to Eastbound Curve overpasses were filled in and the bridges removed.
One I was looking at recently, though it ends up being way more than an unused interchange, is I-189 west of US-7 in Vermont. How did so much road end up being built? https://goo.gl/maps/56mZEThk1Tk
Newport freeway in Newport, De. It was supposed to go around the back of wilmington, but for whatever reason it was canceled? Also Route 4 in Newark, De was supposed to be a highway from Elkton-Newark Road & around the back of the city of Newark & suburbs probably making the city even bigger then it is now.
Google Earth Link
https://earth.app.goo.gl/cfCR8D
(http://google%20earth%20linkNewark,De location.
iPhone
Quote from: Tonytone on November 01, 2018, 11:26:39 PM
Newport freeway in Newport, De. It was supposed to go around the back of wilmington, but for whatever reason it was canceled? Also Route 4 in Newark, De was supposed to be a highway from Elkton-Newark Road & around the back of the city of Newark & suburbs probably making the city even bigger then it is now.
Google Earth Link
https://earth.app.goo.gl/cfCR8D
(http://google%20earth%20linkNewark,De location.
I think this thread is meant to be about partially built interchanges, not about road plans.
Quote from: ipeters61 on November 02, 2018, 07:52:32 AM
Quote from: Tonytone on November 01, 2018, 11:26:39 PM
Newport freeway in Newport, De. It was supposed to go around the back of wilmington, but for whatever reason it was canceled? Also Route 4 in Newark, De was supposed to be a highway from Elkton-Newark Road & around the back of the city of Newark & suburbs probably making the city even bigger then it is now.
Google Earth Link
https://earth.app.goo.gl/cfCR8D
(http://google%20earth%20linkNewark,De location.
I think this thread is meant to be about partially built interchanges, not about road plans.
You're right, I believe the Newport highway
Counts. It has a partially built interchange.
iPhone
Quote from: ipeters61 on November 01, 2018, 10:51:54 PM
One I was looking at recently, though it ends up being way more than an unused interchange, is I-189 west of US-7 in Vermont. How did so much road end up being built? https://goo.gl/maps/56mZEThk1Tk
Part of a late '70s/early '80s plan for the "Southern Connector"**, a 4-lane at-grade roadway extension from I-189 tying into Battery St in downtown Burlington. What you see is what got built before the discovery of far more contamination than expected along the Pine Street Canal first postponed and then scuttled the project.
The current plan (possibly to begin construction in the next year or two) will partly utilize what got built as a 2-lane parkway-style roadway that will extend up to Lakeside Ave just west of Pine St.
** - This project also completely redid the 189/7 interchange into its current configuration. The original configuration was a trumpet interchange with 189 bridged over US 7 (instead of the other way around as currently exists).
At the southern end (https://www.google.com/maps/place/MD-147+%26+US-1,+Pleasant+Hills,+MD+21047/@39.5078735,-76.3813912,17z/data=!4m2!3m1!1s0x89c7de1e84dc9dd9:0xf543ab9d69e16fed) of the US 1 Bel Air Bypass in Harford County, MD, there is a wide segment of median and a grade separation of approximately 20-25 feet between each side of US 1. Although I've never seen a map or a diagram which confirms it, I believe this was intended to be the point where a proposed replacement of US 1 called the Perring Freeway was intended to join the bypass.
Further along the bypass, the awkward intersection where MD 24 joins US 1 was intended to be a large semi-directional interchange between the two highways. MD 24 was intended to proceed north beyond US 1; I've never seen a map or diagram of this route either so I don't know where it would have rejoined the current routing of MD 24, or what the interchange would have looked like. There are long-unfunded plans on the MDOT SHA books to use the ample site of the planned interchange to build a trumpet between US 1 and MD 24, and widen US 1 into a four-lane freeway between the southern end of the bypass and the intersection beyond the MD 24/924 interchange.
On the eastern side of the Baltimore Beltway, in Essex, MD, there is a very strangely shaped interchange (https://www.google.com/maps/place/I-695+%26+MD-702,+Rosedale,+MD+21221/@39.3284801,-76.48141,15z/data=!4m2!3m1!1s0x89c807bc3be5292d:0xea72a2554be95902) between I-695 and MD 702 at Exit 36. The Beltway was intended to follow MD 702 east of the interchange, travel down the peninsula formed by the north shore of the Back River, and cross the Back River at its mouth to the Chesapeake to rejoin the Beltway. At the point where it would have joined up, south of Exit 41, the median is very wide. Because the crossing was never built, I-695 has to follow the exit ramps that would have linked the Beltway with the freeway south of the interchange at Exit 36, and there are many unused underpasses, ramp stubs and carriageway stubs showing where the missing roads would have gone.
South of Exit 36, there is a sharp 45mph curve where the Beltway turns east. This would have been a link with the Windlass Freeway, a planned cutoff between I-95/895 and MD 43 White Marsh Blvd in Middle River, MD. The segment between I-95 Exit 59 and here was deleted, but not before the ramp stubs at I-95 Exit 59 and the short segment between this curve and Exit 36 were built.
I found out about most of these missing roads from MDRoads, Roads to the Future, and this forum. Someday I'd like to go in the SHA archives and see the plans for these roads and interchanges.
Quote from: paulthemapguy on October 25, 2018, 12:33:27 PM
The only thing I can recall that's close to this is something I know you're familiar with, Brandon: the I-72/US51 interchange on the north side of Decatur anticipating an I-39 extension. The ghost ramps have been removed, but you can still see the separation of the carriageways to allow for the flyover ramps.
what about this??
https://www.google.com/maps/@39.9042546,-88.9879546,1749m/data=!3m1!1e3!5m1!1e1
Quote from: TheOneKEA on November 04, 2018, 07:11:44 AM
At the southern end (https://www.google.com/maps/place/MD-147+%26+US-1,+Pleasant+Hills,+MD+21047/@39.5078735,-76.3813912,17z/data=!4m2!3m1!1s0x89c7de1e84dc9dd9:0xf543ab9d69e16fed) of the US 1 Bel Air Bypass in Harford County, MD, there is a wide segment of median and a grade separation of approximately 20-25 feet between each side of US 1. Although I've never seen a map or a diagram which confirms it, I believe this was intended to be the point where a proposed replacement of US 1 called the Perring Freeway was intended to join the bypass.
https://www.aaroads.com/forum/index.php?topic=20861.0
In short, yes that's where the Perring Parkway (official docs called it Parkway and not Freeway) would have tied in.
QuoteFurther along the bypass, the awkward intersection where MD 24 joins US 1 was intended to be a large semi-directional interchange between the two highways. MD 24 was intended to proceed north beyond US 1; I've never seen a map or diagram of this route either so I don't know where it would have rejoined the current routing of MD 24, or what the interchange would have looked like.
See above. MD 24 was not intended as a new-alignment beyond US 1, at least not in 1959, nor on 1965 and 1977 maps I found. The 1965 map suggests some sort of Outer Outer Baltimore Bypass freeway along MD 23 instead, which you can see at the top of the 1959 map in the above link. A 1957 Baltimore County map calls this the "North Cross-Country Expressway"...it would have crossed I-83 near Hereford.
QuoteOn the eastern side of the Baltimore Beltway, in Essex, MD, there is a very strangely shaped interchange (https://www.google.com/maps/place/I-695+%26+MD-702,+Rosedale,+MD+21221/@39.3284801,-76.48141,15z/data=!4m2!3m1!1s0x89c807bc3be5292d:0xea72a2554be95902) between I-695 and MD 702 at Exit 36. The Beltway was intended to follow MD 702 east of the interchange, travel down the peninsula formed by the north shore of the Back River, and cross the Back River at its mouth to the Chesapeake to rejoin the Beltway. At the point where it would have joined up, south of Exit 41, the median is very wide. Because the crossing was never built, I-695 has to follow the exit ramps that would have linked the Beltway with the freeway south of the interchange at Exit 36, and there are many unused underpasses, ramp stubs and carriageway stubs showing where the missing roads would have gone.
If this was the intention for the Baltimore Beltway, it was dead by 1964. The 1964 BMATS (Baltimore Metropolitan Area Transportation Study) plan had the Beltway splitting southward at Exit 34 (MD 7/Philadelphia Rd) and meeting the existing Beltway at the curve where the Windlass Freeway would have been built (as you noted below). A corridor along the MD 702/Southeastern Expwy was still proposed, but would have been at-grade past Eastern Blvd (much as it is today) and across the Back River Kozel suggests this was the Beltway plan on his website, but given the 1964 BMATS, I'm not convinced that was fully the case.
At the existing Beltway/702 interchange, the Windlass Freeway was planned to continue to the northeast, as far as the White Marsh (today's MD 43) per the 1964 BMATS.
QuoteSouth of Exit 36, there is a sharp 45mph curve where the Beltway turns east. This would have been a link with the Windlass Freeway, a planned cutoff between I-95/895 and MD 43 White Marsh Blvd in Middle River, MD.
As I noted above, this is also where the 1964 BMATS had the extension of the Beltway tying in. The existing Beltway between here and 702 was to have been an extension of the Windlass.
Quote from: froggie on November 04, 2018, 08:34:08 AM
Quote from: TheOneKEA on November 04, 2018, 07:11:44 AM
At the southern end (https://www.google.com/maps/place/MD-147+%26+US-1,+Pleasant+Hills,+MD+21047/@39.5078735,-76.3813912,17z/data=!4m2!3m1!1s0x89c7de1e84dc9dd9:0xf543ab9d69e16fed) of the US 1 Bel Air Bypass in Harford County, MD, there is a wide segment of median and a grade separation of approximately 20-25 feet between each side of US 1. Although I've never seen a map or a diagram which confirms it, I believe this was intended to be the point where a proposed replacement of US 1 called the Perring Freeway was intended to join the bypass.
https://www.aaroads.com/forum/index.php?topic=20861.0
In short, yes that's where the Perring Parkway (official docs called it Parkway and not Freeway) would have tied in.
I forgot about this thread! Thank you for the reminder!
Quote from: froggie on November 04, 2018, 08:34:08 AM
QuoteFurther along the bypass, the awkward intersection where MD 24 joins US 1 was intended to be a large semi-directional interchange between the two highways. MD 24 was intended to proceed north beyond US 1; I've never seen a map or diagram of this route either so I don't know where it would have rejoined the current routing of MD 24, or what the interchange would have looked like.
See above. MD 24 was not intended as a new-alignment beyond US 1, at least not in 1959, nor on 1965 and 1977 maps I found. The 1965 map suggests some sort of Outer Outer Baltimore Bypass freeway along MD 23 instead, which you can see at the top of the 1959 map in the above link. A 1957 Baltimore County map calls this the "North Cross-Country Expressway"...it would have crossed I-83 near Hereford.
Is the partially access-controlled segment of MD 140 between Taneytown and the eastern end of MD 832 also part of this proposed North Cross-Country Expressway?
Quote from: froggie on November 04, 2018, 08:34:08 AM
QuoteOn the eastern side of the Baltimore Beltway, in Essex, MD, there is a very strangely shaped interchange (https://www.google.com/maps/place/I-695+%26+MD-702,+Rosedale,+MD+21221/@39.3284801,-76.48141,15z/data=!4m2!3m1!1s0x89c807bc3be5292d:0xea72a2554be95902) between I-695 and MD 702 at Exit 36. The Beltway was intended to follow MD 702 east of the interchange, travel down the peninsula formed by the north shore of the Back River, and cross the Back River at its mouth to the Chesapeake to rejoin the Beltway. At the point where it would have joined up, south of Exit 41, the median is very wide. Because the crossing was never built, I-695 has to follow the exit ramps that would have linked the Beltway with the freeway south of the interchange at Exit 36, and there are many unused underpasses, ramp stubs and carriageway stubs showing where the missing roads would have gone.
If this was the intention for the Baltimore Beltway, it was dead by 1964. The 1964 BMATS (Baltimore Metropolitan Area Transportation Study) plan had the Beltway splitting southward at Exit 34 (MD 7/Philadelphia Rd) and meeting the existing Beltway at the curve where the Windlass Freeway would have been built (as you noted below). A corridor along the MD 702/Southeastern Expwy was still proposed, but would have been at-grade past Eastern Blvd (much as it is today) and across the Back River Kozel suggests this was the Beltway plan on his website, but given the 1964 BMATS, I'm not convinced that was fully the case.
That's interesting. I always found it strange that so many crossings of the Back River were planned for this part of Essex, and assumed that the large wartime traffic to and from Bethlehem Steel were the reason for so much freeway and highway capacity. If the proposal was dead by 1964, though, then why was the Patapsco Freeway south of Exit 41 built with such a wide median?
Quote from: froggie on November 04, 2018, 08:34:08 AM
At the existing Beltway/702 interchange, the Windlass Freeway was planned to continue to the northeast, as far as the White Marsh (today's MD 43) per the 1964 BMATS.
QuoteSouth of Exit 36, there is a sharp 45mph curve where the Beltway turns east. This would have been a link with the Windlass Freeway, a planned cutoff between I-95/895 and MD 43 White Marsh Blvd in Middle River, MD.
As I noted above, this is also where the 1964 BMATS had the extension of the Beltway tying in. The existing Beltway between here and 702 was to have been an extension of the Windlass.
I'm of the opinion that the segment of the Windlass Freeway between I-95 and this curve should be studied and eventually built. It would help relieve traffic on US 40 and MD 150 and reduce congestion on I-95 north and I-695. There's a sewage treatment plant along Windlass Run between the two freeways, so I wonder how much the local environment would be affected by the construction of a four-lane freeway.
Quote from: TheOneKEA on November 04, 2018, 09:35:38 AM
Quote from: froggie on November 04, 2018, 08:34:08 AM
See above. MD 24 was not intended as a new-alignment beyond US 1, at least not in 1959, nor on 1965 and 1977 maps I found. The 1965 map suggests some sort of Outer Outer Baltimore Bypass freeway along MD 23 instead, which you can see at the top of the 1959 map in the above link. A 1957 Baltimore County map calls this the "North Cross-Country Expressway"...it would have crossed I-83 near Hereford.
Is the partially access-controlled segment of MD 140 between Taneytown and the eastern end of MD 832 also part of this proposed North Cross-Country Expressway?
Possibly. The 1965 map suggests yes, but I've also seen planning maps from Frederick County that would be a definite
no.
QuoteQuote from: froggie on November 04, 2018, 08:34:08 AM
If this was the intention for the Baltimore Beltway, it was dead by 1964. The 1964 BMATS (Baltimore Metropolitan Area Transportation Study) plan had the Beltway splitting southward at Exit 34 (MD 7/Philadelphia Rd) and meeting the existing Beltway at the curve where the Windlass Freeway would have been built (as you noted below). A corridor along the MD 702/Southeastern Expwy was still proposed, but would have been at-grade past Eastern Blvd (much as it is today) and across the Back River Kozel suggests this was the Beltway plan on his website, but given the 1964 BMATS, I'm not convinced that was fully the case.
That's interesting. I always found it strange that so many crossings of the Back River were planned for this part of Essex, and assumed that the large wartime traffic to and from Bethlehem Steel were the reason for so much freeway and highway capacity. If the proposal was dead by 1964, though, then why was the Patapsco Freeway south of Exit 41 built with such a wide median?
The idea of a Back River bridge there was not dead in 1964. What was dead was the idea of using that bridge for the Beltway...if that was even a consideration. As I noted above, I'm not convinced that was the case.
Quote from: mgk920 on October 28, 2018, 10:16:46 PM
I'm more interested in those two ghost interchanges on I-70 east of the downtown area, the first at Indiana/Truman (I have no idea what its buildout plan towards Independence, MO was) and the other at 29th/Jackson (to feed into the Blue Parkway/MO 350?). What are the stories of these two unbuilt extensions?
IIRC, the Jackson Curve ghost ramps were for a feeder arterial, which then morphed into a short feeder freeway, which then morphed into a longer north-south freeway east of US 71 before being cancelled. The Truman curve appears to have been originally for a short feeder freeway to US 24, and later for a continuation of the north-south freeway which would have gone north to I-35. There some information on https://www.linecreekloudmouth.com/blog/kc-freeway-history/ (https://www.linecreekloudmouth.com/blog/kc-freeway-history/), and I think there was also a past discussion on it elsewhere in the forum.
Rockville Facility proposed to cross under Connecticut Ave:
https://www.google.com/maps/@39.0717861,-77.0770699,202m/data=!3m1!1e3
1968 bridge was built with extra width, and the curb flares out at all 4 corners for the cloverleaf that was never built. The SW and NW quadrants still have the groundwork for the outer ramps.
(edited to add:)
Groundwork laid for originally planned interchange of I-95 and I-295 outside Trenton, NJ.
https://www.google.com/maps/@40.2919103,-74.7728766,835m/data=!3m1!1e3
Quote from: froggie on November 04, 2018, 08:34:08 AM
If this was the intention for the Baltimore Beltway, it was dead by 1964. The 1964 BMATS (Baltimore Metropolitan Area Transportation Study) plan had the Beltway splitting southward at Exit 34 (MD 7/Philadelphia Rd) and meeting the existing Beltway at the curve where the Windlass Freeway would have been built (as you noted below). A corridor along the MD 702/Southeastern Expwy was still proposed, but would have been at-grade past Eastern Blvd (much as it is today) and across the Back River. Kozel suggests this was the Beltway plan on his website, but given the 1964 BMATS, I'm not convinced that was fully the case.
Since these discussions haven't resolved it fully I haven't changed it yet. Seems like the MD-702 route coupled with a river crossing made a continuous beltway route with no low-speed curves (there are three) as we have today with the segment of the Windlass Freeway and segment of the Patapaco Freeway. The east end of the Patapaco Freeway has a major curve as it transitions into the Outer Harbor Crossing toll facility.
The whole eastern part of the Baltimore Beltway (MD-2 to I-95 north) has its oddities in alignment as well as in how it was developed. Looks like it was cobbled together, both segmentally and in the widenings/dualizations.
Quote from: ipeters61 on October 26, 2018, 09:28:11 AM
I-84 Exit 46 in Hartford, CT (https://www.google.com/maps/place/40%C2%B045'14.8%22N+74%C2%B022'55.6%22W/@41.7616857,-72.7014168,251m/data=!3m1!1e3!4m5!3m4!1s0x0:0x0!8m2!3d40.754099!4d-74.382107?hl=en-US) 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?
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 (https://www.google.com/maps/@40.7885607,-73.0463084,3a,75y,302.35h,79.73t/data=!3m6!1e1!3m4!1sJov8rjMQSbywnnnGpMz8mQ!2e0!7i13312!8i6656?hl=en) (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.
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
I've always been fascinated by this in Milwaukee..
https://www.google.com/maps/@42.962388,-87.9669016,935m/data=!3m1!1e3
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).
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...
Chris Bessert's site has some great info on it... http://www.wisconsinhighways.org/milwaukee/stadium.html
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).
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.
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
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.
^ 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.
- 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.
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
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.
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
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:
(https://uploads.tapatalk-cdn.com/20180824/1cbbd991d7bfcebdbe8c5a5bbfb9c71a.jpg)
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
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).
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:
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.
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.
An interchange between SR 520 and the cancelled R.H. Thompson Expressway in Seattle was partially built. There were many ramp stubs and an unused overpass. Most of it has since been demolished, but 2011 Streetview has some interesting pictures:
https://www.google.com/maps/@47.645441,-122.2958249,3a,15y,223.16h,87.32t/data=!3m7!1e1!3m5!1sQneuPglts8kGoc5wTE8Xww!2e0!5s20080801T000000!7i13312!8i6656 (ramp stub)
https://www.google.com/maps/@47.6438354,-122.2936558,3a,44.7y,233.32h,83.99t/data=!3m7!1e1!3m5!1sRib_YGQnxHkSq8O-Ej0c5g!2e0!5s20150601T000000!7i13312!8i6656 (ramp stub)
https://www.google.com/maps/@47.642549,-122.2963541,3a,54.5y,260.63h,84.1t/data=!3m6!1e1!3m4!1sCi5-EONRBinq3RSyj8ThmQ!2e0!7i13312!8i6656
https://www.google.com/maps/@47.6448577,-122.2985085,3a,49.6y,78.12h,86.7t/data=!3m7!1e1!3m5!1sOMfKrJcuSMecFuLBWFq0xQ!2e0!5s20110701T000000!7i13312!8i6656 (Unused overpass)
https://www.google.com/maps/@47.6444929,-122.301395,3a,18.3y,67.07h,87.12t/data=!3m7!1e1!3m5!1sS13OpbO2iBnBPJUj2dkALg!2e0!5s20110701T000000!7i13312!8i6656 (overgrown ghost ramp with guardrails)
https://www.google.com/maps/@47.6450128,-122.2995878,3a,31.3y,87.85h,87.87t/data=!3m7!1e1!3m5!1shAxxYQJlnmgz28PosroKhw!2e0!5s20080801T000000!7i13312!8i6656 (ramp leading from the unused overpass)
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
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".
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 (https://www.google.com/maps/@40.0748841,-76.1794365,3a,75y,307.12h,70.82t/data=!3m6!1e1!3m4!1shM8HiDKdNb6t_TFJe50CyA!2e0!7i13312!8i6656) where the PA 23 (aka Goat Path) Expressway would've interchanged with it.
Quote from: Anthony_JK on November 14, 2018, 05:53:04 AM
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".
It's supposed to be a "T" eventually. That's why I said it was "only half-built". Right now yes, it's an L but you can clearly see in my link the northern extension stub.
Here's a partial one in Youngstown, Ohio:
https://goo.gl/maps/6wvNcuCD5Ys
A loop ramp off Williamson Avenue intended to carry US-62 traffic northeasterly on what's known as the Himrod Ave. Expressway. The ramp area was engineered and graded, but never actually constructed. US-62 runs north on Market Street, turns east on Williamson--and because this loop ramp wasn't built--then continues along Williamson; turns left (north) onto South Avenue, then enters the expressway via a short on-ramp eastward off South Ave.
Quote from: dcharlie on November 06, 2018, 01:23:58 PM
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...
Did they close off the ramps or no? It looks like you can't access them anymore.
Quote from: MantyMadTown on November 18, 2018, 04:58:21 PM
Quote from: dcharlie on November 06, 2018, 01:23:58 PM
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...
Did they close off the ramps or no? It looks like you can't access them anymore.
That interchange was never opened to public travel, only to Milwaukee County transit buses. It has been cut back since.
Mike