I know there's plenty of them. Post the ones that you know.
Sir Francis Drake BLVD from US 101 to I-580.
Route 23 in NJ was SUPPOSED to be a freeway, that never happened. The only part that was built up to freeway standards is the part just north of the interchange with I-80. It stays a freeway for about a mile or two, I think. Then it changes to a Jersey freeway, with an interchange but businesses lining the road, then soon after that, just a regular road.
Non-built Georgia Interstates:
I-485: Would have connected SR 400 with I-675 and US 78 (Stone Mountain Freeway).
I-420: Was to begin at I-20, near Douglasville, and continue along SR 166 (Langford Parkway) to around Gresham Park. The only portion to be built is antiquated Langford Parkway/"Lakewood Freeway."
I-175: Was to connect I-75 with Albany, starting at Cordele (SR 300 - Georgia-Florida Parkway). Currently, SR 300 is a divided highway that goes through several small towns en route to Albany, Georgia.
Be well,
Bryant
Chicago Area:
I-494 LSD Route: Present To "I-90" at Stony Island Dr North to US-41(LSD) to Ohio St then West to I-90/94 at Ohio Street Feeder Ramps.
I-494 Crosstown: I-90/94 Split at Kennedy/Edens Expy South along IL-50 to 75th St then East to I-90/94 Dan Ryan/Skyway Split
One of my favorites:
Ohio:
I-80S from Milan SW along OH-18 to Akron
Indianapolis:
I-165 from I-65/70 North Split NE to 38th St (Future Proposed I-69)
Take Care,
Stephen
Connector freeway CA-252 just south of downtown San Diego. It would've connected I-5 to I-805 at a point halfway between CA-94 and CA-54.
Oregon has its fair share of axed freeways.
- I-505 was to run along the present US 30's split with I-405 to NW Yeon Ave. A short distance, but it did appear on at least one map, from what I've seen.
- I-305 running along the Salem Parkway (Business OR 99E) connecting I-5 with downtown Salem.
- The Mt. Hood Freeway, though I'm not as familiar with this one. If I recall correctly, it was to go through SE Portland along what is now US 26. Maybe somebody can shed more light on that one.
- Naito Parkway (former OR 99W) was at one time going to be a freeway skimming the riverfront, but was axed in favor of the waterfront park (which I'm greatful for as I run in this park a few times a week!)
I-275 from I-96 in Farmington Hills to I-75 outside Clarkston
Tops on my list is the "cow pasture expressway"
i.e. The graded but never completed PA 23 expressway northeast of Lancaster, PA.
Also in Pennsylvania:
The original ideas for what became I-80 across PA (both toll and free) ran parallel to US 6 instead of its actual alignment.
New Jersey
How can we forget about the never completed section of I-95 that was supposed to run northeast towards the NJ Turnpike near I-287.
Connecticut
On some old atlases of mine I-384 east of Hartford and US 6 around Willimantic were supposed to be I-84 running eastward. To Providence? What's now I-84 from Hartford to the Mass Pike was I-86.
DC - Maryland
I-95 Through the city.
Maryland
In Baltimore: I-83 meeting up with I-95 east of Fells Point, I-70 running eastward to meet I-95 southwest of the Inner Harbor. Also, the part of I-795 that was supposed to run inside the I-695 beltway.
Massachusetts
I-95 was supposed to be (was?) the central artery and split off onto a partially built freeway that is currently signed US 1 but was never completed northeastward to close the gap.
Tennessee
The north loop of TN 840 may never be built.
I-40 through Memphis. (instead of around)
There were plans for a Jacksonville-Tampa toll facility (limited access freeway style like the Florida Turnpike) in the 1980's but plans for that were scrapped due to NIMBY's in the Micanopy area as well as environmental issues. Two portions of this proposed route have been or are being built. The Suncoast Parkway (Toll Florida 589) which opened in 2000 would have been the southern portion of the planned route. What would have been the northern section of this planned toll facility is now being constructed as part of the Branan Field-Chaffee Expressway (http://www.bfcxpress.com/) (Florida 23).
There was a proposed I-895 segment between I-95 Exit 40 near Bristol, PA, which I think was supposed to be a new Burlington-Bristol Bridge into New Jersey. I think it was supposed to end at I-295 in New Jersey. Later, it may have been one of the options for the I-95/Pa Turnpike interchange.
There are portions under construction, and one four-lane section already opened to traffic as an at-grade facility. The next portion to open will be the connection to Interstate 10. I've blogged about SR 23 here (https://www.aaroads.com/blog/?cat=16) and here (https://www.aaroads.com/blog/?p=141).
The portion under construction between 103rd St (Florida 134) and Interstate 10 will be finished in the fall of this year. The four-lane section south of 103rd St is actually limited access grade in preparation for the eventual outer-outer beltway.
NY 204 was supposed to go from I-490 to the airport at I-390. It was never built (and never will be) east of NY 33A.
I've also heard that the Lake Ontario State Parkway was supposed to continue past Lake Ave and follow abandoned railroad tracks to NY 590. There is certainly enough right of way for that to have happened in Durand Park; the portion of Lake Shore Blvd in the area only has two lanes but is wide enough for at least four (the remaining space is used for a left turn lane and parking).
Quote from: DrZoidberg on February 03, 2009, 10:23:30 AM
- The Mt. Hood Freeway, though I'm not as familiar with this one. If I recall correctly, it was to go through SE Portland along what is now US 26. Maybe somebody can shed more light on that one.
- Naito Parkway (former OR 99W) was at one time going to be a freeway skimming the riverfront, but was axed in favor of the waterfront park (which I'm greatful for as I run in this park a few times a week!)
The Mt. Hood Freeway was part of Robert Moses' freeway plans for Portland--just about none of which got built. It indeed was planned to run roughly in the area of SE Powell Blvd and was apparently going to connect into the current I-84 east of I-205. It was originally planned to be the alignment of I-84 (then I-80N) instead of the Banfield.
There's also a sort of "ghost divided highway" section of US 26 out near Boring as well, which was apparently going to connect into the Mt. Hood Freeway somehow.
As far as Naito Parkway . . . or as I still call it, Front Avenue . . . it never was planned to be a freeway. There actually was a US-99W expressway a few feet east of Front/Naito called Harbor Drive, right next to the river. Most of it was taken out and converted into Waterfront Park, but a short stretch of it still exists. It comes off of I-405 at the southern I-5 interchange as Exit 1A, cuts through the Riverplace neighborhood as a 5-lane surface arterial and then splits into Clay and Market Streets at Front/Naito. It's also partly the reason why the approaches to all the bridges in Portland from downtown are set up the way they are.
Many of the freeway revolt advocates in the area claim that Portland was the first major city to tear out a freeway, but the fact of the matter is, before Harbor Drive was replaced with Waterfront Park, the Marquam Bridge had been built, so the freeway was really just moved to the other side of the river. Plus, Harbor Drive, at least from what I've seen (it was before my time) it was a pretty cramped little roadway--like the Hawthorne Boulevard of freeways.
There's been a bunch of aborted projects down in Eugene as well--namely, the Roosevelt Freeway, which would have taken an alignment similar to that of Roosevelt Boulevard in West Eugene. After that was killed, there was also a West Eugene Parkway that was proposed, and actually approved by voters a couple of times, but the city council killed it.
-Alex (Tarkus)
Quote from: mightyace on February 03, 2009, 12:37:47 PM
On some old atlases of mine I-384 east of Hartford and US 6 around Willimantic were supposed to be I-84 running eastward. To Providence?
Yes, and to this day, Providence is the control city on 384 eastbound. Interesting artifact, that. Rather amusing.
Not as amusing as "Indio; Other Desert Cities", though. :pan:
Quote from: froggie on February 03, 2009, 06:18:39 PM
Quote from: mightyaceTops on my list is the "cow pasture expressway"
Or the "goat path" as locals call it...
QuoteNew Jersey
How can we forget about the never completed section of I-95 that was supposed to run northeast towards the NJ Turnpike near I-287.
Other way around, actually. It was to connect to I-287, not the Turnpike. It would've used today's I-287 to connect to the Turnpike at Exit 10.
QuoteConnecticut
On some old atlases of mine I-384 east of Hartford and US 6 around Willimantic were supposed to be I-84 running eastward. To Providence? What's now I-84 from Hartford to the Mass Pike was I-86.
Correct....to Providence.
QuoteMaryland
In Baltimore: I-83 meeting up with I-95 east of Fells Point, I-70 running eastward to meet I-95 southwest of the Inner Harbor. Also, the part of I-795 that was supposed to run inside the I-695 beltway.
This was covered earlier in the Baltimore thread (https://www.aaroads.com/forum/index.php?topic=92.0).
Thanks for the corrections. I knew those, but I was writing off the cuff and muffed those points. :banghead:
Missouri:
* MO 755/North-South Distributor, from the I-55/I-44 interchange, running through the US 40 interchange just west of Union Station, then up to I-70 just south of the McKinley Bridge
* Freeway along Page Avenue, from I-270 to I-70 downtown. This proposal was later extended west into St. Charles County. The section inside I-270 was cut back twice before apparently being canceled outright, first to MO 755, then to I-170. The section now in existence as MO 364 was orginally going to end at the I-70/MO 79 interchange.
* I-170 from US 40 to I-55, or even to MO 267 in one of the last proposals.
* Part of MO 141 between Valley Park and Rte HH/Clayton Road.
* US 71 from I-435 to the I-70/I-670 interchange - at least part of it is still unbuilt.
- The next few were considerations under various city plans, and some of them may not have been true freeways.
* A connector from I-55 to Gravois Avenue in St. Louis City, as indicated in the 1951 expressway plan. It was supposed to start south of the Delor Street overpass, but I don't remember the exact route very well. This one may have morphed into one of the proposals for I-44 to run south of Chippewa Street.
* The Franklin Avenue Branch of the Daniel Boone Expressway, shown in the 1951 expressway plan. Was to start from the area of the current US 40/Forest Park Ave interchange, and run north to some street crossing Martin Luther King Drive (then Franklin Avenue); it was not going to connect with the Mark Twain (I-70) Expressway. This was supposed to be the main fork of the Daniel Boone Expressway's "tuning fork" end (my name for it). The other branch, I think it was called Spruce, is the route that evolved into today's US 40.
* A freeway along Gravois Avenue inside St. Louis City, as indicated in the 1948 street plan. I believe this one fell through before 1951 due to the development along Gravois Avenue. May have only been an expressway (by today's terminology), but some of the pictures shown in the book on St. Louis City's planning (which I can't remember the title of at this moment) showed it as a below-grade freeway.
* A possible freeway from I-55 somewhere in St. Louis County that ran in the city along or using Morganford, Tower Grove, Boyle, and somehow ending near the I-70/Adelaide interchange. Only appeared in the 1948 street plan for St. Louis.
* A possible freeway along Skinker and the edge of St. Louis City. I've only seen it in the 1948 street plan, but it's possible this one evolved into today's I-170.
* A possible freeway using MO 47 as part of an "Outer Outerbelt" for St. Louis. A couple of newspaper articles seemed to be back and forth over this one, as some listed the project as an expressway.
* A possible freeway using the Rte M/Rte MM/Rte W/MO 109 corridor. This one was the "Outer Belt" for St. Louis, with only the section between I-55 and MO 21 (Rte M) seeing construction (but only as an expressway), but a partial expressway being considered to replace Rte MM ("Death Valley"). None of the old Post-Dispatch articles are clear on the standards the Outer Belt was to be built to.
- Proposals that were not seriously considered, but got mention in a newspaper article.
* An extension of I-170 north of I-270 to US 67. This one was suggested to take traffic off of US 67 shortly after the I-170 extension south of US 40 croaked in 1997.
* A freeway along or using MO 367 from the I-270 interchange to I-70. Just a proposal by some North County mayors in the late 1990's, seems to have been even less considered than the northern extension of I-170.
Illinois
A lot of rural ones in this state that didn't make it since the supplemental freeway plan fell through. See http://www.midwestroads.com/illinois/il%20supp%20fwy.pdf (http://www.midwestroads.com/illinois/il%20supp%20fwy.pdf) for a map. Some of them were or may be built as expressways.
Iowa
Had some planned like Illinois, but some were downgraded to expressways, others died completely. See http://homepage.mac.com/jeffmorrison/maps/1968plan.html (http://homepage.mac.com/jeffmorrison/maps/1968plan.html)
There may have been a couple cancellations around Cedar Rapids, but the long range plan that had the old freeway plan is not online anymore. I think US 151 from the IA 13 intersection to US 30 was to be a freeway, and a western bypass from the stub of IA 100 to US 30 was also going to be a freeway. The latter may come back as an expressway or arterial.
Nebraska
Only one I know for sure was the one starting from the I-480/US 75 interchange. There may have been more in the Omaha area that didn't make it. Lincoln may have had one canceled when the Northeast Radial fell through. A railroad relocation study for Lincoln showed a few interchanges on a north-south section of this road around 23rd Street between Capital Parkway and somewhere near the BNSF line angling northeasterly from downtown Lincoln.
In South Carolina:
I-126 and the SC 277 freeway were originally planned to form a continuous route through downtown Columbia. It will never be built, and isn't really needed, in my opinion.
I-526 was never finished in Charleston, but we've been talking about it for 40 years. The completion would join the southern end of 526 with the SC 30 freeway (James Island Connector). Within the last year, funding has been allocated for this project, but there is still some bickering over the design (full freeway vs. surface connector). I believe the state funding can only be used if the road is designated an interstate, so that ought to resolve that argument.
I remember a story in Charleston's local paper several years ago that contained the city's original freeway plan. I remember seeing a "Citadel Expressway" that would parallel US 17 south of downtown. I haven't been able to find that plan anywhere online, though.
On the map, it looks like I-185 and I-385 could have been planned to form a continuous route through downtown Greenville, but I'm not sure about that one.
While technically this was to be a Parkway, I found this old stretch of road-that-never-was interesting.
(link shows exits built to the planned roadway from the Staten Island Expressway)
http://maps.google.com/?ie=UTF8&t=k&om=1&ll=40.609644,-74.109124&spn=0.006597,0.012306&z=17 (http://maps.google.com/?ie=UTF8&t=k&om=1&ll=40.609644,-74.109124&spn=0.006597,0.012306&z=17)
It was originally intended to be the Richmond Parkway, and is for the most part, still there but overgrown with weeds and such. Originally built in the sixties but converted to be part of the Staten Island greenbelt ( http://nycgovparks.org/sub_your_park/vt_the_greenbelt/vt_gb_history.html (http://nycgovparks.org/sub_your_park/vt_the_greenbelt/vt_gb_history.html) ).
More info and pics on it here:
http://web.mit.edu/smalpert/www/roads/ny/richmond/ (http://web.mit.edu/smalpert/www/roads/ny/richmond/)
[attachment deleted by admin]
California had a highway 77 that was supposed to go from the East Bay areas of Walnut Creek and Concord to the Oakland hills. It showed up on some maps.
Back in the 1980's a limited access beltway was proposed for Lee County, Florida. Of course thanks to a bunch of NIMBY's it was never constructed, though all the survey benchmarks are still in place for the proposed route so one can look at a map and see its proposed alignment. I wonder, though, if it had been built if they would have gotten federal funding for it and would have had it designated Interstate 475 or even and Interstate 875 (which would have worked perfect in that part of southwest Florida)...
How many are in San Francisco again?
There was talk in the late 90s and/or early 00s about building a connector between Brentwood/Franklin @ I-65 and Smyrna @ I-24. Nothing has ever come of it.
First, too many expensive homes have gone up in the proposed route.
Second, it would be less than 10 miles north of TN 840.
Quote from: Ed T. on February 09, 2009, 04:40:51 PM
While technically this was to be a Parkway, I found this old stretch of road-that-never-was interesting.
Your routing there is incorrect. That Y junction was to be used for an extension of the existing Richmond Parkway, which has its stub east end (http://maps.google.com/?ie=UTF8&ll=40.560895,-74.171576&spn=0.007189,0.022488&t=h&z=16) at Arthur Kill Rd and Richmond Av. The rest of the highway was never built due to not wanting to disturb La Tourette Park. The route leading down to Great Kills Harbor was for the Willowbrook Parkway (the existing Willowbrook Parkway stubs just south of I-278.
And then you have the Wolfe's Pond Parkway and the south extension of the West Shore Expressway.
Bit of a crude sketch:
(https://www.aaroads.com/forum/proxy.php?request=http%3A%2F%2Fimg7.imageshack.us%2Fimg7%2F9358%2Fsihighwaysug1.th.png&hash=409573ce291bae4b007675014d3723706cfd6d3a) (http://img7.imageshack.us/img7/9358/sihighwaysug1.png)
All Robert Moses' ideas, of course.
Quote from: Duke87 on February 10, 2009, 05:04:53 AM
Your routing there is incorrect. That Y junction was to be used for an extension of the existing Richmond Parkway, which has its stub east end (http://maps.google.com/?ie=UTF8&ll=40.560895,-74.171576&spn=0.007189,0.022488&t=h&z=16) at Arthur Kill Rd and Richmond Av. The rest of the highway was never built due to not wanting to disturb La Tourette Park. The route leading down to Great Kills Harbor was for the Willowbrook Parkway (the existing Willowbrook Parkway stubs just south of I-278.
And then you have the Wolfe's Pond Parkway and the south extension of the West Shore Expressway.
You're absolutely correct. When I had originally made that sketch up I was trying to fit one roadway into the green space but it was actually two intersecting roadways.
Here's the archive to my original (dead) MIT link (great pics of the abandoned roadway): Archive.org: MIT link (http://web.archive.org/web/20071223000135/http://web.mit.edu/smalpert/www/roads/ny/richmond/)
And I found this additional link here: NYCRoads.com (http://www.nycroads.com/roads/korean-war-vets/)
Quote from: voyager on February 09, 2009, 10:50:26 PM
California had a highway 77 that was supposed to go from the East Bay areas of Walnut Creek and Concord to the Oakland hills. It showed up on some maps.
The section of Route 185 between 14th Street and I-880 was the first (and only) segment the of Route 77 freeway to be built; according to Dan Faigin's site cahighways.org, it's now signed between 880 and there.
Quote from: voyagerHow many are in San Francisco again?
Let's see...this only acknowledges routes which were either partially constructed, or which had a proposed route number:
I-480 between Marina Boulevard and Broadway
US 101 between Golden Gate Avenue and the proposed I-480 (at which point 480 and 101 would have run concurrent to the Presidio and Route 1)
the original I-280 north routing along Route 1, the northern extension of the Junipero Serra Freeway from Brotherhood Way (where JSF currently ends) along Junipero Serra Boulevard to Golden Gate Park, and then towards Park Presidio Boulevard to the existing Route 1 freeway
Route 87 between the city of San Jose and Army Street (the segment north of there is of course now I-280; the segment from Army Street to Brisbane became part of an extended, unbuilt Route 230)
the Mission Freeway (US 101?) north of Bosworth Street; south of there it is today's San Jose Avenue
I-80 Western Freeway along Fell Street from Golden Gate Park (at Route 1/I-280) to the Central Freeway where the old Fell Street ramps were - this was the most controversial plan of all of them IIRC
I-280 (originally Route 87?) from 6th Street to I-80, after 280 had been moved onto the old 87/82 (101) routing from the Route 1/Junipero Serra north extension; 280 was only ever completed up to 4th Street
I think that covers it, save for a couple of proposals that never received numbers (the Southern Crossing, the Crosstown Freeway along Monterey Boulevard, a Great Highway conversion, and a Tiburon bridge).
Metro Sacramento has quite a few unbuilt routes, most of which were nixed in the 1970s (and have since proven to have been necessary after all) -
Route 143 between Route 99 in Elk Grove and the I-80/Business 80 junction, providing a bypass of downtown Sacramento to the east for drivers going to Roseville; the current major surface arterial approximately on this route is Watt Avenue/Elk Grove-Florin Road
Route 244 between its current endpoint at Auburn Boulevard (east of the I-80/Business 80 split) and US 50 east of Rancho Cordova, which would have allowed traffic from the Bay Area to South Lake Tahoe to avoid downtown Sacramento using the I-80 (originally I-880) north bypass. (It also would have made it much easier to reach Natomas from the eastern suburbs)
Route 148 connecting I-5 and Route 99 (and Route 143) approximately along Cosumnes River Boulevard/Calvine Road, a surface street that is slated to be extended west to I-5 soon
Route 102, originally proposed as a freeway to supplant Elkhorn Boulevard/Greenback Lane between the airport and Folsom and Folsom-Auburn Road to Auburn, later rerouted on paper to be a more direct northern I-80 bypass from the airport area to Auburn.
The only freeway in the area still proposed in the long term is Route 65 from Roseville south to Rancho Cordova and southeast to its southern segment further down in the Central Valley; Sunrise Mall in Citrus Heights is located near where the 65/102 junction would have been.
Also, the Interstate 80 realignment along the railroad tracks from midtown Sacramento to the Del Paso Heights neighborhood, replacing the 1940s-1950s era US 40 and US 99E freeways, was nixed by the city council in 1979, with its right of way and funds being transferred to the light rail system. (In fact, the northernmost segment of the realignment, from Del Paso Heights to Watt Avenue, is now part of three Sacramento Regional Transit light rail stations). This of course led to 80 being rerouted north of town, US 50 being extended west along old I-80 and old US 40 (a decade previously, it had continued south down Route 99), and Business 80 replacing all of what had been I-80 through Sacramento and around the Arden-Arcade area. Business 80 of course has been a major regional bottleneck since, especially where the 1960s-era, interstate-quality eight-lane former US 99E/I-80 freeway in midtown narrows to 6 for the 1950s US 99E bridge.
Riverside Freeway in Tulsa.
Quote from: bugo on February 14, 2009, 02:04:02 PM
Riverside Freeway in Tulsa.
What about the western half of the loop. I've seen maps still showing this proposed, but I'm assuming that highway has been cancelled for a long time?
Quote from: aaroads on February 14, 2009, 02:06:49 PM
Quote from: bugo on February 14, 2009, 02:04:02 PM
Riverside Freeway in Tulsa.
What about the western half of the loop. I've seen maps still showing this proposed, but I'm assuming that highway has been cancelled for a long time?
It's still on the books. The segment of the Gilcrease from the N end of the Tisdale to its current end at Lewis is U/C and should be opening within the near future. The other segments of the loop are not being constructed at this time, but land acquisition has begun.
I wonder what they'll call this road? I'd number it as I-844, and reroute OK 11 to follow the Tisdale to end at I-244.
From another thread about it, the Sir Francis Drake freeway was never built from US 101 to I-580 in Marin County. I think that would have been a really short freeway though. I think it would have given that northern US 101 to east I-580 connection, even though I think it's not really that needed. Guess Caltrans agreed with me.
Delaware has a few:
U.S. 301 was to travel a full freeway from the state line west of Middletown northward to the unconstructed Exit 2 interchange of the Delaware Turnpike. The unconstructed Pike Creek Freeway was to continue north from there to Delaware 2 (Kirkwood Highway), transitioning into an arterial route that would link with Delaware 7 (Limestone Road).
Delaware 141 was to be a full freeway bypass of Wilmington. Sections between Delaware 2 and Delaware 41 and Delaware 100 and Interstate 95 at U.S. 202 Exit 8 were never built.
There was also a plan to build a 12th Street Expressway spurring into downtown Wilmington from Interstate 495 to the east. This never happened and a watered down 12th Street extension was built to the Exit 3 diamond interchange with the freeway instead.
Take a look at a map of Michigan. There are 4 North-South US Highways entering the state from Indiana and Ohio (US 31, US 131, US 127 and US 23) All have significant portions which are freeway and all have significant segments which were supposed to be upgraded to freeway status but now won't at all or won't be completed until who knows when.
At one time US 31 and US 131 were supposed to be rebuilt as freeways up to The Mackinac Bridge. Not going to happen now. US 31 has 2 freeway gaps from the Indiana border up to Ludington and one of them is a maddening 2.5 mile gap near Benton Harbor. These gaps will be filled in eventually...maybe...if the funds ever appear and our dimwitted politcal leaders ever get their act together.
US 131 was supposed to have it's freeway portion extended from where the freeway now ends in Schoolcraft to the Indiana Toll Road just south of the Indiana border. Now they're just going to bypass a couple of small towns and it's going to be a 2 lane bypass. WTF?
US 127 has a gap between just north of St Johns and Ithaca. Supposedly this gap is to made into a freeway someday, but who knows when. This should be an easy fix though. The route is already divided and there's only 1 traffic light and few at grade intersections along the route.
US 23 was at one time supposed to have its freeway portion extended from where it leaves I-75 to Tawas City or perhaps even Alpena. Not going to happen now although this actually makes sense because I'm sure the traffic, or lack thereof, wouldn't warrant it being upgraded to freeway standards. At least US 23 is a continuous freeway from south of the Ohio border to well north of Bay City.
I think the reason these southern routes haven't been upgraded is because so many people have been leaving Michigan for several years now and our politicians don't want to build us good roads to make it easier to leave. :spin:
Turned up an article with a few more dead freeways for Portland, OR:
http://www.wweek.com/story.php?story=6110 (http://www.wweek.com/story.php?story=6110)
Some of those freeways would really be beneficial to Portland today. I still am waiting, and will be for the rest of my days, to see a westside bypass of Portland. If I-605 ever came to be, it'd be a huge help to relieving traffic on Portland's west side.
Look at some vintage maps of the Los Angeles area and you'll see that the freeway system was originally intended to be even more extensive than it already is. The Reseda Freeway, the Whitnall Freeway, the Beverly Hills Freeway, the Laurel Canyon Freeway, the Industrial Freeway, all those and many others were originally slated to be built. By the 1970s, political and economic realities forced many of these projects to be canceled and now the Los Angeles/Orange County metropolitan area is paying the price.
NJ 75 between I-280 and NJ 21 in Newark and Belleville would have incredibly nice to have been built. It was known as the Newark Midtown Freeway, and was aimed to relieve congestion and provide a GSP truck alternative, as well as have a 2-3-3-2 configuration with 3 express lanes on each side. But by 1969, the project's costs had risen to $115 million, and it was shelved in 1973.
Unconstructed New Jersey 75 always interested me. That tri-level stack interchange along Interstate 78 surprised me when I first saw it in 1993. I have a few photos of the interchanges where the freeway would have ended (none of these are posted on AARoads yet):
(//www.aaroads.com/forum_images/northeast/i-078_eb_at_nj-075.jpg) (//www.aaroads.com/forum_images/northeast/i-078_eb_at_nj-075.jpg)
Eastbound at the Exit 58 off-ramp on Interstate 78, where New Jersey 75 north would have begun.
(//www.aaroads.com/forum_images/northeast/nj-075_south_end.jpg)
Aerial image showing the stack interchange and abrupt end.
(//www.aaroads.com/forum_images/northeast/i-280_eb_app_nj-075.jpg) (//www.aaroads.com/forum_images/northeast/i-280_eb_app_nj-075.jpg)
Original button copy sign alluding to the New Jersey 75 freeway.
(//www.aaroads.com/forum_images/northeast/i-280_wb_at_nj-075.jpg)
Interstate 280 westbound's mainline merges onto what was to be the north end of New Jersey 75.
(//www.aaroads.com/forum_images/northeast/nj-075_north_end.jpg) (//www.aaroads.com/forum_images/northeast/nj-075_north_end.jpg)
Aerial of the north end interchange with Interstate 280 (Exit 13) for unbuilt NJ-75.
Quote from: hm insulators on May 28, 2009, 05:07:48 PM
Look at some vintage maps of the Los Angeles area and you'll see that the freeway system was originally intended to be even more extensive than it already is. The Reseda Freeway, the Whitnall Freeway, the Beverly Hills Freeway, the Laurel Canyon Freeway, the Industrial Freeway, all those and many others were originally slated to be built. By the 1970s, political and economic realities forced many of these projects to be canceled and now the Los Angeles/Orange County metropolitan area is paying the price.
Riding around with Mike Ballard, I learned so much of what was unconstructed or partially built around Los Angeles. There is so much to see that that each time I go back, I find out something new.
One of my favorite stubs is the California 710 freeway spur from the 210 in Pasadena.
(//www.aaroads.com/forum_images/southwest/ca-710_nb_at_ca-134_wb.jpg) (//www.aaroads.com/forum_images/southwest/ca-710_nb_at_ca-134_wb.jpg)
There are also even more recent signs of unbuilt evidence, like the I-110 HOV stub near 28th Street (are they going to extend it north?):
(//www.aaroads.com/forum_images/southwest/flower_st_ab_at_i-110_hov_sb.jpg) (//www.aaroads.com/forum_images/southwest/flower_st_ab_at_i-110_hov_sb.jpg)
Quote from: AARoads on May 29, 2009, 01:03:23 AM
Quote from: hm insulators on May 28, 2009, 05:07:48 PM
Look at some vintage maps of the Los Angeles area and you'll see that the freeway system was originally intended to be even more extensive than it already is. The Reseda Freeway, the Whitnall Freeway, the Beverly Hills Freeway, the Laurel Canyon Freeway, the Industrial Freeway, all those and many others were originally slated to be built. By the 1970s, political and economic realities forced many of these projects to be canceled and now the Los Angeles/Orange County metropolitan area is paying the price.
Riding around with Mike Ballard, I learned so much of what was unconstructed or partially built around Los Angeles. There is so much to see that that each time I go back, I find out something new.
One of my favorite stubs is the California 710 freeway spur from the 210 in Pasadena.
(//www.aaroads.com/forum_images/southwest/ca-710_nb_at_ca-134_wb.jpg) (//www.aaroads.com/forum_images/southwest/ca-710_nb_at_ca-134_wb.jpg)
There are also even more recent signs of unbuilt evidence, like the I-110 HOV stub near 28th Street (are they going to extend it north?):
(//www.aaroads.com/forum_images/southwest/flower_st_ab_at_i-110_hov_sb.jpg) (//www.aaroads.com/forum_images/southwest/flower_st_ab_at_i-110_hov_sb.jpg)
For fifty years, the state of California has tried and tried and tried to connect that little stub with the rest of the I-710 to Long Beach, but the little city of South Pasadena has stubbornly refused to let the freeway be built through their community--a little David fighting off the freeway Goliath, as it were. So all the traffic trying to connect to the main stretch of the 710 has to use little surface streets like Fremont Avenue that were never designed to handle this traffic. Neighboring Alhambra would love the freeway to be built, but South Pasadena is just too stubborn.
The latest I've heard is that they're doing soil tests to see if they can tunnel under South Pasadena, sort of like the Big Dig in Boston.
In the meantime, the I-210/I-710/California 134 interchange pictured is always congested because of its design, especially for people wanting to stay on the 210. This interchange is at the west end of Pasadena (in your picture, we are facing north), and if you're heading west on the 210 and want to stay on the 210 past this interchange, you have to make a 90-degree elbow north on a little two-lane transition ramp. The 210 actually then heads due north for a mile or so before bending northwest through La Canada Flintridge (where I grew up) and ultimately on to the I-5.
Coming the other way from the I-5, you head generally southeast, then the last mile into the interchange, you head due south. Because of the truncated 710, most traffic has to squeeze into two lanes to catch the transition elbowing east to stay on the 210. So you got four lanes of traffic all of a sudden having to squeeze into a two-lane transition that can't really easily be widened because it tunnels under the interchange. You can imagine the traffic snarls, not only on that stretch of the 210, but also the eastbound California 134, especially during afternoon rush hour.
I think when this interchange was originally designed (it was constructed in the mid-1970s), they figured that more traffic would continue south on the 710 to Long Beach and they didn't figure on South Pasadena being so successful at fighting off the freeway this long.
On the 110 HOV lanes: I think they were eventually going to extend it, but I'm not sure whatever happened to that.
The elevated HOV lanes on the 110 were planned to connect with the El Monte Busway via an elevated connection. I have a drawing of one of the plans in my archives. I'll scan it and post it on my website soon. The viaduct would have bypassed the Four Level to the southeast but would have had some connections to the 101 and 110 from there.
Quote from: vdeane on February 03, 2009, 07:40:57 PMI've also heard that the Lake Ontario State Parkway was supposed to continue past Lake Ave and follow abandoned railroad tracks to NY 590. There is certainly enough right of way for that to have happened in Durand Park; the portion of Lake Shore Blvd in the area only has two lanes but is wide enough for at least four (the remaining space is used for a left turn lane and parking).
At one point it was intended for it to terminate at the Inner Loop (and the western terminus was intended to be at the Robert Moses Parkway in Youngstown, for that matter). In fact, both Buffalo and Rochester have quite a few freeways that never saw the light of day: http://www.gribblenation.net/nypics/planned/
Hartford, CT has a TON of unbuilt freeways. In addition to the aforementioned I-384, there is:
The I-291 Hartford beltway, of which 2 portions are in use. The part from I-91 in Rocky Hill to CT 9 in New Britain was never built, as well as the northwest quadrant from the end of CT 9 to the current western end of I-291 in Windsor. Ironically, CONNDot built its headquarters on land to be used for this.
3 other Hartford area interstates never built: I-491 (I-86), a short freeway from the end of CT 3 to near the I-84/291/384 interchange in Manchester. I-484 as a connector between I-84 exit 48 and I-91 exit 29A with a tunnel under Bushnell Park. I 284 as an extension of CT 2 up to I-291 in South Windsor.
2 freeway extensions that were supposed to be part of the original CT 9: one from the north end of the Berlin Turnpike to I-84 exit 45, and from Exit 46 to the CT 187/189 freeway in the middle of nowhere.
Countless other state route freeway extensions statewide. To name a few: CT 8 to the Mass Pike, CT 11 (we all know that one), CT 72 to CT 8, CT 78 to I-95, Super 7 from Norwalk to Danbury, CT 40 as the CT 10 expressway to I-84 exit 29.
Metropolitan Baltimore has the eastern end of I-70 (https://maps.google.com/maps?q=woodlawn+md&hl=en&ll=39.301395,-76.712186&spn=0.009282,0.01929&sll=39.114545,-76.578441&sspn=0.018613,0.038581&t=h&hnear=Woodlawn,+Baltimore,+Maryland&z=16) and the southern end of I-83 (https://maps.google.com/maps?q=Fallsway,+Baltimore,+MD&hl=en&ll=39.290734,-76.606722&spn=0.009283,0.01929&sll=39.296817,-76.608778&sspn=0.009283,0.01929&oq=fallsway+&t=h&hnear=Penn+-+Fallsway,+Baltimore,+Maryland&z=16) which were never built. South of Baltimore in Anne Arundel County, Md. 10 ends at Md. 2 in Pasadena (https://maps.google.com/maps?q=pasadena+md&hl=en&ll=39.114545,-76.578441&spn=0.018613,0.038581&sll=38.804821,-77.236966&sspn=2.392779,4.938354&t=h&hnear=Pasadena,+Anne+Arundel,+Maryland&z=15) instead of connecting to U.S. 50/U.S. 301 in Arnold.
Quote from: mightyace on February 03, 2009, 12:37:47 PMMassachusetts
I-95 was supposed to be (was?) the central artery and split off onto a partially built freeway that is currently signed US 1 but was never completed northeastward to close the gap.
What you're describing is only one piece of the "missing" I-95 in the Boston area... the extension of the Northeast Expressway to MA 128 (at the current I-95 interchange in Peabody).
The Southwest Expressway portion of I-95 (between the Mass Ave. interchange and Canton (current I-93/95/MA 128 interchange) was also never built along with the I-695/Inner Belt and related connectors to MA 2 and US 3.
US 3/Northwest Expressway was never extended south of I-95/MA 128 in Burlington.
The Vinnin Square & Salem Connectors (originally to I-95, then later to MA 128) were never fully built. The new Salem-Beverly Bridge (MA 1A) and the 2-lane Bridge St. Bypass (MA 107) are the only legs of the Salem Connector that became reality within the last decade-and-a-half. The Forest St. interchange off MA 128 (Exit 28) was originally intended to be the western leg of the above-canned connectors.
An Outer Beltway, located mid-way between I-495 and I-95/MA 128 was planned but never became reality.
I-895 in southern MA, aka Providence's eastern beltway/bypass.
MA 25 extension to MA 3 in Plymouth.
I-290 eastern extension from I-495 to MA 2 and even I-95/MA 128.
A direct highway connection between the I-90/Mass Pike and Worcester Airport (ORH).
Rhode IslandI-84 between the CT State line and I-295, the completed leg east of I-295 is designated as US 6.
I-895 between the MA state line and I-95 (Exit 3). The Newport & Jamestown-Verrazano Bridges along with highway segments of RI 138 from Newport to the US 1 interchange were originally intended to be parts of I-895.
PennsylvaniaA few more to add:
US 422 Expressway extension from King of Prussia to I-476 in Radnor aka the Radnor Spur.
I-695/Cobbs Creek & Crosstown (aka South St.) Expressways in Philly and Darby Borough, Delaware County.
Tacony/Pulaski Expressway from I-95/Betsy Ross Bridge (Exit 26) interchange to Northeast & North Philly.
West Philadelphia Expressway (US 1).
Lansdowne Expressway (from above-West Philly Expressway to I-476 in Marple Twp., Delaware County).
Woodhaven Road Expressway Extension (PA 63) west of US 1; although a portion of it may be revived.
US 202 Expressway north of Doylestown, aka Section 800.
US 202 Expressway between King of Prussia (I-76) and Montgomeryville (PA 309), aka Sections 500 & 600. Note: Section 700 was downgraded to a Parkway and was opened in late 2012.
New JerseyI-695, a western north-south connector linking I-287 to the never-built Somerset Expressway (I-95).
NJ 90 east of NJ 73; this expressway would've paralleled NJ 73 and terminated at such just of the NJ Turnpike (near/at Exit 4).
NJ 92.
NJ 55 south of its present terminus at NJ 47. Note: the NJ 347 corridor was originally planned to a part of the 55 Freeway Extension.
US 322 Expressway east of the Commodore Barry Bridge to NJ 55.
Ditto on the unbuilt New Jersey freeways. NJ has enough problems with traffic as the current road system is so outdated that it cannot handle the increased cars, trucks, and buses that developed. It is sad as the proposals were so nice, it would have helped plenty, but we all know what makes the world go around. Unfortunately, New Jersey does not have enough to go around to make the ideal road system for the times we are in.
Also to add, is the unbuilt NJ 24 west of I-287 along with its spur to NJ 10. It would have terminated at current CR 510 somewhere west of Morristown as NJ 24 once did continue west to Hackettstown and even at one time to Phillipsburg.
Then the NJ 31 freeways in Mercer and Hunterdon Counties, especially the latter which would by-pass Flemington that was proposed in the 1980's after local business owners disapproved of widening existing NJ 31 within Flemington.
Yellowstone's Grand Loop Road was going to be a freeway. A short piece was built at the Old Faithful exit.
Connecticut
Never constructed: 1 (West Haven), 10, 35/110, (42), US 44, (68), 71, 79, 80, 82, 83, 117/164, 137, 313
Only stubs: 4, 5/I-284, 9/189, 73, 190, 501, 504, East Rock Connector, Ring Road, 702
Parts missing: 2, 2A, 6/I-84/I-384, 7, 8, 9, 11, 17, 20, 22/40, 25, 32, 34, 66, 72, I-86/I-491, I-291, I-484
Some designations are combined if the proposed or working number changed. Number in parentheses if proposal was in corridor but never associated with number in plans or articles I've found.
Hartford area map: http://www.kurumi.com/roads/ct/hfd-fwy-60s.html
Milwaukee had several unbuilt/partially built freeways that will never be completed:
Stadium South: Extension of Stadium Interchange to I-894. South now a bus-only entrance.
Stadium North: From Stadium Interchange north to I-43/ WI 57 interchange by Saukville. South end buil as current US41 (soon to be renumbered) . I-43 SB over WI 57 was built as a 3rd-level overpass as the never-built freeway was to be at a 2nd-level bridge at that interchange.
Bay Freeway: Was planned where Brown Deer Road is
Park West/Fond du Lac Freeway: To follow WI 145 from the interchange of US 41/45 and the interchange with I-43. Only the west part from US 41/45 to 68th St was built. The rest is still city streets.
Park East Freeway: To follow WI 145 from I-43 to the never-built Lake freeway. A short elevated freeway was built from I-43. It has since been demolished and replaced with city streets.
Lake Freeway: To follow the lake eventually from the north suburbs down to Illinios. Only the Hoan Bridge part was built and many years, a Lake Parkway was built to connect to it to the south, but not as a freeway.
Western freeway: Planned primarily for Waukesha County. Was planned to connect to US 41/45 at the Mequon Road interchange, and a bridge over the freeway is extra long as it was to accommodate ramps from that unbuilt freeway.
There were a bunch of planned freeways in Northern Virginia detailed in the "1969 Northern Virginia Major Thoroughfare Plan." I can't find details online, though; the site that once had some maps is now gone. I believe the public library in Fairfax City has a copy; if I have time when I'm next out there, I'll try to find it and use my iPad camera to make some scans.
Quote from: 1995hoo on May 07, 2013, 12:05:09 PM
There were a bunch of planned freeways in Northern Virginia detailed in the "1969 Northern Virginia Major Thoroughfare Plan." I can't find details online, though; the site that once had some maps is now gone. I believe the public library in Fairfax City has a copy; if I have time when I'm next out there, I'll try to find it and use my iPad camera to make some scans.
Scott Kozel's excellent Roads to the Future (http://roadstothefuture.com/) site had a discussion of some of those plans, but he seems to have taken them down.
The two biggest freeway cancellations in Northern Virginia were the Outer Beltway connections to Maryland; and the Monticello Freeway, which would have (roughly) run parallel to parts of Va. 620 (Braddock Road) from the City of Manassas, Prince William County, Fairfax County to Alexandria and Arlington County. Much of the Outer Beltway is now a scaled-down Va. 286 (Fairfax County Parkway), and the lack of connections across the Potomac River can (in my opinion) more properly blamed on Maryland's elected officials, since the entire river is in Maryland.
So the Monticello Freeway got cancelled, but the massive development in the independent cities of Manassas, Manassas Park and nearby areas of Prince William County
happened anyway (a recurring theme elsewhere).
Unlike some of the freeway cancellations in D.C. and Maryland, no assertion was ever made that some Metrorail lines could replace the Monticello Freeway, since Prince William County and the cities were never members of the WMATA interstate compact, and (as far as I know) have never shown any interest in joining (since they would almost certainly have to raise property taxes to fund their share of WMATA rail operating deficits and to fund at least some of WMATA's never-ending capital subsidy needs).
The predictable results of the cancellation of the Monticello Freeway can be seen nearly every day on I-66 between Va. 234 Business (Sudley Road) and I-495.
I once saw an I-595 once planned near the Pentagon. I was wondering what was up with that? It seemed like it was a very short stub of I-395 that used one of the existing roads.
Quote from: roadman65 on May 07, 2013, 12:44:24 PM
I once saw an I-595 once planned near the Pentagon. I was wondering what was up with that? It seemed like it was a very short stub of I-395 that used one of the existing roads.
I believe this was a planed spur of I-395 to run south along U.S. 1 (Jefferson Davis Highway).
Arlington County was very much opposed to this, and it was changed to an upgrade of U.S. 1 to a kind of boulevard with some interchanges but mostly signalized intersections at-grade.
Quote from: roadman65 on May 07, 2013, 12:44:24 PM
I once saw an I-595 once planned near the Pentagon. I was wondering what was up with that? It seemed like it was a very short stub of I-395 that used one of the existing roads.
As cpzilliacus says, it's now US-1 through Crystal City. It's a six-lane arterial on which a lot of people go 60+ mph when traffic is light. I sometimes use that route at night coming back from Capitals games (due to construction on I-395) and it's quite difficult to haul your speed down from 65—70 on I-395 to anything remotely close to 35 mph through Crystal City.
Quote from: cpzilliacus on May 07, 2013, 12:35:17 PM
Quote from: 1995hoo on May 07, 2013, 12:05:09 PM
There were a bunch of planned freeways in Northern Virginia detailed in the "1969 Northern Virginia Major Thoroughfare Plan." I can't find details online, though; the site that once had some maps is now gone. I believe the public library in Fairfax City has a copy; if I have time when I'm next out there, I'll try to find it and use my iPad camera to make some scans.
Scott Kozel's excellent Roads to the Future (http://roadstothefuture.com/) site had a discussion of some of those plans, but he seems to have taken them down.
....
I thought I recalled him having a sub-site (compiled by someone else) that had some maps and stuff. Somewhere I remember seeing a diagram of a proposed stack interchange somewhere not far from Fairfax Circle, possibly near where the Circle Towers complex has stood for the past 40-some years. I remember finding that part especially interesting because my parents have lived fairly close to there since 1983 and I was trying to wrap my mind around the idea of a highway rammed through the Pickett Road/Blake Lane area.
Quote from: PHLBOS on May 07, 2013, 11:15:08 AM
NJ 55 south of its present terminus at NJ 47. Note: the NJ 347 corridor was originally planned to a part of the 55 Freeway Extension.
Actually, NJ 347 was simply a county road that was upgraded to NJ 347, although a sign states the stretch of roadway is still maintained by Cumberland County (and not NJDOT). NJ 55 would have veered to the east just before where the southern end of 55 meets NJ 47, then ran more/less parallel to NJ 347, and at one point cross over what is now 347. It would then run south of NJ 83, meeting up with the GSP around Exit 13.
Another mostly unknown about Rt. 55 - the original plans didn't have it meeting up with NJ 42, but rather with US 130 in the Westville area. I've never seen the paper plans for this routing. There is definitely nothing visible that would suggest where a corridor was even planned to come thru the area (unlike, for example, the visible corridor for some of I-95 thru North Jersey).
http://web.archive.org/web/20081207055023/http://www.roadstothefuture.com/roadsnova/
You're welcome.
Quote from: NE2 on May 07, 2013, 01:15:16 PM
http://web.archive.org/web/20081207055023/http://www.roadstothefuture.com/roadsnova/
You're welcome.
Outstanding, thanks. Indeed that is where I saw the interchange diagrams I was remembering. This one here is the one near Fairfax City I was referring to before. In this image, west is up, north is to the right. For those who know the area, the Northern Virginia Expressway shown on the map is superimposed over the baseball fields at Thaiss Park on Pickett Road at the left side of the map (Santayana Drive in the Mantua neighborhood ends at the cul-de-sac where the small circle is next to there) and the interchange between the Northern Virginia Expressway and the Blake Lane Connector is where the Circle Towers complex was built. The flyover ramp from the southbound Northern Virginia Expressway to eastbound Route 50 would have cut through the property where the luxury retirement home called "the Virginian" (9229 Arlington Boulevard....why do I know that? I worked there when I was in high school) is located today.
(https://www.aaroads.com/forum/proxy.php?request=http%3A%2F%2Fweb.archive.org%2Fweb%2F20090105205523im_%2Fhttp%3A%2F%2Fwww.roadstothefuture.com%2Froadsnova%2Fnveus50.gif&hash=a5ca7c86dd3a32890a1110a798d5f3f68888d1f0)
Toronto got its share of unbuilt freeways/expressways like the Spadina expressway, Richwiew Expwy, Crosstown Expwy, Scarborough Expwy.
http://www.gettorontomoving.ca/Richview_Expressway.html
http://www.gettorontomoving.ca/Scarborough_Expressway.php
Montreal:
A-19 northern extension
Ville-Marie autoroute
A-13 to Mirabel airport
A-440 between A-40 and A-13
Quote from: hm insulators on May 28, 2009, 05:07:48 PM
Look at some vintage maps of the Los Angeles area and you'll see that the freeway system was originally intended to be even more extensive than it already is. The Reseda Freeway, the Whitnall Freeway, the Beverly Hills Freeway, the Laurel Canyon Freeway, the Industrial Freeway, all those and many others were originally slated to be built. By the 1970s, political and economic realities forced many of these projects to be canceled and now the Los Angeles/Orange County metropolitan area is paying the price.
Not before they tore down Brian Wilson's house
Another one for Massachusetts that was never built - the extension of the Lowell Connector from its present terminus at Gorham Street north to rejoin US 3. The large church located at the end of the current highway is the principal reason this never happened.
Quote from: roadman on May 07, 2013, 01:58:12 PM
Another one for Massachusetts that was never built - the extension of the Lowell Connector from its present terminus at Gorham Street north to rejoin US 3. The large church located the end of the current highway is the principal reason this never happened.
So the unbuilt Connector would've swung to a northwesterly direction at some point (the current Connector heads in a northeasterly direction)? Interesting.
There's no mention of such in Steve Anderson's BostonRoads account of the Lowell Connector. Looks like he missed that one.
http://www.bostonroads.com/roads/lowell/ (http://www.bostonroads.com/roads/lowell/)
Further up US 3 towards Nashua, NH; will the Circumferential Highway east of Nashua ever get built? The southern stub from US 3 to NH 3A was built but that's about it.
We all know that both I-74 and I-69 would have went through Indy instead of going around it for I-74 and ending presently for the latter at the 465 loop, however it would have been nice, though, if both of those interstates could have made it to I-70 & I-65.
Just as the cancelled Baltimore connections, with the Boston, and Central Jersey sections of I-95 that never got built. It would have been nice to see I-95 original alignment through those cities. I must laugh now that the NJTA has to widen the NJ Turnpike from Exits 6 to 9 when if they would have allowed the cancelled Somerset Freeway to be built, they would have never had to undertake such a project now.
Then in addition to I-95 in Baltimore you have I-70 ending at a Park and Ride lot and I-83 ending Downtown at city streets, that all would have connected to the Maine to Florida interstate. I was disappointed when they cancelled them as the plans were neat.
Michigan's M-37 (yes, the one in my avatar) had two freeway segments planned at various times.
There was going to be a freeway from Hastings to west of Battle Creek (http://michiganhighways.org/indepth/M-37expwy.html) that would replace both M-37 and M-43 in southern Barry County, starting off as a Super 2 expressway and then being upgraded as necessary. It's not known why this never happened. The current highways are still mostly on their 1930s alignments, and have way more hills and sharp curves than you'd ever see on a new road today, especially M-43.
Then, as mentioned as the article above, M-37 in northern Kent County from Casnovia to south of Sparta is first a Super 2 expressway and then later a 4-lane divided expressway. There are no interchanges or overpasses, but everything north of the Alpine Ave split is limited access, and there's still enough right of way to make the whole thing 4-lane divided. It never became a full freeway because the US 131 freeway rendered it redundant. I'm not sure how far it was supposed to go (internet speculation says I-96 to Newaygo), but nothing north of Casnovia was ever started.
There was a reference above to the myriad of L.A.-area freeways that never got built, but one of the most interesting to me is the bypass of PCH between Santa Monica and Topanga Canyon...3/4 mile offshore.
http://www.surfsantamonica.com/ssm_site/the_lookout/news/News-2003/Sept-2003/09_29_03_Dreaming_Big_The_Road_in_the_Sea.htm
Quote from: DTComposer on May 07, 2013, 11:41:41 PM
There was a reference above to the myriad of L.A.-area freeways that never got built, but one of the most interesting to me is the bypass of PCH between Santa Monica and Topanga Canyon...3/4 mile offshore.
http://www.surfsantamonica.com/ssm_site/the_lookout/news/News-2003/Sept-2003/09_29_03_Dreaming_Big_The_Road_in_the_Sea.htm
Wow. Gives new meaning to the phrase "go to sea in your car" (which was for many years the phrase by which Virginia's Chesapeake Bay Bridge Tunnel marketed itself).
Quote from: roadman65 on May 07, 2013, 03:31:16 PM
It would have been nice to see I-95 original alignment through those cities. I must laugh now that the NJTA has to widen the NJ Turnpike from Exits 6 to 9 when if they would have allowed the cancelled Somerset Freeway to be built, they would have never had to undertake such a project now.
As much as I dislike NIMBYs (including NIMBYist opposition to the Somerset Freeway), I understand that had a "free" I-95 been built there, it would have diverted a large amount of commercial vehicle traffic away from the New Jersey Turnpike, which was built in large part to serve that traffic (and probably posed something of a financial threat to the long-term financial viability of the Turnpike Authority).
In my perfect world, the New Jersey Turnpike Authority (and not NJDOT) would have built I-95 from I-287 to Trenton across Somerset County as a
tolled alternative to the existing Pike.
Quote from: cpzilliacus on May 07, 2013, 11:02:11 AM
Metropolitan Baltimore has the eastern end of I-70 (https://maps.google.com/maps?q=woodlawn+md&hl=en&ll=39.301395,-76.712186&spn=0.009282,0.01929&sll=39.114545,-76.578441&sspn=0.018613,0.038581&t=h&hnear=Woodlawn,+Baltimore,+Maryland&z=16) and the southern end of I-83 (https://maps.google.com/maps?q=Fallsway,+Baltimore,+MD&hl=en&ll=39.290734,-76.606722&spn=0.009283,0.01929&sll=39.296817,-76.608778&sspn=0.009283,0.01929&oq=fallsway+&t=h&hnear=Penn+-+Fallsway,+Baltimore,+Maryland&z=16) which were never built.
Also the extension of I-395 along the MLK Parkway to 83? According to the latest Baltimore freeway plan
thingy, I-70 would've ended at it instead of going across to I-95 near where 895 ends, and then that huge bend on the Beltway. Not completely sure, though.
Or did the final plan have 70 going down to 95, and then the leg into downtown (including the disconnected piece of it) would be 170? I know that was part of the improvision 1.0 plan. (2.0 was 595 along 170, then curving down along would-be 70 to 95.)
Quote from: Roadsguy on May 08, 2013, 07:51:17 AMAlso the extension of I-395 along the MLK Parkway to 83?
Wasn't I-395 originally planned to be the southern leg/terminus of I-83 had it been fully built by the Inner Harbor?
Quote from: ssummers72 on February 03, 2009, 09:29:30 AM
Chicago Area:
I-494 LSD Route: Present To "I-90" at Stony Island Dr North to US-41(LSD) to Ohio St then West to I-90/94 at Ohio Street Feeder Ramps.
I-494 Crosstown: I-90/94 Split at Kennedy/Edens Expy South along IL-50 to 75th St then East to I-90/94 Dan Ryan/Skyway Split
I remember the I-494 Crosstown best! As a kid, I remember drawing the route on Chicago maps in the years after it was decided that it would never get built.
Also, the Lake Shore upgrade was briefly renumbered to I-694, once the I-494 number was moved to the Crosstown.
Quote from: PHLBOS on May 08, 2013, 08:29:24 AM
Quote from: Roadsguy on May 08, 2013, 07:51:17 AMAlso the extension of I-395 along the MLK Parkway to 83?
Wasn't I-395 originally planned to be the southern leg/terminus of I-83 had it been fully built by the Inner Harbor?
No, I-83 was to curve east of the Inner Harbor and through the Canton area of Baltimore City (the plans there were really,
really destructive of the Canton neighborhood) and tie in to I-95 north of the Fort McHenry Tunnel toll plaza, in the middle of where the O'Donnell Street/Boston Street/Interstate Avenue (Exit 57) interchange.
You can see the stub ramps on I-95 in Google satellite here (https://maps.google.com/maps?q=baltimore+md&hl=en&ll=39.281683,-76.550202&spn=0.001161,0.002411&safe=off&hnear=Baltimore,+Maryland&gl=us&t=h&z=19) and here (https://maps.google.com/maps?q=baltimore+md&hl=en&ll=39.276177,-76.551924&spn=0.002321,0.004823&safe=off&hnear=Baltimore,+Maryland&gl=us&t=h&z=18).
Quote from: cpzilliacus on May 08, 2013, 12:40:09 PM
Quote from: PHLBOS on May 08, 2013, 08:29:24 AM
Quote from: Roadsguy on May 08, 2013, 07:51:17 AMAlso the extension of I-395 along the MLK Parkway to 83?
Wasn't I-395 originally planned to be the southern leg/terminus of I-83 had it been fully built by the Inner Harbor?
No, I-83 was to curve east of the Inner Harbor and through the Canton area of Baltimore City (the plans there were really, really destructive of the Canton neighborhood) and tie in to I-95 north of the Fort McHenry Tunnel toll plaza, in the middle of where the O'Donnell Street/Boston Street/Interstate Avenue (Exit 57) interchange.
You can see the stub ramps on I-95 in Google satellite here (https://maps.google.com/maps?q=baltimore+md&hl=en&ll=39.281683,-76.550202&spn=0.001161,0.002411&safe=off&hnear=Baltimore,+Maryland&gl=us&t=h&z=19) and here (https://maps.google.com/maps?q=baltimore+md&hl=en&ll=39.276177,-76.551924&spn=0.002321,0.004823&safe=off&hnear=Baltimore,+Maryland&gl=us&t=h&z=18).
Scott Kozel has some maps showing various versions of the plans: http://www.roadstothefuture.com/Balt_City_Interstates.html Make sure you view the pages linked at the bottom as well. Interesting diagrams of the planned interchanges and the like, and one of them shows I-83 running across town. cpzilliacus is right, it'd also have done a number on Fells Point. That same image shows the proposed Fort McHenry
Bridge that was originally the preferred option instead of the tunnel they eventually built.
It's amusing, and somewhat pathetic, to look at how urban planners (Robert Moses being another) once viewed waterfront real estate as undesirable and as places to build either tenements or roads that cut everyone off from the water.
Quote from: cpzilliacus on May 08, 2013, 12:40:09 PM
Quote from: PHLBOS on May 08, 2013, 08:29:24 AM
Quote from: Roadsguy on May 08, 2013, 07:51:17 AMAlso the extension of I-395 along the MLK Parkway to 83?
Wasn't I-395 originally planned to be the southern leg/terminus of I-83 had it been fully built by the Inner Harbor?
No, I-83 was to curve east of the Inner Harbor and through the Canton area of Baltimore City (the plans there were really, really destructive of the Canton neighborhood) and tie in to I-95 north of the Fort McHenry Tunnel toll plaza, in the middle of where the O'Donnell Street/Boston Street/Interstate Avenue (Exit 57) interchange.
You can see the stub ramps on I-95 in Google satellite here (https://maps.google.com/maps?q=baltimore+md&hl=en&ll=39.281683,-76.550202&spn=0.001161,0.002411&safe=off&hnear=Baltimore,+Maryland&gl=us&t=h&z=19) and here (https://maps.google.com/maps?q=baltimore+md&hl=en&ll=39.276177,-76.551924&spn=0.002321,0.004823&safe=off&hnear=Baltimore,+Maryland&gl=us&t=h&z=18).
Thanks for the info. Maybe they should've ran I-83 down to I-395 (the missing segment could be s similar set-up to what the I-676/Vine Expressway is in Philly w/its parallel boulevards (local Vine St.) flanking the expressway); that would've cleared the Canton area.
Another waterfront freeway that never got built is the short-lived 1968 proposal for Interstate H-4 in Honolulu. That apparently was conjured up in a hurry, to get Hawaii in line for some of the additional Interstate mileage Congress had recently authorized. The H-4 idea died a quick and merciful death, though not before stirring up local opposition.
Details (including a link to the proposal to FHWA, with a route map) are in the Hawaii Highways FAQs (http://www.hawaiihighways.com/FAQs-page4.htm#Interstate-plans). The planned segment in downtown Honolulu was strikingly similar to San Francisco's late Embarcadero Freeway (I-/CA 480), with the viaduct passing right next to the waterfront Aloha Tower much like the Embarcadero was adjacent to the Ferry Tower. The H-4 viaduct would have been single-decked, not double-decked like the Embarcadero, but I think the visual damage would've been similar.
Someone mentioned NJ-92. The original plan was where it peeled off of NJ-33 just east of Twin Rivers (I think predating the development) and headed west as far as US-1, and possibly US-206, presumably following the Millstone River much of the way. When that didn't happen, another highway was proposed, actually to be a western lateral branch of the NJ Turnpike to connect the latter to US-1. That didn't happen either. What we did finally get was the NJ-133, which at least partially follows the approximate path of the original NJ-92 routing, albeit greatly reduced in length.
Edit: the NJ-92 substitute that was to be a branch of the turnpike was to connect at Exit 8A, rather than Exit 8 where the other routings were proposed to/actually do connect.
Quote from: roadman65 on May 07, 2013, 03:31:16 PM
Just as the cancelled Baltimore connections, with the Boston, and Central Jersey sections of I-95 that never got built. It would have been nice to see I-95 original alignment through those cities. I must laugh now that the NJTA has to widen the NJ Turnpike from Exits 6 to 9 when if they would have allowed the cancelled Somerset Freeway to be built, they would have never had to undertake such a project now.
Maybe they wouldn't have, but how would traffic have been on I-95 in North Jersey if it was built? Would they need to widen that road? How about I-95 thru PA...would that highway, as small as 2x2, needed to be widened? Would the current width of the highway thru Chester and Philadelphia accommodate the extra traffic?
And don't forget...the lack of a 95 in Jersey already caused the NJ Turnpike to widen the Pike from Exit 9 thru 14, then the original widening from Exit 8A to 9.
And the current widening from 6 to 8A (and the additional lane each way from 8A to 9). I think the I-95 interchange being built in PA is the reasoning behind the widening ending at exit 6.
Quote from: 1995hoo on May 08, 2013, 12:52:48 PM
That same image shows the proposed Fort McHenry Bridge that was originally the preferred option instead of the tunnel they eventually built.
A bridge over the Inner Harbor area of Baltimore would have been hideous (and I normally
like bridges, and I have affection for the I-695 Francis Scott Key Bridge as an appropriate structure across the Outer Baltimore Harbor (and it was called the "Outer Harbor Crossing" during project planning)).
The State of Maryland did the right thing when it put I-95 in the Fort McHenry Tunnel.
I
never understood why the state and the municipal government of Baltimore
ever considered a bridge for I-95 - they had the
enormously successful Patapsco River Tunnel (now known as the I-895 Baltimore Harbor Tunnel) as an early example of (non-intrusive) freeway development which did not spoil the view from Fort McHenry National Monument. Thank goodness (
at least in this instance) for Section 4(f) of the Department of Transportation Act of 1966 (http://environment.fhwa.dot.gov/4f/).
Quote from: cpzilliacus on May 09, 2013, 11:58:27 AM
Quote from: 1995hoo on May 08, 2013, 12:52:48 PM
That same image shows the proposed Fort McHenry Bridge that was originally the preferred option instead of the tunnel they eventually built.
A bridge over the Inner Harbor area of Baltimore would have been hideous (and I normally like bridges, and I have affection for the I-695 Francis Scott Key Bridge as an appropriate structure across the Outer Baltimore Harbor (and it was called the "Outer Harbor Crossing" during project planning)).
The State of Maryland did the right thing when it put I-95 in the Fort McHenry Tunnel.
I never understood why the state and the municipal government of Baltimore ever considered a bridge for I-95 - they had the enormously successful Patapsco River Tunnel (now known as the I-895 Baltimore Harbor Tunnel) as an early example of (non-intrusive) freeway development which did not spoil the view from Fort McHenry National Monument. Thank goodness (at least in this instance) for Section 4(f) of the Department of Transportation Act of 1966 (http://environment.fhwa.dot.gov/4f/).
Agreed 100%, and I'd say your comments also apply to Robert Moses's proposed Brooklyn—Battery Bridge that was eventually built as a tunnel as well.
I remember at Thanksgiving 1985 what a Big Deal it was that the Fort McHenry Tunnel was finally open (as I recall, it opened the Saturday before Thanksgiving). I seem to recall on Wednesday night the traffic reports were warning people to avoid it because all the Thanksgiving drivers wanted to check it out! You know, that prompts another of those "how young were you a roadgeek" memories when I recall one summer in the early 1980s (almost certainly the summer of 1983) with my mom driving in our Volvo station wagon, me riding shotgun, my little brother in the back, and I told Mom "DO NOT take the Harbor Tunnel, go around on 695 over the bridge or we'll get stuck forever." She chose to disregard the advice of a 10-year-old kid, probably because she hated the two-lane segment of 695 east of the bridge, and we got stuck in traffic, took an hour to go five miles on the Harbor Tunnel Thruway.
(Why am I sure it was 1983? That was the only year we didn't go on a family vacation and it was the first year my parents had two cars, so my mom could take the car to take us to New York to visit our grandparents.)
AZ 50 Paradise Parkway
Quote from: ssummers72 on February 03, 2009, 09:29:30 AM
Chicago Area:
I-494 LSD Route: Present To "I-90" at Stony Island Dr North to US-41(LSD) to Ohio St then West to I-90/94 at Ohio Street Feeder Ramps.
I-494 Crosstown: I-90/94 Split at Kennedy/Edens Expy South along IL-50 to 75th St then East to I-90/94 Dan Ryan/Skyway Split
One of my favorites:
Ohio:
I-80S from Milan SW along OH-18 to Akron
Indianapolis:
I-165 from I-65/70 North Split NE to 38th St (Future Proposed I-69)
Take Care,
Stephen
Are there any maps that have the proposed i-165 in Indy?
Quote from: vdeane on May 08, 2013, 03:41:28 PM
And the current widening from 6 to 8A (and the additional lane each way from 8A to 9). I think the I-95 interchange being built in PA is the reasoning behind the widening ending at exit 6.
The original schedule of the I-95/PA Turnpike interchange had that opening about the same time of the completion of the NJ Turnpike widening. Since that project won't be completed for a few years, the NJ Turnpike Exit 6 signage, which actually has the I-95 South shield on the sign for Exit 6, has been covered up.
Quote from: cpzilliacus on May 08, 2013, 07:05:06 AM
Quote from: roadman65 on May 07, 2013, 03:31:16 PM
It would have been nice to see I-95 original alignment through those cities. I must laugh now that the NJTA has to widen the NJ Turnpike from Exits 6 to 9 when if they would have allowed the cancelled Somerset Freeway to be built, they would have never had to undertake such a project now.
As much as I dislike NIMBYs (including NIMBYist opposition to the Somerset Freeway), I understand that had a "free" I-95 been built there, it would have diverted a large amount of commercial vehicle traffic away from the New Jersey Turnpike, which was built in large part to serve that traffic (and probably posed something of a financial threat to the long-term financial viability of the Turnpike Authority).
In my perfect world, the New Jersey Turnpike Authority (and not NJDOT) would have built I-95 from I-287 to Trenton across Somerset County as a tolled alternative to the existing Pike.
The NJTP Authority I am sure had a hand in canceling the Somerset freeway, or at least helped in any way they could. There is enough traffic in the area to handle a free/tolled route. With the tolled route handling the through traffic and the local being on I-95. The savings in time would outweigh the "free" road ( Much like I-95/Florida Turnpike in South Florida, going to the Keys the FL Turnpike makes the most sense or the NJTP/I-295 pair in the Philadelpia suburbs of NJ) The NJTP would have needed widening for sure. Also there would have had to have been a change to Exit 10. I think what is now the first 10 miles of I-287 would have been an awful bottleneck and constant traffic problems
Quote from: jwolfer on May 10, 2013, 12:29:39 PM
Quote from: cpzilliacus on May 08, 2013, 07:05:06 AM
Quote from: roadman65 on May 07, 2013, 03:31:16 PM
It would have been nice to see I-95 original alignment through those cities. I must laugh now that the NJTA has to widen the NJ Turnpike from Exits 6 to 9 when if they would have allowed the cancelled Somerset Freeway to be built, they would have never had to undertake such a project now.
As much as I dislike NIMBYs (including NIMBYist opposition to the Somerset Freeway), I understand that had a "free" I-95 been built there, it would have diverted a large amount of commercial vehicle traffic away from the New Jersey Turnpike, which was built in large part to serve that traffic (and probably posed something of a financial threat to the long-term financial viability of the Turnpike Authority).
In my perfect world, the New Jersey Turnpike Authority (and not NJDOT) would have built I-95 from I-287 to Trenton across Somerset County as a tolled alternative to the existing Pike.
The NJTP Authority I am sure had a hand in canceling the Somerset freeway, or at least helped in any way they could.
They sure did not shed any tears when the NIMBYs won that battle, even if they were not involved.
Quote from: jwolfer on May 10, 2013, 12:29:39 PM
There is enough traffic in the area to handle a free/tolled route.
I cannot speak to that, except to say that the Turnpike Authority obviously sees the need for much more capacity as far south as Exit 6.
Quote from: jwolfer on May 10, 2013, 12:29:39 PM
With the tolled route handling the through traffic and the local being on I-95. The savings in time would outweigh the "free" road ( Much like I-95/Florida Turnpike in South Florida, going to the Keys the FL Turnpike makes the most sense or the NJTP/I-295 pair in the Philadelpia suburbs of NJ) The NJTP would have needed widening for sure. Also there would have had to have been a change to Exit 10. I think what is now the first 10 miles of I-287 would have been an awful bottleneck and constant traffic problems
Certainly the Turnpike would have been (and remains) a faster, better route for traffic headed from points south of Wilmington, Delaware to North Jersey and New York City. Most drivers probably prefer to pay the Turnpike tolls instead of dealing with the Delaware Expressway through Philadelphia, though there are drivers (including truck drivers) that will shunpike if at all possible.
It will be interesting to see if the completed I-95 will result in less traffic on the New Jersey Turnpike between 6 and 1.
I know that when there have been bridge replacement and redeckings on the Turnpike south of 6, the resulting new bridge appears to be plenty wide enough for 6 or even 8 lanes all the way to 1.
All the more reason that (IMO), the New Jersey Turnpike Authority should try to secure a 3di for that part of their road - perhaps I-895, since the proposed 895 between Pennsylvania and New Jersey was cancelled long ago.
Quote from: 1995hoo on May 09, 2013, 12:34:48 PM
Quote from: cpzilliacus on May 09, 2013, 11:58:27 AM
Quote from: 1995hoo on May 08, 2013, 12:52:48 PM
That same image shows the proposed Fort McHenry Bridge that was originally the preferred option instead of the tunnel they eventually built.
A bridge over the Inner Harbor area of Baltimore would have been hideous (and I normally like bridges, and I have affection for the I-695 Francis Scott Key Bridge as an appropriate structure across the Outer Baltimore Harbor (and it was called the "Outer Harbor Crossing" during project planning)).
The State of Maryland did the right thing when it put I-95 in the Fort McHenry Tunnel.
I never understood why the state and the municipal government of Baltimore ever considered a bridge for I-95 - they had the enormously successful Patapsco River Tunnel (now known as the I-895 Baltimore Harbor Tunnel) as an early example of (non-intrusive) freeway development which did not spoil the view from Fort McHenry National Monument. Thank goodness (at least in this instance) for Section 4(f) of the Department of Transportation Act of 1966 (http://environment.fhwa.dot.gov/4f/).
Agreed 100%, and I'd say your comments also apply to Robert Moses's proposed Brooklyn—Battery Bridge that was eventually built as a tunnel as well.
According to the Caro bio of Moses, he (Moses)
hated tunnels, but a bridge there would have been very visually intrusive.
Quote from: 1995hoo on May 09, 2013, 12:34:48 PM
I remember at Thanksgiving 1985 what a Big Deal it was that the Fort McHenry Tunnel was finally open (as I recall, it opened the Saturday before Thanksgiving). I seem to recall on Wednesday night the traffic reports were warning people to avoid it because all the Thanksgiving drivers wanted to check it out! You know, that prompts another of those "how young were you a roadgeek" memories when I recall one summer in the early 1980s (almost certainly the summer of 1983) with my mom driving in our Volvo station wagon, me riding shotgun, my little brother in the back, and I told Mom "DO NOT take the Harbor Tunnel, go around on 695 over the bridge or we'll get stuck forever." She chose to disregard the advice of a 10-year-old kid, probably because she hated the two-lane segment of 695 east of the bridge, and we got stuck in traffic, took an hour to go five miles on the Harbor Tunnel Thruway.
(Why am I sure it was 1983? That was the only year we didn't go on a family vacation and it was the first year my parents had two cars, so my mom could take the car to take us to New York to visit our grandparents.)
1983? That was the last time the Baltimore Orioles were in (and won) the World Series!
You are correct regarding I-895. In the pre-Fort McHenry Tunnel days, that crossing could be super congested, especially on holidays. Now the long backups are at the FMT, and traffic on I-895 flows fast, even around Thanksgiving.
Regarding that "Super-2" section east of the F.S. Key Bridge toll plaza on Md. 695 - she was right - it was not a lot of fun to drive, especially with trucks going the other direction, and the "wash" behind them. But it had two redeeming features (IMO):
(1) Traffic there was
never especially heavy (it wasn't then and it isn't now); and
(2) There were reasonably wide shoulders in both directions.
Of course, MdTA totally rebuilt that Super-2 section of road into a four-lane freeway about 10 or 15 years ago, so now it's not an issue. It is still a good (if longer) way to bypass the tunnels through Baltimore.
Did you know that in the early (1970's) days of the F.S. Key Bridge, the west side approach road was also a Super 2?
Quote from: silverback1065 on May 09, 2013, 11:52:03 PM
Quote from: ssummers72 on February 03, 2009, 09:29:30 AM
Chicago Area:
I-494 LSD Route: Present To "I-90" at Stony Island Dr North to US-41(LSD) to Ohio St then West to I-90/94 at Ohio Street Feeder Ramps.
I-494 Crosstown: I-90/94 Split at Kennedy/Edens Expy South along IL-50 to 75th St then East to I-90/94 Dan Ryan/Skyway Split
One of my favorites:
Ohio:
I-80S from Milan SW along OH-18 to Akron
Indianapolis:
I-165 from I-65/70 North Split NE to 38th St (Future Proposed I-69)
Take Care,
Stephen
Are there any maps that have the proposed i-165 in Indy?
Scroll about half-way down
this page (http://www.fhwa.dot.gov/highwayhistory/data/page05.cfm) for a crude map. Until Stephen's post, I never knew that the proposed route terminated at 38th St. I had assumed it would have continued north to the end of I-69. Hooking up to the south end of Binford Blvd. would have worked for awhile, though there would eventually been need for more improvements.
Thanks for the link, theline. It provides a better answer to this:
Quote from: cpzilliacus on May 07, 2013, 12:52:08 PM
Quote from: roadman65 on May 07, 2013, 12:44:24 PM
I once saw an I-595 once planned near the Pentagon. I was wondering what was up with that? It seemed like it was a very short stub of I-395 that used one of the existing roads.
I believe this was a planed spur of I-395 to run south along U.S. 1 (Jefferson Davis Highway).
Arlington County was very much opposed to this, and it was changed to an upgrade of U.S. 1 to a kind of boulevard with some interchanges but mostly signalized intersections at-grade.
(https://www.aaroads.com/forum/proxy.php?request=http%3A%2F%2Fwww.fhwa.dot.gov%2Fhighwayhistory%2Fdata%2Fimages%2Fnova_595.gif&hash=2a34d6476f925415eca8f602c57e768a2769ce3a)
Quote from: 1995hoo on May 09, 2013, 12:34:48 PM
Agreed 100%, and I'd say your comments also apply to Robert Moses's proposed Brooklyn—Battery Bridge that was eventually built as a tunnel as well.
Though I can't fully disagree since I've never seen the view that the bridge would spoil, the image of the proposed bridge shown in the book
Engineers of Dreams by Henry Petroski showed it as a nice looking cross of the western half of the Oakland Bay Bridge with the Verrazano Narrows Bridge.
Quote from: theline on May 10, 2013, 08:50:29 PM
Scroll about half-way down this page (http://www.fhwa.dot.gov/highwayhistory/data/page05.cfm) for a crude map.
Interesting; I didn't know that I-35 had a part withdrawn in Duluth.
EDIT: It appears the withdrawn section would have ended at or very near to where the MN 61 expressway now starts.
EDIT 2: So Cleveland, OH was going to have I-490 continue east and then southeastward to I-480, in addition to there once-proposed I-290 that would have gone east to I-271?
Quote from: mapman1071 on May 09, 2013, 11:02:23 PM
AZ 50 Paradise Parkway
I was living in Phoenix in the mid-90s, around the time ADOT finally gave up on the Paradise Pkwy, selling off all the land they had acquired for its construction. Community oppositon and a shortfall of funding.
Quote from: BakoCondors on May 18, 2013, 12:36:25 AM
Quote from: mapman1071 on May 09, 2013, 11:02:23 PM
AZ 50 Paradise Parkway
I was living in Phoenix in the mid-90s, around the time ADOT finally gave up on the Paradise Pkwy, selling off all the land they had acquired for its construction. Community oppositon and a shortfall of funding.
Is the Paradise Parkway the reason that there is no direct connection between AZ 51 and Camelback Rd?
A few items from comments over the past couple weeks:
Yes, I-35 in Duluth, MN was at one point planned to go to 68th Ave E, right around where the Two Harbors Expressway (4-lane portion of MN 61 up to Two Harbors) begins. An alternative eastern terminus was at 10th Ave E, in today's Leif Ericcson Park.
Several of the unbuilt Baltimore freeways were covered in a separate thread (https://www.aaroads.com/forum/index.php?topic=92.0).
The 1969 Northern Virginia Major Thoroughfare Plan is indeed at the Fairfax City library...I have photographed and also photocopied all the pages from it (the latter being quite expensive). It had several freeways and controlled-access facilities, not just the Monticello Freeway and the Outer Beltway, that were dropped. There were also these:
- Bluemont Dr, from I-395 at Turkeycock Run northeast to I-66 just north of Fairfax Dr.
- Four Mile Run Expressway, from I-66 near Patrick Henry Dr, southeast along Four Mile Run to Potomac Yard.
- The above-mentioned Monticello Freeway, which would've continued inside the Beltway, east to Holmes Run, then northeast to the above-mentioned Four Mile Run Expwy near Walter Reed Dr.
- The "Northern Virginia Expressway", a loop route about 3 miles outside the Capitol Beltway. From US 1 near Gum Springs, west to near Burke, then north, passing east of Fairfax City. It was also to tie into whatever route the Outer Beltway would've taken across the Potomac.
- Pimmit Run Expressway, from the Dulles Access Road north of I-66, northeast to the then-planned Arizona Ave Bridge.
- Potomac Freeway, from I-95 at the Occoquan (utilizing today's Exit 161) northeast to roughly the Kingstowne area, then east near Huntley Meadows Park to US 1 near Beacon Hill, then north, crossing the Beltway west of Route 1, continuing north through Carlyle and today's King St Metro station, then generally paralleling the railroad on the east side (and west of GW Pkwy) to about 15th St.
- 15th St Expressway: this was a continuation of the above-mentioned Potomac Freeway, passing through Potomac City between the Potomac Freeway and I-395 along today's 15th St.
- A realigned Van Dorn St would have had a full cloverleaf at the Beltway and been effectively freeway-grade from south of SR 644/Franconia Rd to Edsall Rd.
- Even at that time, VA 28 was slated to become a freeway, but it would've continued south of I-66, and bypassed the core of Manassas to the west, starting near SR 658/Compton Dr and utilizing Godwin Dr.
- Two sections of US 50 would have been upgraded to freeway under the 1969 plan: from VA 28 to I-66/Fair Oaks and from the then-planned Northern Virginia Expressway (a little east of Fairfax Circle) east to the TR Bridge.
Montgomery and Prince George's Counties, MD had a few as well, from the 1967 Master Plan of Highways:
- The Outer Beltway, utilizing the Rockville alignment
- Sligo Creek Pkwy, from what would've been I-70S in Silver Spring northward into Howard County.
- A freeway along the WB&A, from the Outer Beltway into Anne Arundel County.
- A "Southeast Expressway", from DC south into Charles County near Waldorf. It would've crossed the DC line near the Southern Ave Metro station and roughly paralleled Branch Ave to the west. Later renditions of it had it extending southeast from the Beltway/I-295 interchange near today's National Harbor. I've never seen any maps or plats of what routing it might have taken within DC.
- "Desire lines" for an "Outer Outer Beltway", crossing the Potomac near Leesburg, northeast to I-270 north of Germantown, then eastward into Howard County. I believe this would have tied into MD 32 near MD 108...I've seen a 1965 map of a similar freeway proposal between MD 32 and I-270.
- Another "desire line" for a freeway parallel to and southwest of I-270, from where Democracy Blvd would've met the Outer Beltway, northwest into Frederick County.
The Syracuse, NY area had a few.
NY 5 was supposed to continue as a freeway from both its stub ends in Camillus (west) and Fairmount (east). The Camillus end was supposed to go toward Auburn and the Fairmount end was supposed to loop around the southwest side of Syracuse and interchange with I-81 either in Nedrow or at the I-81/I-481 interchange. Due to costs and development, this will never happen.
I-690 was supposed to continue past I-481 and either interchange with the Thruway between Collamer and Canastota or interchange with NY 5 east of Fayetteville. The same reasons above will keep this from ever being built.
From what I have read in "Upstate N.Y. Roads", I-88 was supposed to continue from Schenectady and at least reach Manchester, NH. Parts of this have been built as the NY 7 freeway from I-87 to Troy, the Bennington, VT bypass, the short NH 101 Super-2 freeway around Milford, NH, and the NH 101 freeway around Manchester. It could have conceivably continued along NH 101 to I-95 in Hampton, NH. Also, I read somewhere (where, I cannot remember) that I-99 (or some variant) would have continued from Painted Post, NY and reached Utica, NY by following NY 13 past Cortland to NY 12 to Utica. The parts of this that are built are the NY 13 freeway around Ithaca. the exit 12 interchange of I-81 in Homer, and the North-South Arterial (most of it) and I-790 from Utica to the Thruway.
Regarding Syracuse, I found a couple Onondaga County planning docs at the SU library some years back that highlighted the freeway plans as they existed in the late '60s and sometime in the 70s. I "acquired" a few of the maps contained within the docs:
- It should be noted that, in the 1960s, today's I-481 was planned as I-281, and today's NY 481 was planned as a NY 57 relocation.
- "I-690 East", per the documents, was planned as a NY 5 East relocation, not an I-690 extension. Originally, it was to extend to NY 5 somewhere near Chittenango. Later proposals cut it shorter...to NY 290 near Manlius Center and even called it a "NY 290 Relocation".
- The 1970s plan doesn't explicitly show NY 5 West past Camillus, but it was obviously built to accommodate any such extension.
- The 1960s plan does not show the "Southwest Loop" (extension of NY 5 at Fairmount to I-81). Instead, it showed it continuing eastward as the "East-West Corridor", tying into Genesse St on the west side of downtown. The 1970s plan kept this as well as adding the Southwest Loop to I-81 in Nedrow.
- One of the 1970s alternatives for the south end of I-481 was connecting to I-81 in Nedrow instead of its current location.
And speaking of Syracuse, in the late 1970s, there was a plan that went as far as a 1979 EIS to build a NY 31 freeway between NY 690 in Baldwinsville (south of the village) and NY 481 in Clay (at or north of existing NY 31). The only thing that came out of this was the building of NY 631 south of NY 31 to NY 370.
Regarding I-88....while the Bennington, VT bypass was proposed around the same time as I-88 planning, the serious planning and construction of the Bennington bypass didn't happen until well after I-88 was finished and "truncated to Schenectady". I don't believe I-88 was ever seriously planned east of Troy.
Quote from: froggie on May 18, 2013, 08:28:28 AM
Montgomery and Prince George's Counties, MD had a few as well, from the 1967 Master Plan of Highways:
- The Outer Beltway, utilizing the Rockville alignment
Sometimes called the Rockville Facility or Rockville Freeway. The western end has become Montrose Parkway over furious NIMBYist objection.
The eastern end, from Md. 586 (Viers Mill Road) to Md. 200, became the least-utilized park in Maryland thanks to the efforts of the late Maryland state Sen. Idamae Garrott, who never met a proposed highway project that she didn't want to cancel.
Quote from: froggie on May 18, 2013, 08:28:28 AM
- Sligo Creek Pkwy, from what would've been I-70S in Silver Spring northward into Howard County.
That was the Northern Parkway. Some variations had it as an extension of Md. 390 (16th Street) from Md. 97 (Georgia Avenue), under I-495 (Capital Beltway) (there was a bridge built to accommodate it passing under the Beltway near Holy Cross Hospital, and there were signs for many years informing drivers that Exit 22 [before exits on the Maryland part of the Beltway were renumbered to mileposts starting at the Wilson Bridge] was a planned future improvement).
Quote from: froggie on May 18, 2013, 08:28:28 AM
- A freeway along the WB&A, from the Outer Beltway into Anne Arundel County.
I believe that was A-57. It would have run east from A-44 (the ICC in Prince George's County) across the Patuxent River and connected to Md. 3 in Crofton or Gambrills. The variation I have heard had it running a short distance south of the abandoned bed of the WB&A (http://en.wikipedia.org/wiki/Washington,_Baltimore_and_Annapolis_Electric_Railway) interurban line.
See map below from M-NCP&PC Prince George's County:
(https://www.aaroads.com/forum/proxy.php?request=http%3A%2F%2Fwww.toward.com%2Fcpz%2Fa-44-plan-map3Web.jpg&hash=e7b491cc41d2df35ce2c99e1d30e99668fce4940)
Froggie mentions the Bluemont Drive proposal. I hadn't heard of that before and found it interesting because it answers a question I had in the back of my mind about what ran along the existing street of that name in Arlington. If you look at a map you can see how there is a long, skinny right-of-way through there that cannot have been a coincidence. There's a bike path that branches off the W&OD and then runs parallel to Bluemont Drive, emerging not far from the area now known as Ballston. I always wondered whether that was another "rail trail" or whether a road right-of-way had been repurposed.
(I haven't figured out how to get a map link when posting by iPad.)
QuoteThat was the Northern Parkway. Some variations had it as an extension of Md. 390 (16th Street) from Md. 97 (Georgia Avenue), under I-495 (Capital Beltway)
Given that this was 1967, it was a direct connection off the then-planned Northeast Freeway (I-70S).
QuoteI believe that was A-57. It would have run east from A-44 (the ICC in Prince George's County) across the Patuxent River and connected to Md. 3 in Crofton or Gambrills. The variation I have heard had it running a short distance south of the abandoned bed of the WB&A interurban line.
In 1967, it was F-10, and ran more or less right on top of the WB&A. To the southwest was M-38 which was effectively a MD 704 extension right up the WB&A right-of-way.
QuoteI always wondered whether that was another "rail trail" or whether a road right-of-way had been repurposed.
What's there now is a rail-trail. The rail right-of-way was to have been used for that segment of Bluemont Dr.
Even if I drive I-78 at exit 49 and 56 I still see some remnants of unbuilt freeway projects, and the ramp to exit 49 A is supposed to be the I-278 east ramp and also exit 56 is supposed to be NJ-75 Newark midtown freeway. Links are http://www.nycroads.com/roads/I-278_NJ/ (http://www.nycroads.com/roads/I-278_NJ/) http://www.nycroads.com/roads/NJ-75/ (http://www.nycroads.com/roads/NJ-75/) :D
Quote from: Revive 755 on May 10, 2013, 10:27:51 PM
EDIT 2: So Cleveland, OH was going to have I-490 continue east and then southeastward to I-480, in addition to there once-proposed I-290 that would have gone east to I-271?
From that map, it looks like I-490 was to follow parts of 2 alignments of unbuilt freeways: the aforementioned I-290 Clark Freeway alignment and part of the Bedford Freeway alignment. However, I always thought that was to be numbered as the new alignment of US-422. First generation signs along I-480 between I-271 & SR-14/Broadway already had the US-422 shields on them, but were green-patched in anticipation for the new freeway.
I'd love to see that unbuilt freeway (either as I-490 or US-422) come back to life again. The area in which the road would have paralleled East 93rd Street is pretty much a ghetto wasteland, but could spur more industrial re-development along that corridor, Plus, that freeway would eliminate most of the daily bottlenecks along I-77 and across the I-480 Valley View Bridge.
Seattle had two freeways struck down in 1972: the R.H. Thomson Expressway and the Bay Freeway. (Source (http://www.historylink.org/index.cfm?DisplayPage=output.cfm&File_Id=3114))
They were part of a whole system of freeways planned for Seattle, but were mostly canceled. (Map (http://farm4.staticflickr.com/3401/3407349940_bbd6210b7b_o.jpg))
Quote from: froggie on May 19, 2013, 01:27:16 PM
QuoteThat was the Northern Parkway. Some variations had it as an extension of Md. 390 (16th Street) from Md. 97 (Georgia Avenue), under I-495 (Capital Beltway)
Given that this was 1967, it was a direct connection off the then-planned Northeast Freeway (I-70S).
I believe that was the Northwest Freeway, even though the big-money NIMBYS at Ground Zero of Washington-area anti-highway (and anti-everything else) NIMBYism fought the freeway, especially in the Tenlytown area of the District of Columbia.
Even though D.C. citizens had (and have) no voting representation in Congress, the overwhelmingly white citizenry of upper Northwest D.C. had successfully lobbied the House and Senate to mandate the move of the proposed alignment of the U.S. 240 Northwest Freeway (later I-70S) east of Rock Creek Park (where there were
many more people of color (along with Irish whites of modest means) - hence Takoma Park Mayor Sammy Abdul Abbott's slogan of "white man's freeways through black man's neighborhoods" (during the 1960's and 1970's freeway wars) was factually correct), it remained the Northwest Freeway or later the North Central Freeway.
The Northeast Freeway was I-95 through West Hyattsville and out to the Capital Beltway in College Park.
Quote from: thenetwork on May 19, 2013, 03:07:42 PM
From that map, it looks like I-490 was to follow parts of 2 alignments of unbuilt freeways: the aforementioned I-290 Clark Freeway alignment and part of the Bedford Freeway alignment.
Both were also part of the original plan for I-80N: http://www.roadfan.com/clevmap.html
CP: correction: I-70S branching off I-95/Northeast Freeway was labeled the North Central Freeway. The "Northwest Freeway" was dead by the mid-60s, prompting the I-70S move to the North Central Freeway and a Beltway duplex. And, of course, the freeway fight in Takoma Park.
Viewing the maps of "what would have been" freeways in the LA-Orange County metro area, it comes to mind the needs of construction of freeways changes randomly and cancels out some freeways if they aren't approved for construction.
The CA state route 2 freeway ("Beverly Hills Freeway") could made road commutes smoother, but the neighborhoods affected by the freeway will find more noise and pollution unwelcomed and resulting in real estate depreciation of the Westside's renowned upper-class home tracts.
In the late 1990s and 2000s, two freeway proposals to extend CA state route 57 along the Santa Ana River to meet the I-405/CA 73 junction near the South Coast Plaza in Costa Mesa...and the CA state route 22 from the 55 to the 241 Eastern Transporation Corridor. Not much was reported from the two projects, except I suspect they hadn't been approved.
Now the transportation officials discuss a proposed 10-mile partial tunnel project from the 241 in Orange county to I-15 in Corona. The high seismic risk of the Santiago mountains is likely going to kill the project.
And here we go again with the I-710 extension in east L.A./South Pasadena. Last year, the LA times reported a tunnel plan for the freeway to be built invisible to the eyes of the neighborhood.
http://latimesblogs.latimes.com/lanow/2012/08/pasadena-angry-over-710-freeway-tunnel-proposal.html
Quote from: roadman65 on May 07, 2013, 11:26:26 AM
Ditto on the unbuilt New Jersey freeways. NJ has enough problems with traffic as the current road system is so outdated that it cannot handle the increased cars, trucks, and buses that developed. It is sad as the proposals were so nice, it would have helped plenty, but we all know what makes the world go around. Unfortunately, New Jersey does not have enough to go around to make the ideal road system for the times we are in.
Also to add, is the unbuilt NJ 24 west of I-287 along with its spur to NJ 10. It would have terminated at current CR 510 somewhere west of Morristown as NJ 24 once did continue west to Hackettstown and even at one time to Phillipsburg.
Then the NJ 31 freeways in Mercer and Hunterdon Counties, especially the latter which would by-pass Flemington that was proposed in the 1980's after local business owners disapproved of widening existing NJ 31 within Flemington.
Even that NJ-24 Morristown-Hackettstown fwy was built successfully it would have relieved I-287 I-80 US-46 for Hackettstown to Morristown traffic also the Phillipsburg extension of the NJ-24 fwy should be NJ-57 fwy because NJ-57 is the main Phillipsburg Hackettstown road via Washington
Quote from: Bruce on May 19, 2013, 04:19:54 PM
Seattle had two freeways struck down in 1972: the R.H. Thomson Expressway and the Bay Freeway. (Source (http://www.historylink.org/index.cfm?DisplayPage=output.cfm&File_Id=3114))
They were part of a whole system of freeways planned for Seattle, but were mostly canceled. (Map (http://farm4.staticflickr.com/3401/3407349940_bbd6210b7b_o.jpg))
Don't forget I-605, which was a loop to run east of I-405, likely about where SR 18 runs now, then connecting in Everett near US-2 or SR-530.
There is the missing stretch of I-275 between I-96/696 and I-75 near Detroit.
The missing I-70 into Baltimore.
The Prescott Freeway in Portland, OR.
The mythical 3rd bridge across Lake Washington near Seattle.
SR-167 from SR-512 to I-5.
I-82/US-12/SR-410 Freeway from Yakima to Tacoma, WA over either White Pass or around Mt. Rainier.
I-290 in Spokane (current SR-290, a surface street).
SR-7 Freeway in Tacoma.
M-8 East of I-75 in Detroit, to I-696, and beyond.
I-69 through Indianapolis.
US-2 Freeway around Monroe, WA, Startup, Sultan, and Gold Bar, and over Steven's Pass.
Quote from: TEG24601 on June 30, 2013, 08:31:53 PM
I-290 in Spokane (current SR-290, a surface street).
[citation needed]
Has anyone mentioned the abandoned part of I-40 through Memphis?
Quote from: mightyace on February 10, 2009, 01:27:20 AM
There was talk in the late 90s and/or early 00s about building a connector between Brentwood/Franklin @ I-65 and Smyrna @ I-24. Nothing has ever come of it.
First, too many expensive homes have gone up in the proposed route.
Second, it would be less than 10 miles north of TN 840.
That would some expensive right of way acquisition. There would be too much political capital to pull to get something like that done. The people that would take advantage of the highway come from the lower property value areas into a high property value area. I can't see this one working out.
Quote from: TEG24601 on June 30, 2013, 08:31:53 PM
The mythical 3rd bridge across Lake Washington near Seattle.
When was that a proposal? I've seen proposals for alternative routes to the Evergreen Point Bridge that was ultimately built, but I didn't think there were proposals for a third bridge.
I-49 Between Texarkana and Fort Smith might has well go down as a 'never built'. I'm beginning to think I won't see it in my lifetime.
US 67/167 going Northeast out of Little Rock was supposed to be added to the Interstate system. I've even got an old Little Rock map from the 60s that show it as I-30, so apparently someone was talking about that way back then.
I-440 Loop around the NW corner of the LR/NLR metroplex probably won't ever be completed due to NIMBYs.
I think I-440 will be finished (as I-430) and that US 67 will one day be I-30. And I-49 will be built, but none of us will live to see it completed.
Quote from: kkt on July 01, 2013, 05:02:11 PM
Quote from: TEG24601 on June 30, 2013, 08:31:53 PM
The mythical 3rd bridge across Lake Washington near Seattle.
When was that a proposal? I've seen proposals for alternative routes to the Evergreen Point Bridge that was ultimately built, but I didn't think there were proposals for a third bridge.
http://community.seattletimes.nwsource.com/archive/?date=19960405&slug=2322606 (http://community.seattletimes.nwsource.com/archive/?date=19960405&slug=2322606)
As for Washington SR-290, it was to be the North Cooridor.
Quote from: bugo on July 01, 2013, 05:44:40 PM
I think I-440 will be finished (as I-430) and that US 67 will one day be I-30. And I-49 will be built, but none of us will live to see it completed.
I-30 or possibly I-57. Although both break the numbering scheme to some degree. (30 north of 40, or 57 west of 55)
Quote from: TEG24601 on July 01, 2013, 05:50:27 PM
As for Washington SR-290, it was to be the North Cooridor.
What's your source for it being I-290? The number 290 comes from US 395 being 29 in the grid (hence 291 and 292).
Quote from: TEG24601 on July 01, 2013, 05:50:27 PM
Quote from: kkt on July 01, 2013, 05:02:11 PM
Quote from: TEG24601 on June 30, 2013, 08:31:53 PM
The mythical 3rd bridge across Lake Washington near Seattle.
When was that a proposal? I've seen proposals for alternative routes to the Evergreen Point Bridge that was ultimately built, but I didn't think there were proposals for a third bridge.
http://community.seattletimes.nwsource.com/archive/?date=19960405&slug=2322606 (http://community.seattletimes.nwsource.com/archive/?date=19960405&slug=2322606)
All right, but that's just some corporate CEOs chatting who happened to get their chat written about in the paper. It's not any more serious a proposal than what we see in fictional highways.
Quote from: froggie on May 20, 2013, 03:45:11 AM
CP: correction: I-70S branching off I-95/Northeast Freeway was labeled the North Central Freeway. The "Northwest Freeway" was dead by the mid-60s, prompting the I-70S move to the North Central Freeway and a Beltway duplex. And, of course, the freeway fight in Takoma Park.
Sorry for being slow to respond.
This is as I remember it.
The Northwest Expressway (U.S. 240) was moved from west of Rock Creek Park to east of the park by 1962 (maybe earlier), as I understand it because people west of the park (then and now) had influence with Congress (who directly ruled the District of Columbia prior to 1975 there was no elected leadership at all) and a federal law was passed mandating that the Bureau of Public Roads (which was to become FHWA) use the route east of Rock Creek Park. Nobody worried about environmental justice in those days.
You are correct about the North Central Freeway (I-70S) branching off from I-95 just north of Catholic University and following the CSX Metropolitan Sub out to I-495 near the Mormon Temple. That was the section that got the late Sammy Abbott (later to be Mayor of the City of Takoma Park) so upset (but I understand that Abbott made an entire career out of looking for things to get angry about). In recent years, some have asserted that Abbott was upset about the various alignments of the Northeast Freeway (I-95), though
none of those would have had any direct impact on Takoma Park.
Quote from: Mike D boy on June 30, 2013, 12:55:50 PM
Now the transportation officials discuss a proposed 10-mile partial tunnel project from the 241 in Orange county to I-15 in Corona. The high seismic risk of the Santiago mountains is likely going to kill the project.
I have heard of this proposal more than once. Isn't most of California (at least its populated areas) considered "high seismic risk?" Why is this project more risky than others?
Has not stopped projects like the Golden Gate Bridge, the Transbay Tube (and much of the rest of the BART system), and assortment of transportation projects in Southern California, including long sections of elevated light rail along the Green Line and the Judge Pregerson Interchange.
Quote from: ztonyg on May 18, 2013, 02:12:04 AM
Quote from: BakoCondors on May 18, 2013, 12:36:25 AM
Quote from: mapman1071 on May 09, 2013, 11:02:23 PM
AZ 50 Paradise Parkway
I was living in Phoenix in the mid-90s, around the time ADOT finally gave up on the Paradise Pkwy, selling off all the land they had acquired for its construction. Community oppositon and a shortfall of funding.
Is the Paradise Parkway the reason that there is no direct connection between AZ 51 and Camelback Rd?
Yes
Both Highland Avenue (Exit 4A NB) and Coulter Street (Exit 4A SB) Were built (City of Phoenix) for the Paradise Freeway (would have been Exit 4B) trumpet interchange. (Camelback Road would have been routed thru the center of the interchange.
CA-125 extension into northern San Diego County & into Riverside County. I think the problem is in northern San Diego County & southern Riverside County, which has very mountainous terrain.
I-105 connection to I-5
Quote from: ChoralScholar on July 01, 2013, 05:51:57 PM
Quote from: bugo on July 01, 2013, 05:44:40 PM
I think I-440 will be finished (as I-430) and that US 67 will one day be I-30. And I-49 will be built, but none of us will live to see it completed.
I-30 or possibly I-57. Although both break the numbering scheme to some degree. (30 north of 40, or 57 west of 55)
AHTD refers to the corridor as future I-30 and has for many years. I don't think we'll ever see I-57 in Arkansas.
CA-64
Decker Freeway
Quote from: cpzilliacus on July 02, 2013, 05:57:09 PM
Quote from: Mike D boy on June 30, 2013, 12:55:50 PM
Now the transportation officials discuss a proposed 10-mile partial tunnel project from the 241 in Orange county to I-15 in Corona. The high seismic risk of the Santiago mountains is likely going to kill the project.
I have heard of this proposal more than once. Isn't most of California (at least its populated areas) considered "high seismic risk?" Why is this project more risky than others?
Has not stopped projects like the Golden Gate Bridge, the Transbay Tube (and much of the rest of the BART system), and assortment of transportation projects in Southern California, including long sections of elevated light rail along the Green Line and the Judge Pregerson Interchange.
This is a higher risk as none of those projects are a long tunnel through a mountain range bounded by major fault lines. The other projects mentioned are vastly different and are poor comparisons.
Quote from: sdmichael on July 04, 2013, 03:10:29 AM
Quote from: cpzilliacus on July 02, 2013, 05:57:09 PM
Quote from: Mike D boy on June 30, 2013, 12:55:50 PM
Now the transportation officials discuss a proposed 10-mile partial tunnel project from the 241 in Orange county to I-15 in Corona. The high seismic risk of the Santiago mountains is likely going to kill the project.
I have heard of this proposal more than once. Isn't most of California (at least its populated areas) considered "high seismic risk?" Why is this project more risky than others?
Has not stopped projects like the Golden Gate Bridge, the Transbay Tube (and much of the rest of the BART system), and assortment of transportation projects in Southern California, including long sections of elevated light rail along the Green Line and the Judge Pregerson Interchange.
This is a higher risk as none of those projects are a long tunnel through a mountain range bounded by major fault lines. The other projects mentioned are vastly different and are poor comparisons.
The Caldecott tunnels, now 4 bores for motor vehicles and one for BART. The Hayward Fault goes right through them.
Different geology... the Hayward also does not go through the Caldecott Tunnels. It is close, but not quite. The tunnel length is also much longer for the proposed Santa Ana Mountains tunnel.
Quote from: sdmichael on July 04, 2013, 03:10:29 AM
This is a higher risk as none of those projects are a long tunnel through a mountain range bounded by major fault lines. The other projects mentioned are vastly different and are poor comparisons.
I am not a geologist and not a seismic engineer either. But it would seem to me that
any elevated or subsurface infrastructure in much of California would carry at least some risk.
The way things are going.....The North-South Freeway in Spokane, WA will probably never get finished!
In Indianapolis, I-69 was originally planned to continue southwest past I-465 to the I-65/70 north split.
In South Bend, there was to be an "Inner Loop" made out of the existing Madison, Eddy, Sample and Chapin streets but only the SE corner ever got built.
The original Interstate plan had included a route from Elkhart, IN, to Kalamazoo, MI, that was never built.
Quote from: cabiness42 on August 13, 2013, 04:13:13 PM
In Indianapolis, I-69 was originally planned to continue southwest past I-465 to the I-65/70 north split.
In South Bend, there was to be an "Inner Loop" made out of the existing Madison, Eddy, Sample and Chapin streets but only the SE corner ever got built.
The original Interstate plan had included a route from Elkhart, IN, to Kalamazoo, MI, that was never built.
I wish they built the 69 route. I didn't know about the other two, interesting!
Quote from: cabiness42 on August 13, 2013, 04:13:13 PM
The original Interstate plan had included a route from Elkhart, IN, to Kalamazoo, MI, that was never built.
Originally it was to be the Chicago-Detroit connection (1943):
(https://www.aaroads.com/forum/proxy.php?request=http%3A%2F%2Fupload.wikimedia.org%2Fwikipedia%2Fcommons%2Fb%2Fbf%2FInterregional_Highway_plan_ca_1943.jpg&hash=e4b0c6cccc5adb9d62bda6886368ec0b2a7db3de)
But for whatever reason it was not removed when a separate freeway (now I-94) was added west of the Zoo (1947):
(https://www.aaroads.com/forum/proxy.php?request=http%3A%2F%2Fupload.wikimedia.org%2Fwikipedia%2Fcommons%2Ff%2Ff9%2FInterstate_Highway_plan_August_2%252C_1947_big_text.jpg&hash=6c47765953267b6fd67ec76014feabfe215e98e9)
Quote from: cabiness42 on August 13, 2013, 04:13:13 PM
In South Bend, there was to be an "Inner Loop" made out of the existing Madison, Eddy, Sample and Chapin streets but only the SE corner ever got built.
Cabiness, was it really planned as a full freeway? I'd be interested to see such plans. I know that the SE corner is freeway-like, with an interchange on each side of the St. Joseph River, but I can't imagine other grade separations and interchanges squeezed in along that route.
Quote from: NE2 on August 13, 2013, 05:02:45 PMBut for whatever reason it was not removed when a separate freeway (now I-94) was added west of the Zoo (1947):
It was approved as I-67 in August '57, but disappears when they add miles to the system in November that year.
Quote<1947 map>
The freeway along the US 6 corridor in PA (I-84 in 1957 plans) on that map wasn't built - I-80 being built across the middle of the state instead.
Quote from: english si on August 13, 2013, 05:24:04 PM
Quote from: NE2 on August 13, 2013, 05:02:45 PMBut for whatever reason it was not removed when a separate freeway (now I-94) was added west of the Zoo (1947):
It was approved as I-67 in August '57, but disappears when they add miles to the system in November that year.
It was actually shifted east, becoming part of I-69.
What about I-278 from Elizabeth to Springfield and ultimately Morristown the only remains to this are the wide medians on I-78 from exit 48-49 and a grading for I-78 East to I-278 East ramp on the current exit 49A ramp
http://www.nycroads.com/roads/I-278_NJ/ (http://www.nycroads.com/roads/I-278_NJ/)
:D :-D
Quote from: Interstatefan78 on August 21, 2013, 08:19:24 PM
What about I-278 from Elizabeth to Springfield and ultimately Morristown the only remains to this are the wide medians on I-78 from exit 48-49 and a grading for I-78 East to I-278 East ramp on the current exit 49A ramp
http://www.nycroads.com/roads/I-278_NJ/ (http://www.nycroads.com/roads/I-278_NJ/)
:D :-D
Don't forget the grading at US 1! But that may go away if they complete that interchange.
In Tennessee I'm tempted to include the northern half of TN 840, but I think 10 years is too early to say "never got built". Apparently (http://www.kurumi.com/roads/3di/1970req.html) in the late 1960's there were was a proposal for a new Interstate connecting Dyersburg and Jackson (I-340?), which was never built but roughly corresponds to the current US 412 corridor. At the same time there was another proposal for an Interstate connecting Dyersburg and Clarksville (I-42 or I-224?), which never came close to being built. If those two Interstates were built, that would come to a grand total of three Interstates for Dyersburg, which is a lot of connections for a town with a population of 17,000. Clarksville is much bigger, but I would think a completed 840 (which wasn't proposed until the 1980's) would be more useful for them than a freeway to Dyersburg.
@31E: the 1968 Federal Aid Highway Act added 1500 miles to the authorized Interstate system. The two proposals you mention were two of Tennessee's request submissions...there were also proposals submitted for a Memphis riverfront Interstate (presumably tying into the ghost ramps at I-40 Exit 1) and the "Central Freeway" in Chattanooga (my guess is something along/near Riverside Dr and Amnicola Hwy). None of Tennessee's submissions were approved.
Quote from: silverback1065 on August 13, 2013, 04:51:58 PM
Quote from: cabiness42 on August 13, 2013, 04:13:13 PM
In Indianapolis, I-69 was originally planned to continue southwest past I-465 to the I-65/70 north split.
In South Bend, there was to be an "Inner Loop" made out of the existing Madison, Eddy, Sample and Chapin streets but only the SE corner ever got built.
The original Interstate plan had included a route from Elkhart, IN, to Kalamazoo, MI, that was never built.
I wish they built the 69 route. I didn't know about the other two, interesting!
It would have been nice... However it may be far too expensive and with improvements to I-70 and the connection to northbound (counterclockwise) I-465 towards Castleton, it wouldn't be feasable. Plus the enviros and nimby crowd would never stand for it. Also the One time planned freeway to run along the west side of downtown near west street would have been nice as well. especially in the light of I-65/70 now having to be shut down for 3 months to lower pavement on several under-height bridges. But with the new convention center and Lucas Oil complex a west side downtown expressway is no longer even possible. Looking at the ramps from I-65 to West street/Martin Luther King Jr Street. it is obvious that this was a plan at one time, but it got the ax at some point.
Weren't all of the major highways radiating outward from I-465, including US 31 to the north and what is now I-69 to the south, originally planned to continue 'in' to the downtown area?
Mike
I know that I-74 was hence the freeway stubs at both ends. The one on the west, though, recently removed in favor of a fully directional interchange with flyovers has the stub removed and now US 136 and Crawfordville Road are now continuous with the removal. I am not sure of I-69, although it does transition into Binford Boulevard. Whether there were plans to upgrade the Binford arterial to interstate grade freeway or not is unsure to me.
Quote from: roadman65 on September 03, 2013, 11:33:32 AM
I know that I-74 was hence the freeway stubs at both ends. The one on the west, though, recently removed in favor of a fully directional interchange with flyovers has the stub removed and now US 136 and Crawfordville Road are now continuous with the removal. I am not sure of I-69, although it does transition into Binford Boulevard. Whether there were plans to upgrade the Binford arterial to interstate grade freeway or not is unsure to me.
At least part of it was proposed as Interstate 165:
http://www.fhwa.dot.gov/highwayhistory/data/page05.cfm
(That link also has MANY other maps relating to Interstate cancellations in other cities)
Quote from: TheStranger on September 03, 2013, 01:42:45 PM
Quote from: roadman65 on September 03, 2013, 11:33:32 AM
I know that I-74 was hence the freeway stubs at both ends. The one on the west, though, recently removed in favor of a fully directional interchange with flyovers has the stub removed and now US 136 and Crawfordville Road are now continuous with the removal. I am not sure of I-69, although it does transition into Binford Boulevard. Whether there were plans to upgrade the Binford arterial to interstate grade freeway or not is unsure to me.
At least part of it was proposed as Interstate 165:
http://www.fhwa.dot.gov/highwayhistory/data/page05.cfm
(That link also has MANY other maps relating to Interstate cancellations in other cities)
I don't think the 74 stub was a stub at all, it was more of an easy freeway gateway to Speedway and in turn IMS.
Quote from: 31E on August 30, 2013, 10:44:26 PM
In Tennessee I'm tempted to include the northern half of TN 840, but I think 10 years is too early to say "never got built". Apparently (http://www.kurumi.com/roads/3di/1970req.html) in the late 1960's there were was a proposal for a new Interstate connecting Dyersburg and Jackson (I-340?), which was never built but roughly corresponds to the current US 412 corridor. At the same time there was another proposal for an Interstate connecting Dyersburg and Clarksville (I-42 or I-224?), which never came close to being built. If those two Interstates were built, that would come to a grand total of three Interstates for Dyersburg, which is a lot of connections for a town with a population of 17,000. Clarksville is much bigger, but I would think a completed 840 (which wasn't proposed until the 1980's) would be more useful for them than a freeway to Dyersburg.
That does explain why US 51 northeast of Dyersburg was upgraded to a interstate-grade freeway long before I-69 was proposed. As for US 412, it is almost a freeway, but not quite. FWIW, I-40 trailblazers appear along US 51 and 412 around Dyersburg.
Quote from: silverback1065 on September 03, 2013, 03:42:24 PM
Quote from: TheStranger on September 03, 2013, 01:42:45 PM
Quote from: roadman65 on September 03, 2013, 11:33:32 AM
I know that I-74 was hence the freeway stubs at both ends. The one on the west, though, recently removed in favor of a fully directional interchange with flyovers has the stub removed and now US 136 and Crawfordville Road are now continuous with the removal. I am not sure of I-69, although it does transition into Binford Boulevard. Whether there were plans to upgrade the Binford arterial to interstate grade freeway or not is unsure to me.
At least part of it was proposed as Interstate 165:
http://www.fhwa.dot.gov/highwayhistory/data/page05.cfm
(That link also has MANY other maps relating to Interstate cancellations in other cities)
I don't think the 74 stub was a stub at all, it was more of an easy freeway gateway to Speedway and in turn IMS.
I-74 stubs are not stubs. I-74 wsa never set to go through downtown at anytime. that is just the way that the interstates were terminated at that time. on the 74/465 interchange to the southeast, I-74 lanes approaching have been restriped to direct through traffic to the I-465 flyover and diagonal ramps. A good decision.
Also with regard to I-69. The I-169 proposal was never really a good idea, unless it was meant to connect to downtown indy at the "North Split" interchange. There are still ghost ramps and earthwork evidence of this visible to this day of the planned I-69 downtown extension. It is too bad that it wasn't built because it would have been a good freeway link to have. It would have however plowed through and divided a heavily populated urban neighborhood as it transitioned over to the Binford corridor. Besides another 2di through downtown would only increase the already choked traffic volume to near gridlock. Best to leave I-69 to the east along the 465 loop.
The southern part of CA 55 in Costa Mesa. I believe it was eventually to connect to PCH (where there is an interchange).
Quote from: Mark68 on September 05, 2013, 04:22:42 AM
The southern part of CA 55 in Costa Mesa. I believe it was eventually to connect to PCH (where there is an interchange).
There are plans -- vague plans -- to potentially finish it via a cut-and-cover tunnel (http://octa.net/Plans-and-Programs/55-Newport-Blvd--Study/Alternatives).
Quote from: Mark68 on September 05, 2013, 04:22:42 AM
The southern part of CA 55 in Costa Mesa. I believe it was eventually to connect to PCH (where there is an interchange).
I have a sketch of the proposed Pacific Coast Freeway (SR-1) and Newport Freeway (SR-55) interchange somewhere. I might have to post it on my website.
I-410, the bypass loop around New Orleans was cancelled due to environmental and cost considerations. The current I-310 and 510 exist on part of the proposed route The federal money was diverted to help build I-49 in Louisiana I think. There was also the proposed "French Quarter" riverfront freeway which was cancelled as well....good think too, terrible idea!
Quote from: 31E on August 30, 2013, 10:44:26 PM
In Tennessee I'm tempted to include the northern half of TN 840, but I think 10 years is too early to say "never got built". Apparently (http://www.kurumi.com/roads/3di/1970req.html) in the late 1960's there were was a proposal for a new Interstate connecting Dyersburg and Jackson (I-340?), which was never built but roughly corresponds to the current US 412 corridor. At the same time there was another proposal for an Interstate connecting Dyersburg and Clarksville (I-42 or I-224?), which never came close to being built. If those two Interstates were built, that would come to a grand total of three Interstates for Dyersburg, which is a lot of connections for a town with a population of 17,000. Clarksville is much bigger, but I would think a completed 840 (which wasn't proposed until the 1980's) would be more useful for them than a freeway to Dyersburg.
IIRC, there was an extension of the I-155 corridor proposed to Jackson as part of the deal that traded a Mississippi River crossing for I-24 for the I-155 bridge. I think one of the old newspaper articles regarding it is linked somewhere in the forum.
EDIT: Related old newspaper article regarding proposals for tollways near Dyersburg:
http://news.google.com/newspapers?id=xOkrAAAAIBAJ&sjid=tgUGAAAAIBAJ&dq=interstate-155%20-ad&pg=5695%2C1422502 (http://news.google.com/newspapers?id=xOkrAAAAIBAJ&sjid=tgUGAAAAIBAJ&dq=interstate-155%20-ad&pg=5695%2C1422502)
I-30 between Little Rock and Texarkana. lol
Not sure if anyone mentioned NJ 14. I believe it was to run from NJ 23 around Kinnelon to Westchester County, NY via a new bridge over the Hudson.
Here are some freeways in Maryland that never got built:
- Interstate 70 from the Baltimore City line to Interstate 95
- Interstate 170 from I-70 to US 1 in West Baltimore
- Interstate 83 from Fayetteville Street to I-95
- Perring Freeway from I-695 to US 1 south of Bel Air
- Windlass Freeway from I-95 to I-695 and from I-695 to MD 43
- Baltimore Beltway from MD 150 back to the Patapsco Freeway south of Exit 41
- MD 10 from I-695 to I-95/I-895 and from MD 2 to US 50
- I-95 from I-495 to the D.C. Line
At one time you could have included the ICC, but thankfully that finally got built.
In my opinion, out of all the freeways on this list, the only one that could ever be built now in the current environment would be the rest of I-83, and even then it would probably be a tolled facility.
In Florida you have many freeways that were, and never got built.
The northern extension of the Florida's Turnpike to US 19/98 at Lebanon Station.
The original FL Tpk to Jacksonville.
The Central Connector from FL 408 at Downtown Orlando to FL 528.
The Wekiva Parkway (which is trying to get built, but until I see it I will consider it one).
The Veteran's Expressway northward extension that was supposed to connect to I-275 near Lutz.
The Lee Roy Salmon Expressway extension to the Gandy Bridge.
Quote from: roadman65 on November 10, 2013, 04:38:10 PM
The Lee Roy Salmon Expressway extension to the Gandy Bridge.
Selmon.
(https://www.aaroads.com/forum/proxy.php?request=http%3A%2F%2Fi.imgur.com%2FsKw4Hcj.png&hash=3dcfa3f1565ffed6ee1e602af97f1700dea73a5d)
Quote from: Steve on August 24, 2013, 12:47:55 AM
Quote from: Interstatefan78 on August 21, 2013, 08:19:24 PM
What about I-278 from Elizabeth to Springfield and ultimately Morristown the only remains to this are the wide medians on I-78 from exit 48-49 and a grading for I-78 East to I-278 East ramp on the current exit 49A ramp
http://www.nycroads.com/roads/I-278_NJ/ (http://www.nycroads.com/roads/I-278_NJ/)
:D :-D
Don't forget the grading at US 1! But that may go away if they complete that interchange.
I know I'm a bit late to this topic...but PANYNJ is indeed looking to complete the missing movements at this interchange (I-278 & US 1&9) if they can get NJDOT on board with the project. A few of the concepts that we submitted tore into the graded median :D
Quote from: NE2 on November 10, 2013, 04:44:00 PM
Quote from: roadman65 on November 10, 2013, 04:38:10 PM
The Lee Roy Salmon Expressway extension to the Gandy Bridge.
Selmon.
(https://www.aaroads.com/forum/proxy.php?request=http%3A%2F%2Fi.imgur.com%2FsKw4Hcj.png&hash=3dcfa3f1565ffed6ee1e602af97f1700dea73a5d)
Minuetman strikes again!
Not sure if it's been mentioned before here, but I've found a mention for unbuilt freeways in Fort Wayne, IN in a newspaper article on I-469. It mentions an "Anthony Wayne Expressway" and later a north-south and east-west expressway through Fort Wayne
http://www.journalgazette.net/apps/pbcs.dll/article?AID=/20080720/LOCAL/807200426/1002 (http://www.journalgazette.net/apps/pbcs.dll/article?AID=/20080720/LOCAL/807200426/1002)
Quote from: mightyace on February 03, 2009, 12:37:47 PM
Tops on my list is the "cow pasture expressway"
i.e. The graded but never completed PA 23 expressway northeast of Lancaster, PA.
Also in Pennsylvania:
The original ideas for what became I-80 across PA (both toll and free) ran parallel to US 6 instead of its actual alignment.
New Jersey
How can we forget about the never completed section of I-95 that was supposed to run northeast towards the NJ Turnpike near I-287.
Connecticut
On some old atlases of mine I-384 east of Hartford and US 6 around Willimantic were supposed to be I-84 running eastward. To Providence? What's now I-84 from Hartford to the Mass Pike was I-86.
DC - Maryland
I-95 Through the city.
Maryland
In Baltimore: I-83 meeting up with I-95 east of Fells Point, I-70 running eastward to meet I-95 southwest of the Inner Harbor. Also, the part of I-795 that was supposed to run inside the I-695 beltway.
Massachusetts
I-95 was supposed to be (was?) the central artery and split off onto a partially built freeway that is currently signed US 1 but was never completed northeastward to close the gap.
Tennessee
The north loop of TN 840 may never be built.
I-40 through Memphis. (instead of around)
The TN SR840 proposal is dead and many did not want that to be built anyway. It was pointless and would have been a waste of taxpayer monies.
Quote from: Avalanchez71 on June 02, 2014, 03:55:09 PM
Quote from: mightyace on February 03, 2009, 12:37:47 PM
Tops on my list is the "cow pasture expressway"
i.e. The graded but never completed PA 23 expressway northeast of Lancaster, PA.
Also in Pennsylvania:
The original ideas for what became I-80 across PA (both toll and free) ran parallel to US 6 instead of its actual alignment.
New Jersey
How can we forget about the never completed section of I-95 that was supposed to run northeast towards the NJ Turnpike near I-287.
Connecticut
On some old atlases of mine I-384 east of Hartford and US 6 around Willimantic were supposed to be I-84 running eastward. To Providence? What's now I-84 from Hartford to the Mass Pike was I-86.
DC - Maryland
I-95 Through the city.
Maryland
In Baltimore: I-83 meeting up with I-95 east of Fells Point, I-70 running eastward to meet I-95 southwest of the Inner Harbor. Also, the part of I-795 that was supposed to run inside the I-695 beltway.
Massachusetts
I-95 was supposed to be (was?) the central artery and split off onto a partially built freeway that is currently signed US 1 but was never completed northeastward to close the gap.
Tennessee
The north loop of TN 840 may never be built.
I-40 through Memphis. (instead of around)
The TN SR840 proposal is dead and many did not want that to be built anyway. It was pointless and would have been a waste of taxpayer monies.
What exactly is the point of that road? it's so far away from the city it seems like noone would want to use it anyway
Quote from: silverback1065 on June 02, 2014, 07:15:36 PM
Quote from: Avalanchez71 on June 02, 2014, 03:55:09 PM
Quote from: mightyace on February 03, 2009, 12:37:47 PM
Tennessee
The north loop of TN 840 may never be built.
The TN SR840 proposal is dead and many did not want that to be built anyway. It was pointless and would have been a waste of taxpayer monies.
What exactly is the point of that road? it's so far away from the city it seems like noone would want to use it anyway
It's a bypass of Nashville for I-40 and to/from I-40 and I-65 and I-24 on the south side of Nashville. The eastern part was actually fairly busy when I took it at the end of March.
Almost all of Seattle's entire planned expressway network was canceled in the 1970s, most notably the Empire (later R.H. Thomson) Expressway:
(https://farm4.staticflickr.com/3401/3407349940_febb73b207_b.jpg) (https://flic.kr/p/6c6yqL)
Source: Arterial thoroughfare plan, 1957 (https://flic.kr/p/6c6yqL) by Seattle Municipal Archives (https://www.flickr.com/people//), on Flickr
Quote from: Bryant5493 on February 03, 2009, 08:41:07 AM
Non-built Georgia Interstates:
I-485: Would have connected SR 400 with I-675 and US 78 (Stone Mountain Freeway).
I-420: Was to begin at I-20, near Douglasville, and continue along SR 166 (Langford Parkway) to around Gresham Park. The only portion to be built is antiquated Langford Parkway/"Lakewood Freeway."
I-175: Was to connect I-75 with Albany, starting at Cordele (SR 300 - Georgia-Florida Parkway). Currently, SR 300 is a divided highway that goes through several small towns en route to Albany, Georgia.
Be well,
Bryant
I was going to add that Freedom Parkway is also a remnant of I-485 (it'd connect with US 78/Stone Mountain Freeway).
Sam Cooper Blvd in Memphis was supposed to be the original I 40 alignment, but either protests or petitions to save Overton Park caused the alignment to move on unsigned 240 in the northern part of the city
It appears there may have been a north-south freeway in Little Rock, Arkansas, between I-430 and I-30 that never got built and was called the "Midtown Freeway." It is referenced in the EIS for I-630 which mentions consideration of using this Midtown route for connecting I-630 to I-30, or possibly north to I-40 IIRC, but there's no map of these alternatives.
EDIT: Found further mention of this route in these two documents:
See Page 50/64 (http://www.google.com/url?sa=t&rct=j&q=&esrc=s&source=web&cd=1&cad=rja&uact=8&ved=0CB0QFjAA&url=http%3A%2F%2Fualr.edu%2Fcps%2Fassets%2Fpdf%2FDownBytheRiverside.pdf&ei=x57VU9L8HMWoyATXpIGQCg&usg=AFQjCNHDib7hJc610Uiv9KLDOLwggIonNw)
See Page 43/51 (http://www.google.com/url?sa=t&rct=j&q=&esrc=s&source=web&cd=6&cad=rja&uact=8&ved=0CEAQFjAF&url=http%3A%2F%2Fwww.littlerock.org%2FCityDepartments%2FPlanningAndDevelopment%2FPlanningMinutes%2FCommissions%2Fpc_mar15%25202012.pdf&ei=x57VU9L8HMWoyATXpIGQCg&usg=AFQjCNGwLsYGNljJT1l-st4rpP4QFIQOrA)
Louisville, Kentucky had three corridors that never got built according to a map from the Metropolitan Louisville Transportation Report of January 1969:
(https://www.aaroads.com/forum/proxy.php?request=http%3A%2F%2Fi1375.photobucket.com%2Falbums%2Fag457%2Frevive755%2FLouisvillePlan_zps49a19b8b.jpg&hash=086aaabb966db3f7b3ec7de6f1fee87f7e830c63)
1) The Southwest Radial, which would have had run from the current I-64 interchange with Roy Wilkins Avenue to KY 841 around Manslick Road.
2) The Crosstown, which would have been a partial loop inside the I-264 loop (hard to see on the map above)
3) The Southeast Radial, which would have run from the Crosstown to US 31E near the Salt River Bridge.
Quote from: Revive 755 on October 03, 2014, 10:23:13 PM
Louisville, Kentucky had three corridors that never got built according to a map from the Metropolitan Louisville Transportation Report of January 1969:
1) The Southwest Radial, which would have had run from the current I-64 interchange with Roy Wilkins Avenue to KY 841 around Manslick Road.
In addition to the interchange of 64/Wilkins (a semi-directional T), I wonder if another vestige of this proposal is the SPUI/overpass that 9th Street has with Oak Street. (Seems like some of this route would have followed a rail right of way)
Quote from: TheStranger on October 03, 2014, 10:52:37 PM
In addition to the interchange of 64/Wilkins (a semi-directional T), I wonder if another vestige of this proposal is the SPUI/overpass that 9th Street has with Oak Street. (Seems like some of this route would have followed a rail right of way)
Doubtful, since that part of 9th didn't exist until 2003 (check topos - there simply was no road). I suppose it's possible that land had been acquired or something.
Related to a comment in another thread (https://www.aaroads.com/forum/index.php?topic=13218.msg2011126#msg2011126), here's a list of freeways that were never built in the Hampton Roads area. Unless otherwise noted, these appeared on the 1965 plan:
Metropolitan Loop: was to have completely encircled downtown Norfolk and downtown Portsmouth, in part utilizing (going clockwise), the Martin Luther King Fwy and extension, an expanded Midtown Tunnel, a freeway on the block between 26th and 27th, a crossing of I-264 and the river near Ballentine Blvd, and a high-rise Jordan Bridge replacement (similar in concept but still different from the one Chesapeake built a few years ago).
Waterfront Drive: was to have connected I-264 with the Midtown Tunnel through downtown Norfolk. From I-264/Waterside Dr, it would have followed the waterfront, decimated the Freemason neighborhood, then followed Brambleton Ave from The Hague (that waterway Brambleton crosses over) to Hampton Blvd.
Tidewater Freeway: freeway upgrade of US 13/58/460 from Suffolk to Bowers Hill. Was 6-laned but never got the at-grade intersections removed.
Chesapeake Bay Freeway: freeway upgrade of US 13/Northampton Blvd from I-64 to the CBBT.
Outer Banks Toll Road: I have seen references to a proposed "Outer Banks Toll Road" that would have connected Virginia Beach to the NC Outer Banks by going right along/near the shoreline. The 1965 plan proposed the Virginia Beach end of this toll road near today's General Booth Blvd/Nimmo Pkwy intersection. There were no freeways planned to connect it to I-64 or I-264.
Northern Connector Freeway: not on the 1965 plan, but appears on the 1969 plan. Would have run from the northeast corner of the Metropolitan Loop (described above) to the I-64/Tidewater Dr interchange, which suggests the connections between 64 west and Tidewater Dr South were intended for this freeway.
South Suffolk Bypass: also not on the 1965 plan, but is on the 1969 plan. Would have completed a freeway loop around the middle of Suffolk. The interchange at the east end of the existing bypass was built to accommodate the South bypass. Shortly after the Southwest Leg was finished in 2003, the southeast leg was permanently cancelled.
North-South Freeway: proposed in 1964 for Newport News, this freeway would have begun at I-64 just south of the Bland Blvd overpass, and paralleled the Norfolk Southern tracks into downtown Newport News (west side of the tracks from J Clyde Morris Blvd to Center Ave, east side of the tracks otherwise). The freeway was to end at 21st St with provision for a potential future extension south...at the time, neither I-664 nor the MMBT were planned. By the time planning for I-664 and the MMBT began (by 1972), the North-South Freeway was planned to interchange with I-664 at 35th St.
With speculation about a new stadium for the Bills increasing once again, the Buffalo News posted a gallery of past stadium proposals in the area, which include a few highways that never saw the light of say:
http://galleries.buffalonews.com/default.aspx?id=3522#/2 (Amherst; I-990 routed further west, North French Road interchange also further west and intended to be a cloverleaf, additional interchange directly connecting I-990 to the stadium planned)
http://galleries.buffalonews.com/default.aspx?id=3522#/7 (Lancaster; Expressway planned to run parallel to modern NY 78 and connect to Thruway at modern Exit 49)
http://galleries.buffalonews.com/default.aspx?id=3522#/9 (Blasdell, proposed Mile Strip Expressway w\ interchanges at McKinley Parkway and Thruway at modern Exit 56)
Quote from: ChoralScholar on July 01, 2013, 05:15:05 PM
US 67/167 going Northeast out of Little Rock was supposed to be added to the Interstate system. I've even got an old Little Rock map from the 60s that show it as I-30, so apparently someone was talking about that way back then.
Could you take a picture or scan that map?
AHTD refers to US 67 as "Future I-30".
I saw a document referring to the US 67 freeway as an x40, I-140 IIRC. I don't know why it was never given an interstate designation.
There is a topic, created long before I got here unfortunately, that shows part of the routing for Harrisburg's cancelled West Shore Expressway. I still wonder how it would've connected to I-83 at the York Split, and if the interchange would have been reconfigured or added on to.
Probably this thread (https://www.aaroads.com/forum/index.php?topic=7926.msg221131#msg221131).
It appears South Carolina had a lot of cancelled freeways:
Columbia
* North-South Freeway: Appears it would have continued SC 277 south to I-77 somewhat parallel to the Congraree River. (EIS description) (https://www.ntis.gov/Search/Home/titleDetail/?abbr=EISSC731676D)
Greenville
* Gantt Freeway
* Downtown Loop Freeway
* Reedy River Freeway (a partial map can be found in this document (http://scholarcommons.sc.edu/cgi/viewcontent.cgi?article=1041&context=archanth_books), EIS description can be found here (https://www.ntis.gov/Search/Home/titleDetail/?abbr=EISSC730751D)
Quote from: TheOneKEA on November 10, 2013, 04:22:39 PM
Here are some freeways in Maryland that never got built:
- Interstate 70 from the Baltimore City line to Interstate 95
- Interstate 170 from I-70 to US 1 in West Baltimore
- Interstate 83 from Fayetteville Street to I-95
- Perring Freeway from I-695 to US 1 south of Bel Air
- Windlass Freeway from I-95 to I-695 and from I-695 to MD 43
- Baltimore Beltway from MD 150 back to the Patapsco Freeway south of Exit 41
- MD 10 from I-695 to I-95/I-895 and from MD 2 to US 50
- I-95 from I-495 to the D.C. Line
I think there was also a plan at one point to build a freeway to parallel busy MD-3 between US-50 and I-97. (I-297?) There were two proposals:
- Upgrade MD-3 to freeway, probably with frontage roads for much of the way. But it was determined that about 1500 residences would be subject to the noise and such.
- Build a separate freeway to the west, presumably from connections to MD-3. While this one would only affect some 25 residences, it would have required an elevated section of about 3/4-mile because of a wetlands.
Of course, neither plan happened, and a few signals have since been added to MD-3, along with some channelized lefts (one triple-lane), some widening, and what seems to be a modified Michigan Left, complete with a BGS, at Waugh Chapel. There may still be plans on SHA's website (http://www.roads.maryland.gov/index.aspx?PageId=667) to convert at least some of the at-grade intersections to interchanges.
South of US-50, I distinctly remember seeing a blueprint for a full-scale T-interchange between US-301 and MD-197. I doubt that one's even still in the running, but I think there are still some plans for a freeway bypass of Waldorf further south. Something about plans to make the US-301 corridor a freeway, or an eastern bypass of the DC area, all the way from US-50 to the Nice Bridge. There are, what, 60-odd traffic signals on that route now?
Quoteand what seems to be a modified Michigan Left, complete with a BGS, at Waugh Chapel.
I recall when this was built...it actually has far more in common with NC's "Superstreet" concept than it does a "Michigan Left".
Quote from: DrZoidberg on February 03, 2009, 10:23:30 AM
Oregon has its fair share of axed freeways.
- I-505 was to run along the present US 30's split with I-405 to NW Yeon Ave. A short distance, but it did appear on at least one map, from what I've seen.
Not to Yeon; that's what the US 30 freeway does now. I-505 was going to go along NW Thurman and Vaughn Streets to Mongtomery Park, then up St Helens Road toward the St Johns Bridge, with long range plans going to Astoria.
Quote- I-305 running along the Salem Parkway (Business OR 99E) connecting I-5 with downtown Salem.
And crossing the Willamette into West Salem. This crossing is being revived, but likely not as a full freeway.
Quote- The Mt. Hood Freeway, though I'm not as familiar with this one. If I recall correctly, it was to go through SE Portland along what is now US 26. Maybe somebody can shed more light on that one.Quote from: TarkusThe Mt. Hood Freeway was part of Robert Moses' freeway plans for Portland--just about none of which got built. It indeed was planned to run roughly in the area of SE Powell Blvd and was apparently going to connect into the current I-84 east of I-205. It was originally planned to be the alignment of I-84 (then I-80N) instead of the Banfield.
There's also a sort of "ghost divided highway" section of US 26 out near Boring as well, which was apparently going to connect into the Mt. Hood Freeway somehow.
The Mt Hood was never one of Robert Moses' ideas. That was all CRAG (Columbia River Area Government, now Metro). The closest Moses had to do with the Mt Hood was utilizing the Ross Island Bridge for the downtown freeway loop.
The Mt Hood itself was to run from the Marquam Bridge southeast to SE Ivon St, then east to around 50th, then southeast to Powell, and east again toward Gresham (I-205's routing hadn't been finalized before the Mt Hood was planned). A later phase would have skirted south of downtown Gresham starting around 182nd Ave and connected into the expressway between Gresham and Sandy.
Quote- Naito Parkway (former OR 99W) was at one time going to be a freeway skimming the riverfront, but was axed in favor of the waterfront park (which I'm greatful for as I run in this park a few times a week!)
When the Eastbank Freeway and Marquam Bridge were complete, Harbor Drive was demolished and 99W relocated onto Front Ave (now Naito Pkwy), and ramps from the Steel Bridge to I-84 removed.
I-205: Yellowbook route (Tualatin-Lake Oswego-Oak Grove-Laurelhurst Freeway)
I-205: Johnson Creek Freeway (Burlingame-Johns Landing-Sellwood-Johnson Creek Blvd)
I-205: Laurelhurst Freeway (52nd Ave, 50th ave)
I-205: 112th Ave
I-205: West Side Bypass; Rivergate Freeway (Tualatin-Sherwood-Bull Mountain-South Beaverton-Aloha-Tanasbourne-north Bethany-St Johns-Rivergate-Vancouver-Fruit Valley-Hazel Dell)
OR 43: Macadam Ave (Lake Oswego-Portland)
Parkrose Freeway: Fremont Bridge-Parkrose via Prescott St
Going Expressway: Swan Island-Parkrose Freeway
St Johns beltway: A beltway around St Johns, looping from the proposed I-205 Willamette River crossing back to the Rivergate Freeway
Multnomah Expressway: Tigard?-Multnomah Village-Burlingame
Kansas City
Northeast freeway - Short freeway connecting US24 to the Benton curve (https://www.google.com/maps/@39.0957889,-94.5437992,17z)
Southeast freeway - Freeway connecting I-70's Jackson Curve (South of Benton Curve) to Blue parkway (https://www.google.com/maps/dir///@39.0366303,-94.5234501,14.63z)
Both were canceled somewhere between I-70 construction and now. The two curves are obviously built to be interchanges.
from Macomb County MI:
The Mound Freeway, was to be a rerouting of M-53 from 18 Mile to either I-696 or to the never built Davison Freeway (east of I-75) freeway. all that was built of the Mound Freeway was a Freeway to freeway interchange at I-696.
Quote from: cwf1701 on July 20, 2015, 11:30:43 PM
from Macomb County MI:
The Mound Freeway, was to be a rerouting of M-53 from 18 Mile to either I-696 or to the never built Davison Freeway (east of I-75) freeway. all that was built of the Mound Freeway was a Freeway to freeway interchange at I-696.
why weren't any of these built? NIMBYs?
Quote from: silverback1065 on July 21, 2015, 05:47:44 PM
Quote from: cwf1701 on July 20, 2015, 11:30:43 PM
from Macomb County MI:
The Mound Freeway, was to be a rerouting of M-53 from 18 Mile to either I-696 or to the never built Davison Freeway (east of I-75) freeway. all that was built of the Mound Freeway was a Freeway to freeway interchange at I-696.
why weren't any of these built? NIMBYs?
Detroit elected Coleman Young in 1974 as I-696 in Macomb county and I-96 and I-275 in Wayne county was being built. Coleman Young Killed the Davison extension from I-96 to the Lodge and from I-75 to I-94. the killing of the Davison also killed the Mound freeway.
Connecticut:
CT 34 freeway extension from Downtown New Haven to I would presume West Haven.
I-291 Hartford Beltway
I-84 extension to Providence
CT 25 freeway extension to I-84 in Newtown.
US 7 freeway extension from Norwalk to Danbury.
I-484 and I-284 which were both interstate spurs in Hartford.
SH-225 Houston, TX (610-downtown)
Red Bluff Frwy Houston, TX
SH-199 Fort Worth, TX (820-downtown)
SH-121 Fort Worth, TX (NW downtown loop)
Quote from: cwf1701 on July 21, 2015, 06:47:52 PM
Quote from: silverback1065 on July 21, 2015, 05:47:44 PM
Quote from: cwf1701 on July 20, 2015, 11:30:43 PM
from Macomb County MI:
The Mound Freeway, was to be a rerouting of M-53 from 18 Mile to either I-696 or to the never built Davison Freeway (east of I-75) freeway. all that was built of the Mound Freeway was a Freeway to freeway interchange at I-696.
why weren't any of these built? NIMBYs?
Detroit elected Coleman Young in 1974 as I-696 in Macomb county and I-96 and I-275 in Wayne county was being built. Coleman Young Killed the Davison extension from I-96 to the Lodge and from I-75 to I-94. the killing of the Davison also killed the Mound freeway.
Am I correct in my assumption that it is highly unlikely that I'll live to see either (or both) resurrected and built?
Mike
It looks like the Illiana Expressway is joining the Crosstown Expressway as a Chicago-area project that will never be built. At least not while I'm still alive.
Quote from: Henry on July 22, 2015, 12:01:40 PM
It looks like the Illiana Expressway is joining the Crosstown Expressway as a Chicago-area project that will never be built. At least not while I'm still alive.
And the Fox Valley Expressway, and the Prairie Parkway, and the Route 53 Extension, and the Amstutz Expressway, but we can find the time and money and will to build the rather superfluous Elgin-O'Hare eastern extension.
It is probably already mentioned, but I'm not up to scrolling through all 8 pages:
The I-495 Cross Town Expressway (underground) connecting the Queens Midtown Tunnel with the Lincoln Tunnel, roughly under 34th street across Manhattan. The tunnel was actually started but cancelled by the Lindsay administration in the 1966 time-frame, as best as I can recall.
On a technicality, I-540 north of Van Buren, AR. It is shown as proposed at least as far back as 1969, but wasn't built. It is shown as running north to northeast eventually intersecting the US 71 Bypass (now part of I-49) on the west side of Fayetteville.
It would be built in the 1990's about 5 miles east as "new" US 71, but officially designated I-540, later I-49.
The Milwaukee Area had several freeways that were never built
The Belt Freeway which was supposed to wrap around the South and West sides of the city
The Bay Freeway that was supposed to skirt the near north side
The Stadium Freeway was supposed to be a lot longer than it currently is
The Park Freeway
The Lake Freeway was supposed to go through Racine, Kenosha, and Waukegan. The Amstutz Expressway in Waukegan is a stub end of that freeway and there is evidence at the north end that it was supposed to extend to the north
Here's an excellent map from wisconsinhighways.org showing the freeways that were never built
http://www.wisconsinhighways.org/milwaukee/system_map.html
Quote from: peterj920 on July 30, 2015, 06:34:30 PM
The Milwaukee Area had several freeways that were never built
The Belt Freeway which was supposed to wrap around the South and West sides of the city
The Bay Freeway that was supposed to skirt the near north side
The Stadium Freeway was supposed to be a lot longer than it currently is
The Park Freeway
The Lake Freeway was supposed to go through Racine, Kenosha, and Waukegan. The Amstutz Expressway in Waukegan is a stub end of that freeway and there is evidence at the north end that it was supposed to extend to the north
Here's an excellent map from wisconsinhighways.org showing the freeways that were never built
http://www.wisconsinhighways.org/milwaukee/system_map.html
why weren't they built?
Quote from: Bickendan on July 20, 2015, 05:01:41 PM
Quote from: DrZoidberg on February 03, 2009, 10:23:30 AM
Oregon has its fair share of axed freeways.
- I-505 was to run along the present US 30's split with I-405 to NW Yeon Ave. A short distance, but it did appear on at least one map, from what I've seen.
Not to Yeon; that's what the US 30 freeway does now. I-505 was going to go along NW Thurman and Vaughn Streets to Mongtomery Park, then up St Helens Road toward the St Johns Bridge, with long range plans going to Astoria.
Quote- I-305 running along the Salem Parkway (Business OR 99E) connecting I-5 with downtown Salem.
And crossing the Willamette into West Salem. This crossing is being revived, but likely not as a full freeway.
Quote- The Mt. Hood Freeway, though I'm not as familiar with this one. If I recall correctly, it was to go through SE Portland along what is now US 26. Maybe somebody can shed more light on that one.Quote from: TarkusThe Mt. Hood Freeway was part of Robert Moses' freeway plans for Portland--just about none of which got built. It indeed was planned to run roughly in the area of SE Powell Blvd and was apparently going to connect into the current I-84 east of I-205. It was originally planned to be the alignment of I-84 (then I-80N) instead of the Banfield.
There's also a sort of "ghost divided highway" section of US 26 out near Boring as well, which was apparently going to connect into the Mt. Hood Freeway somehow.
The Mt Hood was never one of Robert Moses' ideas. That was all CRAG (Columbia River Area Government, now Metro). The closest Moses had to do with the Mt Hood was utilizing the Ross Island Bridge for the downtown freeway loop.
The Mt Hood itself was to run from the Marquam Bridge southeast to SE Ivon St, then east to around 50th, then southeast to Powell, and east again toward Gresham (I-205's routing hadn't been finalized before the Mt Hood was planned). A later phase would have skirted south of downtown Gresham starting around 182nd Ave and connected into the expressway between Gresham and Sandy.
Quote- Naito Parkway (former OR 99W) was at one time going to be a freeway skimming the riverfront, but was axed in favor of the waterfront park (which I'm greatful for as I run in this park a few times a week!)
When the Eastbank Freeway and Marquam Bridge were complete, Harbor Drive was demolished and 99W relocated onto Front Ave (now Naito Pkwy), and ramps from the Steel Bridge to I-84 removed.
I-205: Yellowbook route (Tualatin-Lake Oswego-Oak Grove-Laurelhurst Freeway)
I-205: Johnson Creek Freeway (Burlingame-Johns Landing-Sellwood-Johnson Creek Blvd)
I-205: Laurelhurst Freeway (52nd Ave, 50th ave)
I-205: 112th Ave
I-205: West Side Bypass; Rivergate Freeway (Tualatin-Sherwood-Bull Mountain-South Beaverton-Aloha-Tanasbourne-north Bethany-St Johns-Rivergate-Vancouver-Fruit Valley-Hazel Dell)
OR 43: Macadam Ave (Lake Oswego-Portland)
Parkrose Freeway: Fremont Bridge-Parkrose via Prescott St
Going Expressway: Swan Island-Parkrose Freeway
St Johns beltway: A beltway around St Johns, looping from the proposed I-205 Willamette River crossing back to the Rivergate Freeway
Multnomah Expressway: Tigard?-Multnomah Village-Burlingame
http://bickenland.lonaf.com/Maps/1990PDXPlan.jpg
Quote from: silverback1065 on July 30, 2015, 06:56:05 PM
Quote from: peterj920 on July 30, 2015, 06:34:30 PM
The Milwaukee Area had several freeways that were never built
The Belt Freeway which was supposed to wrap around the South and West sides of the city
The Bay Freeway that was supposed to skirt the near north side
The Stadium Freeway was supposed to be a lot longer than it currently is
The Park Freeway
The Lake Freeway was supposed to go through Racine, Kenosha, and Waukegan. The Amstutz Expressway in Waukegan is a stub end of that freeway and there is evidence at the north end that it was supposed to extend to the north
Here's an excellent map from wisconsinhighways.org showing the freeways that were never built
http://www.wisconsinhighways.org/milwaukee/system_map.html
why weren't they built?
Politics, a judge that halted construction. It's all explained in that link.
Quote from: peterj920 on July 30, 2015, 06:34:30 PM
The Bay Freeway that was supposed to skirt the near north side
It's funny that Seattle's never-built Bay Freeway (https://en.wikipedia.org/wiki/Bay_Freeway_(Seattle)) was also planned to skirt the north side of downtown (see this map overlaid onto modern Seattle (http://www.bing.com/maps/default.aspx?mapurl=http://en.wikipedia.org/w/index.php?title=Template:Attached_KML/Bay_Freeway_(Seattle)&action=raw)).
Quote from: amroad17 on May 19, 2013, 12:51:30 AM
Also, I read somewhere (where, I cannot remember) that I-99 (or some variant) would have continued from Painted Post, NY and reached Utica, NY by following NY 13 past Cortland to NY 12 to Utica. The parts of this that are built are the NY 13 freeway around Ithaca. the exit 12 interchange of I-81 in Homer, and the North-South Arterial (most of it) and I-790 from Utica to the Thruway.
This would be better than a "recommissioning" of I-390 as I-99 to Rochester, and it would make up for I-81's ridiculous routing through Syracusica. I seriously doubt it will happen however.
Also, I suppose I'll throw in Buffalo's highway plan. When I first saw this a couple days ago, I was shocked at how many roadways were planned, because I can't imagine what they would look like and how they would have reshaped the city and region's development. I've seen a reduced version of it but nothing this heavy. In fact, one of the black dotted lines is in place of the surface arterial where my house is currently off of.
The only ones that currently exist are the solid black lines, the Lockport Expy in the upper right corner, and the Aurora and Southern Expressways as well as only portions of the "Outer Belt."
(https://www.aaroads.com/forum/proxy.php?request=http%3A%2F%2Fi.imgur.com%2FGff4Cll.jpg&hash=165ca5e976407f2ccb72182520f37de828a26752)
Quote from: Buffaboy on October 04, 2015, 07:41:52 PM
Quote from: amroad17 on May 19, 2013, 12:51:30 AM
Also, I read somewhere (where, I cannot remember) that I-99 (or some variant) would have continued from Painted Post, NY and reached Utica, NY by following NY 13 past Cortland to NY 12 to Utica. The parts of this that are built are the NY 13 freeway around Ithaca. the exit 12 interchange of I-81 in Homer, and the North-South Arterial (most of it) and I-790 from Utica to the Thruway.
This would be better than a "recommissioning" of I-390 as I-99 to Rochester, and it would make up for I-81's ridiculous routing through Syracusica. I seriously doubt it will happen however.
Also, I suppose I'll throw in Buffalo's highway plan. When I first saw this a couple days ago, I was shocked at how many roadways were planned, because I can't imagine what they would look like and how they would have reshaped the city and region's development. I've seen a reduced version of it but nothing this heavy. In fact, one of the black dotted lines is in place of the surface arterial where my house is currently off of.
The only ones that currently exist are the solid black lines, the Lockport Expy in the upper right corner, and the Aurora and Southern Expressways as well as only portions of the "Outer Belt."
(https://www.aaroads.com/forum/proxy.php?request=http%3A%2F%2Fi.imgur.com%2FGff4Cll.jpg&hash=165ca5e976407f2ccb72182520f37de828a26752)
Would Buffalo have benefited from these if they were built?
No.
Quote from: Rothman on October 05, 2015, 11:46:53 PM
No.
I have to agree, at least most would've been overkill. Two, the red lines in between the present-day I-190, I-90 and I-290 would've been the extension of NY 400 and NY 5 through impoverished and dense areas, and it's surprising that they were considered in the first place. This would never leave AARoads today.
The Outer Belt might have been beneficial however. Transit Rd and a few others are notorious for being wider than they ought to be.
Way back in this thread, someone mentioned the Reseda Freeway in Los Angeles. It was supposed to be a continuation of CA-14 further south across the San Fernando Valley, over the Santa Monica Mountains, and down Temescal Canyon to Pacific Coast Highway. But there were also efforts to replace PCH through Santa Monica with a causeway out in the ocean, which you can read about here: http://tinyurl.com/b624r49 (http://tinyurl.com/b624r49).
In northern LA County, there were also plans to build a freeway from Gorman across Lancaster to I-15 in Hesperia, called the Metropolitan Bypass Freeway. It's described in Dan Faigin's site: http://www.cahighways.org/137-144.html#138 (http://www.cahighways.org/137-144.html#138). It's why the interchange between I-5 and CA-138 in Gorman looks like a big freeway interchange. An updated version of this, called the High Desert Corridor, will probably be built, although it will be only partially freeway and partially expressway.
Some sort of express setup on the Thruway through Buffalo would be beneficial, if not a outer loop, at least for through traffic. This summer I ended up diverting over to US 20 on my way to Rochester to avoid the mess that is the toll-free section between I-190 and I-290, since I made the apparent mistake of getting to Buffalo in the afternoon.
Florida's I-375 was supposed to extend west to a proposed toll road in Clearwater along a rail line. I-175 in Florida was supposed to be on the northeast quadrant of the Pinellas Belt Freeway. It was the only part of the Pinellas Belt Freeway to ever be built. Part of US 19 was upgraded to compensate for I-375's western extension having the plug pulled.
The Garden Parkway in Gastonia, as well as I-20 going from Florence SA to Wilmington NC.
An Airport connector from Winston-Salem to Greensboro is still considered when looking at these maps. I don't know how it can be built now since that area is getting developed VERY fast.
Source for the connector - https://storymaps.arcgis.com/stories/56c3aabd2bec4d5783b6483b06493d8e
Map 1 (https://ago-item-storage.s3.us-east-1.amazonaws.com/4eeae99c5c354bf5a2ea433c4921cc4b/01_HighwayFacilityTypes_GUAMPO.pdf?X-Amz-Security-Token=IQoJb3JpZ2luX2VjEIT%2F%2F%2F%2F%2F%2F%2F%2F%2F%2FwEaCXVzLWVhc3QtMSJIMEYCIQDF4xgCk40wcjTDV3uxle6JdDIbjjxs3HqmG6gmMg4OkwIhAPWSmfyr7aGV4L8%2BjPYxPI7I4en2ZktBfFh%2BkzJzFGgYKvoDCG0QABoMNjA0NzU4MTAyNjY1Igx1jK9nSWOzcdZGK2Eq1wP3%2F6vcn0BE3LuprIrCCuczAUQ3NbPBywCrj8a252SLoLHIxXScVrIxREKh8xKDfWCxsNHBvqEk5vSYF6OO50E%2Bk3fz7Lhj5PbOnjrrcQ8XMFJzpYnYArPWxsNDtI0JQ4HoZVSsqwJ2cgQP1lGXZTibnq0QQDobtaqnqhNZLdHEAqlX5OIZV5MceI3lc6cQypUPd2S9rXU%2B6HnBg0aKm4cUVOJNzBNWZHBk00e1N63H9meNIuOSsMQXCnK5fN48leWUmXVPakZ9qgk%2FgslrpPj3HUDdb4W%2F%2BbZ8uGgy%2FiuivyJ6AKlkGnjUyQaZS%2BTlVpxTaf6GEnDgEVZl8JVZ8w5FG%2FuHGPXqqvadmXnJg9FtKaVads8tGgujustBvgPpRoMXsCJ%2FAxZucYQFKATiSzEm187DslD58c%2BN%2FZ%2BQ7d9UOpiNYYfYARepz29emHxAUBWs7ZGSNwCTHOM2KQGZ2TiASXZGOzKUfYZq8Jx2%2FXtezZvOyjShtuX97ULUCSUOrVSOuDgws9b2CdciuzKwrzWEZUMI9Vxnj3DLOaPDTczTuOhApjhDI%2FSNA9k63azokX5xkKR0780cFBhdxsrWby4C%2Fz%2FbDSp4mieaVJZz0tL%2B9LV8Jg%2BaWtYw5czljQY6pAFLYSBjPiOVQkCAQJ8gpRQ2YfRRWgV9BsUiUPkHKk86KuUrIwBrUz6i%2BISCEPELV0qCfovsla%2Fg8swwUP1D6DY5Yk8Un0CD57xLeGvPK53FUlsOGm4pl6wywsWgujsmv5ShIzTQ3EUyleQul9zB4Vv%2Fdm1YxQg%2B7iIoC4oSiVWPnz06HzrtzFMRkLm6GZE1HH1gGq0D8Vch1urW33SVdgmwSo2mhQ%3D%3D&X-Amz-Algorithm=AWS4-HMAC-SHA256&X-Amz-Date=20211215T051348Z&X-Amz-SignedHeaders=host&X-Amz-Expires=300&X-Amz-Credential=ASIAYZTTEKKERU5QHMGG%2F20211215%2Fus-east-1%2Fs3%2Faws4_request&X-Amz-Signature=b3cfef59c054ac9e4da85bb95bf333f81569f85b51e8b3ace592016a972e9965)
Map 2 (https://ago-item-storage.s3.us-east-1.amazonaws.com/04ee787fc7a24fb7934790354337c996/02_HighwayRecommendations_GUAMPO_Map_Revised.pdf?X-Amz-Security-Token=IQoJb3JpZ2luX2VjEIX%2F%2F%2F%2F%2F%2F%2F%2F%2F%2FwEaCXVzLWVhc3QtMSJHMEUCIQCGNK7%2BGUw2NbWyx78MGnEb6W8nzZPllNnzkTVAh7Aw9QIgBxSQ6beRL9HvusxCnynOqs9QmMcuH8XCVsgm329QJN4q%2BgMIbRAAGgw2MDQ3NTgxMDI2NjUiDM%2Bdsj%2BQRfJbiLEhOCrXA2cBxidlxT5ET87JnLmBrcBukYwdmdg8PNHMw3ec2JDsKcvJWRZQ7MBwa%2Fw93LjpDIRF568014%2BgD5sSRn627YHluTmiuVJKdFCXrr5qOjqZz02u2hxkzyamyqtKxTYnhca%2Bx1KJH1Ag0z3jcD1WOKiXD8PJi7y%2FfFgLjqiwTbM1UWNdK7%2BOf%2FVRrKenBi6kfs3C6f4WVUltsicoVnNft9P6dIIVdIudQ2YImdAviIT2%2FU1DjuFrcbrs6wTM3r0abBVqTDHUUaCKggQpQ3OPpRlaau1eD17yNt9tyRFLrtmmzfpW2VSDVtgFvRat6sTfihVM%2FLF2Lvl1y%2BAEICBo6HGQqOlbGtNFIPcybrLMjlkA7T4P2BOyJVBpyhO1AHPy3v6vIL%2B2%2BSkQKTJqbrhEhggXMOEXmcnz82HlH69O2G%2BeXbYtV4VH10GGC4X3y9ucLL2UMnXpUm4ZgWR%2FOFvlLjgaRo6o5q4Qc0ivYf4N9vV9eq7kzJGc8Ac4EdIqIpaSLUdFicTffS0U0tfOIDiGdpkiYfXGzY%2BEzXmtlK3QYp8PQRdooiT3shgmmPkSWZFBmxwcHGPWhWuTdVap6M5ITHv21k7MzF7YCHqOm6CzFgX%2BdzuIGepgXTCL1eWNBjqlASNuwSTVmu%2Fj5LbdjYzqpOqyMQD9w0tVo5KZjItdfSl9EF9wuo7zqysX2J3RHhroBixhzIb3vmPnNYzeUkEo1FQizox7qie0W6s002m8tZ9F%2B2SLiouLSiOs9Cde3mPSzVoYQGvYkvM%2Bjr4SDIOkwy62WVhfVEl4hxhgaIcNeet7cl7%2BWMRk29PHjfyaFieqCFWPKYr6DSmddsswMoTKHSNhu5288g%3D%3D&X-Amz-Algorithm=AWS4-HMAC-SHA256&X-Amz-Date=20211215T051355Z&X-Amz-SignedHeaders=host&X-Amz-Expires=300&X-Amz-Credential=ASIAYZTTEKKEQGKLESN4%2F20211215%2Fus-east-1%2Fs3%2Faws4_request&X-Amz-Signature=07367ff6dd2ff2a8be53f09aabf8022e368ad9880edaffcae8b8e18c8ae46485)
Edit: When looking at this (https://ago-item-storage.s3.us-east-1.amazonaws.com/3e4a6be6e25441a9ab0703e10a8ecaad/CTP_Roadway_Projects_Final11_25_20.pdf?X-Amz-Security-Token=IQoJb3JpZ2luX2VjEIT%2F%2F%2F%2F%2F%2F%2F%2F%2F%2FwEaCXVzLWVhc3QtMSJHMEUCIQCyheabylkGVFOINrHt2UnNuoGn8FY5%2B8qNmHxYcB7cVgIgNLv0%2F4cYHG42FvhD5tkcpjl2mnhNmCPnoZHBOIHcz70q%2BgMIbRAAGgw2MDQ3NTgxMDI2NjUiDIIAH5NaoR1DY9DSjyrXA10QinTdsKTLT3wE15m1TTQtznxBhIQf0zVa6zjhu%2FOeICW5tkMWFQ9vd%2FQHcQAE99L3qWChJWt8eWouq8M7g6z8autaBg5W7aXgWwpZy4yRm5Zsr%2BTNNJMwe%2FRwVuF1YMvGTmyALifw6oW%2BmM%2FX7Qb%2B2ErA9h5c1bf32jmgz4JBr7xzNdEQOeNnmwXoI%2F%2FA5AVMNmUkI%2Fnm3qRazlzQJrSFBw2YuH0zx1pmUM4mPPgzMeHGF63KsVz8VrMYmS8pE56zxHiB43NmI59VqXlPRizjSbSvZMjhoioiNQViE3AAebNeSn3HSM%2Bvd66Fwy5WRsNppGa8%2F9BQAYhPhQ3LxBlUazi6DL0GGU5l116EPcvmhyfl5CmGRTjbrmCt2XLs3YLJ14Gnu7cgmq1zNRNWHVNX8ejloorARrDuzhcyFhFPdqwjJv%2F%2B0scA0GXEJ4RqYBXwPRNlmMfnhlyTSJpkrLFjdgU4FiI%2Fbyx40gjHTHprjBbsOGHGCFLl6rV01vzOKLEE6qPfWnYGx%2BAr7l%2Bv9oC2Y4DB766dKZGDjMmLIsS02orw3kp2AEfxtdfujHBFxRLlBWYJ0Jo%2B6Es3xJKuyOJlTMWkrv4G0A6u%2FZQtSNYrrHTeVhPQszDS0eWNBjqlAf1aJ1O6pMoeCXaWIBT8N9QqDF12oUucVZebYVaEehPQn596y5mmyHMHqyFGkVF%2FM%2FgwZss49xcGtsQcar52ZmH4rcnSZYWur7B1NAQ2AeMpqlSvOc9d4lEAYigrMGuENingAA%2B%2FVX9GrqiYljmNNuOCerdqymsSxq%2FXVe6l2zpe7RVEYXE08VEth6BjMg5zD2k3aIsfcvbXbPuFUaXvVzqIsHHKyA%3D%3D&X-Amz-Algorithm=AWS4-HMAC-SHA256&X-Amz-Date=20211215T051357Z&X-Amz-SignedHeaders=host&X-Amz-Expires=300&X-Amz-Credential=ASIAYZTTEKKERRH7FPC5%2F20211215%2Fus-east-1%2Fs3%2Faws4_request&X-Amz-Signature=6c435d280a6ff2027c44f3877695c8a26b0e1cbd5b59b2459730d8910ffd20f4)L140 on the top, It will be built as a four-lane boulevard or expressway. Not a freeway. But this is still a canceled freeway plan. The airport connector is still proposed, it just won't be a freeway when it's built.
Pinellas Belt Expressway, and a westward extension of I-375 in St. Pete to Clearwater (where it would end at a proposed toll road). I-175 was the only part of the proposed Pinellas Belt ever built, and would have followed the northern (or northeastern, depending on the plans) quadrant. They're just two of the many freeways never built in the Tampa Bay area. Also, the Tampa Bay Beltway appears to be dead in the water (no pun intended).
Toronto's unbuilt expressways:
Spadina Expy (what was built is the what's now the Allen Road)
400 Extension
Crosstown Expy
Scarborough Expy
Richview Expy
East Metro Expy (not pictured)
(https://www.aaroads.com/forum/proxy.php?request=http%3A%2F%2Fnebula.wsimg.com%2F3dfe20ebbe3783b3f2546cdb1141b182%3FAccessKeyId%3D5B3D9322BACA253926CC%26amp%3Bdisposition%3D0%26amp%3Balloworigin%3D1&hash=d723d2337dc7b558f03e777c5d13a448ede4d66f)