Abandoned, then built under a different system

[mcdonaat]

I've noticed this for a while with Louisiana in particular, but other systems as well.

State Route 142 was originally planned as a link between Henderson, LA and Rosedale. A piece of the main road was built from Henderson to the Atchafalaya Levee, a distance of about 2 miles. A second piece was built from Ramah to Rosedale, about 5 miles. In between, the road was planned, but never actually built.

Fast forward 30 years into the 1960's, and I-10 is being planned across the Basin, following the most direct link between Lafayette and Baton Rouge. The two exits at the end of the Basin Bridge for I-10 are Henderson and Ramah, effectively completing SR 142.

The same can be said of SR 49, planned in 1921 to connect Baton Rouge with Vidalia. Fast forward 40 years to 1961, and LA 15 is constructed along the same path, completing the pieces.

Any other strange instances of these roads? LA 15 isn't even warranted today, except to allow people to stay inside the state line when going from NE LA to Baton Rouge. US 61 does a much better job, though.

[Laura]

This is the case with MD 702 in Essex. That alignment was originally considered for I-695 and was later built as a state highway.

The alignments for "outer beltways" of Baltimore and DC are partially used for state and county roads.

The alternative alignment for I-64 from Clifton Forge, VA to Richmond would have gone south to Roanoke and then east through Lynchburg onto Richmond (along the path that US 220, 460, 360 use today). I can't speak for the rest of the alignment, but the part between Bedford and Lynchburg was built as the new (current) alignment of US 460. The old alignment became US 221.

[ghYHZ]

The approaches to the Confederation Bridge to Prince Edward Island were similar. The alignment to a proposed Causeway was graded and overpasses constructed in the 1960s. Construction of the Causeway was stopped with a change of government.

Fast forward to the mid 90s, the old overpass on the New Brunswick side which crossed the old alignment (it laid dormant for 30 years as an ATV trail) was reactivated as an interchange on the new Trans Canada Highway approach to the Bridge.







On the Prince Edward Island side, an overpass still sits in a farmer's field......crossing an ATV trail as the Bridge approaches were constructed on a different alignment.

[Brandon]

The approaches to the Confederation Bridge to Prince Edward Island were similar. The alignment to a proposed Causeway was graded and overpasses constructed in the 1960s. Construction of the Causeway was stopped with a change of government.

Michigan had something similar happen with the Mackinac Bridge in the 1930s.  The northern part was graded and laid as part of a causeway, then left due to monetary constraints.  Later, it became part of the northern part of the bridge.

[dfilpus]

In Michigan, I 275 was proposed (and some property acquisition and cleared) north of I 96 to I 75. Nimby's killed the northern section of the highway. The southern section was later built as an extension of M-5, but not to interstate standards.

[mgk920]

Howabout Clark County 215 around the northern part of the Las Vegas, NV metro area?

Also, the CO E470 tollway around the Denver, CO area.



Mike

[jwolfer]

NJ 138 was supposed to be part of the 38 freeway from Belmar to Philadelphia... 38 cancled and then connected with I-195 and number changed to 138

[Takumi]

The John Rolfe Parkway in Henrico County, VA was a planned alignment of VA 288.

[xcellntbuy]

Current Exit 5A of Interstate 90 in Albany, NY was built to accomodate a proposed Interstate 687 to connect with unbuilt Exit 4 of the Adirondack Northway/Interstate 87.  The concrete ramps from, and the 3-lane overpass above I-90, was constructed and laid unused for years, covered with chip seal and barriers over brand-new concrete to prevent use.

When I went to college in Albany from 1980-82, it became a dead-end park-and-ride lot for Capital District Transportation Authority (CDTA) buses.  Many years later, the road was opened, the chip seal cleared off and the new road was paved with asphalt and became Corporate Woods Blvd., an area of insurance and bank operations, the headquarters of a major public service union and many other business enterprises in Albany.

Corporate Woods Blvd. connects with Albany Shaker Road toward the northeast instead of the proposed Interstate 687's path which would have been opened to connect directly northwest to Albany County (now, International) Airport and I-87.

I believe the ramps of CT 9 west of West Hartford, CT were originally a 4-level stack interchange that would eventually become part of an extended CT 9 at Interstate 84.

[roadman]

The Leverett Connector ramps in Boston, which were built as part of the Big Dig, connect to I-93 using two of the four stub ramps originally built into the I-93 structure for the cancelled I-695 Inner Belt.

[vdeane]

I think this thread was about roads that weren't finished originally but were essentially finished later under a different project... not stub infrastructure that was later used for otherwise unrelated roads.

[SteveG1988]

Would the US130 freeway in NJ becoming I-295 count?

Or how about a PA Turnpike extension becoming I-80?

[hbelkins]

If this is true, then the Pennyrile Parkway extension counts, as the road was always planned to extend to I-24.

I think this thread was about roads that weren't finished originally but were essentially finished later under a different project... not stub infrastructure that was later used for otherwise unrelated roads.

[Mapmikey]

The alternative alignment for I-64 from Clifton Forge, VA to Richmond would have gone south to Roanoke and then east through Lynchburg onto Richmond (along the path that US 220, 460, 360 use today). I can't speak for the rest of the alignment, but the part between Bedford and Lynchburg was built as the new (current) alignment of US 460. The old alignment became US 221.

The current US 460 from Bedford to Lynchburg was put into the primary system in the mid-1940s as VA 297.

These two examples in Virginia meet the letter of the OP but not the spirit IMO:
1.  US 58 bypass of VA 274 east of Independence was numbered VA 212 for a time before it was fully built
2.  US 58 bypass of Franklin was numbered VA 280 for a while before it was fully built.

An example in Virginia I think is more suited:  The Smart Rd in Blacksburg if it ever becomes part of I-73.

Another could be what is now I-664 in Newport News which was built in the 1960s well before 664 was dreamed up.

South Carolina has a potential example with I-77 from I-26 to SC 48 which was initially (on paper) I-326 and was first signed as nothing, then SC 478 before becoming part of I-77.

If the road to nowhere from Bryson City west above Lake Fontana ever got restarted that would be an excellent example.

Mapmikey

[theline]

The original section of the St. Joseph Valley Parkway, though not yet named that, was built and signed as Bypass US 20. It was extended along the west and southwest sides of South Bend, but languished half-built for many years. That roadway was incorporated into the US 31 bypass, which eventually became the mainline US 31, when the road was extended north into Michigan.

Years later, the original route became mainline US 20 when the parkway was extended to the east around Elkhart.

So that section of road was repurposed and came full circle back to the original purpose. 

[Beltway]

Another could be what is now I-664 in Newport News which was built in the 1960s well before 664 was dreamed up.

The Newport News Connector Road was 2 lanes and with at-grade intersections.  Other than I-664 using the right-of-way, I wouldn't compare the orginal highway to an Interstate highway.

The Newport News Connector Road (NNCR) was a two-lane limited-access highway that ran from I-64, to near downtown Newport News at 28th Street and Victoria Boulevard, and it was part of the approach roads that were built to serve the Hampton Roads Bridge-Tunnel (HRBT), which opened in 1957. The NNCR interchange with I-64 had easterly ramps with I-64 but no westerly ramps with I-64. I-64 from the HRBT to VA-143 near Newport News/Williamsburg International Airport was actually built pre-Interstate as the northern approach to the HRBT. The NNCR right-of-way was eventually utilized for I-664, and its name was retired.

[Alps]

This thread is about road projects for one system (Interstate, US, state) that were abandoned, and then either the specific ROW or the general corridor reused later for a different system. I think that's pretty clear.

One example could be NC 540 filling the I-540 corridor, although the plans weren't necessarily abandoned.

[roadman65]

If NJ 92 was built it would have qualified as it was originally abandoned by NJDOT, then picked up by the NJTA before it got abandoned again.

[Mr. Matté]

If NJ 92 was built it would have qualified as it was originally abandoned by NJDOT, then picked up by the NJTA before it got abandoned again.

On a similar note to NJ 92, at what would have been the original eastern terminus of 92 at Route 33 in East Windsor, it looks like that the land use (or lack thereof) around that point was meant to support an interchange (just farm land except for one gas station, the very-high power lines built over 33). It then was canceled, but then modified when NJ 133 came here. The high power lines did not have to be utilized, but the fact that there was only farms around made it easier to build the jughandle/end of 133. Of course now that the Turnpike interchange is plowing through here now, everything will be fully utilized.

[Scott5114]

OTA planned to build a turnpike connecting to the Kansas Turnpike, but this was killed in the planning stages due to OTA not being able to obtain financing (having recently exhausted their credit by building the Turner Turnpike). With the passage of the Interstate Highway Act, the plans were turned over to the Department of Highways and used to build I-35.

[PHLBOS]

I believe the ramps of CT 9 west of West Hartford, CT were originally a 4-level stack interchange that would eventually become part of an extended CT 9 at Interstate 84.

IIRC, when that 4-way interchange was originally constructed, the north-south highway was not originally CT 9 but rather CT 71.

The Leverett Connector ramps in Boston, which were built as part of the Big Dig, connect to I-93 using two of the four stub ramps originally built into the I-93 structure for the cancelled I-695 Inner Belt.

Similar was done in Philadelphia at the I-95/Besty Ross Bridge interchange.  Stub ramps off I-95 originally intended to link the cancelled Tacony/Pulaski Expressway were extended as connector ramps to Aramingo Ave. roughly 3 decades later.

I think this thread was about roads that weren't finished originally but were essentially finished later under a different project... not stub infrastructure that was later used for otherwise unrelated roads.

If that's the case; here's one that meets that criteria.  The ROW originally intended for I-95 along the Southwest Corridor in Boston would ultimately be used for the relocated MBTA Orange Line by the mid-1980s.

[Alps]

This reminds me that the Northeast Extension past Scranton, which would have been PA 9, was picked up and completed as part of I-81.

[NE2]

Part of I-71 in northeast Ohio was built on the same alignment that would have been a second turnpike.

[theline]

I'll risk going off-topic by including rail-to-trail conversions, such as the Cardinal Greenway in the Muncie area (http://www.cardinalgreenways.org/index/Maps/Trail-Maps.asp). Most of the Greenway is composed of abandoned rail lines, converted to biking, hiking, and horseback trails. It fits the subject line.

[Alps]

Another one. Long Island Motor Highway. Parts of it were abandoned and then later used as parking lots, driveways, neighborhood streets, county routes, state highways, Parkways, and Interstates.