List of unused highways

From Wikipedia, the free encyclopedia

Main article: Unused highway

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

Contents 1 Examples 1.1 United States 1.1.1 Arkansas 1.1.2 California 1.1.3 District of Columbia 1.1.4 Connecticut 1.1.5 Delaware 1.1.6 Florida 1.1.7 Georgia 1.1.8 Indiana 1.1.9 Kentucky 1.1.10 Maryland 1.1.11 Massachusetts 1.1.12 Michigan 1.1.13 Minnesota 1.1.14 Missouri 1.1.15 Nebraska 1.1.16 New Jersey 1.1.17 New York 1.1.18 North Carolina 1.1.19 Ohio 1.1.20 Oklahoma 1.1.21 Oregon 1.1.22 Pennsylvania 1.1.23 Rhode Island 1.1.24 South Carolina 1.1.25 Tennessee 1.1.26 Texas 1.1.27 Vermont 1.1.28 Virginia 1.1.29 Washington 1.1.30 West Virginia 1.1.31 Wisconsin 1.2 Canada 1.2.1 Alberta 1.2.2 Ontario 1.2.3 British Columbia 1.2.4 Saskatchewan 1.2.5 Québec 1.3 United Kingdom 1.4 Germany 2 See also 3 References 4 External links

[edit] Examples

[edit] United States

[edit] Arkansas

• At the northern terminus of Interstate 440 at US 67 in Jacksonville, there are stub ramps northward. A lack of funds has prevented I-440 from continuing and there is currently a proposal to install toll booths where U.S. Highway 67/167 and Arkansas 107 intersect [19]^[18].

• On the Arkansas side of the Mississippi River, on approach to the Memphis-Arkansas Memorial Bridge, which carries Interstate 55 between West Memphis, Arkansas and Memphis, Tennessee, a ramp stub and roadway extends near the current roadway [20]. Prior to the construction and opening of the Memphis-Arkansas Memorial Bridge, the Harahan Bridge, one of the railroad bridges that cross the Mississippi at Memphis, also carried automobile and truck traffic on separate platforms from the rail traffic. One platform carried traffic eastbound into Memphis. The other platform carried traffic westbound into Arkansas. Each platform only carried one lane of traffic ^[19].

[edit] California

Los Angeles and suburbs

• The failure to complete the Long Beach Freeway (I-710) between Alhambra and Pasadena has left two sets of stubs at each end of the uncompleted freeway. On the southern end in Alhambra, there is a noticeably widened median and two slabs of pavement [21]. At the northern end, just south of Pasadena, stubs exist just south of the I-210/CA-134 interchange and at W Del Mar Blvd, with one converted to an off-ramp to California Ave [22]. More than 35 years of opposition prevented the connection, although there has been progress as of late. The Federal Highway Administration signed a Record of Decision (ROD) in 1998 agreeing to extend Interstate 710 ^[20]. However, this plan was mostly a surface freeway and resulted in tabling due to many lawsuits and opposition of South Pasadena officials and residents ^[21]. A new alternative was proposed in 2003 as an 4.5 mile tunnel and would cost 2.6 to 3.6 billion, with some expenses reimbursed by charging tolls ^{[22] [23]}. On March 22, 2007, the Los Angeles County Metropolitan Transportation Authority (MTA) approved $5 million for engineering and technical studies of the project ^[24].

[edit] District of Columbia

• A small ramp stub exists on DC 295, which would have provided a connection to, at one point, I-295, which was the original designation for the unbuilt freeway, or (the unsigned) Interstate 695 ^[25], whose extension was cancelled in 1996 ^[26] [23].

[edit] Connecticut

• In Farmington, Connecticut (west of Hartford), the junction of Interstate 84 and Route 9 is a four-level stack interchange, only half of which is used. The interchange was originally built for Interstate 291, most of which was cancelled. The interchange stood wholly unused for over 20 years, until Route 9 was extended in 1992 to use the south-facing part of the interchange. Route 9 ends at I-84, so the north-facing and through ramps remain unused. Viewable at [24] ^[27]

• Route 11 has a stub continuation at its southern end. It is still alive for continuation southward to Interstate 95 at Interstate 395. ^[28]

• U.S. Route 7 has two sets of ramp stubs. One set is north of Norwalk, where US 7 was intended to continue as a freeway north toward Interstate 84. The other set is north of Danbury, where US 7 exits onto U.S. Route 202. Exit numbering on the latter freeway is 11 and 12, reflecting the unbuilt freeway between Norwalk and Danbury. ^[29]

[edit] Delaware

• At the interchange of the Delaware Route 141 freeway with Delaware Route 2 near Wilmington, a stub remains that suggested DE 141 would have been a high-speed western bypass around Wilmington. As of 2006, the Delaware Department of Transportation was in the process of totally rebuilding a 2-mile section of DE 141 to transform this low-speed (35 m.p.h.) 4-lane road into a physically-divided road with a 45 m.p.h. speed limit (the lower limit due to the location of residences in the area), starting in 2007^[30] [25] . AARoads has a photo of the stub [26]

• An on-ramp stub on Delaware Route 1 north, located at the highway's interchange with Bay Road at Dover Air Force Base [27].

• Obsolete pavement exists near Corbit. Labeled S Dupont Highway by some maps, it is the old alignment of U.S. Route 13. The newer Delaware Route 1 has taken the place of what was once U.S. 13^[31]. The southbound lanes are still in use but the northbound lanes sit unused. [28]

[edit] Florida

Jacksonville:

• A stub ramp exists along SR 9A southeast of Jacksonville. [29] This stub will lead to SR 9B (soon to be I-795). ^[32]

Kendall:

• Florida's Turnpike has a set of ramp stubs near its junction with the Don Shula Expressway (SR 874) near Kendall. Originally, SR 874 was supposed to continue southward toward Homestead on the current alignment of the turnpike, with the turnpike extending to the southwest, along a continuation of the current alignment of SR 874^[33][34]. Southbound SR 874 also has a remnant of a ramp stub as the Don Shula Expressway crosses Snapper Creek just east of the turnpike. [30]

[edit] Georgia

Atlanta:

• Near Hartsfield-Jackson Atlanta International Airport, two ramp stubs exist at the Virginia Avenue overpass above Hartsfield Drive. Hartsfield Drive carried traffic into the Atlanta Municipal Airport Terminal before the construction of the present terminals. These ramps were part of four ramps leading to and from Virginia Avenue, which linked the terminal to Interstate 85 south and to the local communities. Originally, the four ramps consisted of a diamond ramp that linked northbound Hartsfield Drive to eastbound Virginia Avenue (still visible), a diamond ramp that linked eastbound Virginia Avenue to southbound Hartsfield Drive (still visible), a cloverleaf ramp that linked northbound Hartsfield Drive to westbound Virginia Avenue (destroyed), and a cloverleaf ramp that linked westbound Virginia Avenue to southbound Hartsfield Drive (destroyed).^[35][31]

[edit] Indiana

Jeffersonville:

• State Road 265, which is an extension of Interstate 265 east of Interstate 65, ends currently at State Road 62 northeast of Jeffersonville. There are signs proclaiming "No bridge to Kentucky." As part of the Ohio River Bridges Project, this interchange is slated for reconstruction, as Interstate 265 is to run southeast into Kentucky via a bridge ^{[36] [37]}. [32]

[edit] Kentucky

Hopkinsville:

• The Pennyrile Parkway was to extend from Interstate 24 near Oak Grove to Henderson ^[38]. The southernmost seven miles were not constructed, however, and a stub was left in Hopkinsville. There are plans in the six-year plan to construct the remaining mileage. [33]

Louisville:

• Kentucky Route 841, which also carries the designation Interstate 265 between Interstate 71 and Interstate 65, had two stubs.
  • Northwest of Interstate 71, Interstate 265 becomes solely Kentucky Route 841 and narrows from four-lanes divided to two undivided as a super-two. The highway ends at a stub diamond interchange with U.S. Highway 41. As part of the Ohio River Bridges Project, this interchange is slated for redesign using a modified half-diamond interchange with Interstate 265 continuing northwestward to Indiana via a tunnel and bridge ^{[36] [37]}. [34]
  • Southwest of the city past Interstate 65, where Interstate 265 becomes Kentucky Route 841, the highway formerly dead-ended at U.S. Highway 31W and U.S. Highway 60. The interchange was completed as part of an extension of Kentucky Route 1934, otherwise known as the Greenbelt Highway ^{[39] [40] [41]}. [35]

Newport:

• Along Interstate 471 near the Ohio River, a stub on-ramp would have connected Lexington Avenue and East Fourth Street to Interstate 471, providing relief for the Kentucky Route 8 interchange ^[42]. [36]

Princeton:

• The Western Kentucky Parkway was a toll road extending from Princeton to Elizabethtown ^[38]. The original western terminus was with U.S. Highway 62 from 1963 to 1968, when the parkway was extended westward to Interstate 24. [37]

[edit] Maryland

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

• Also due to the killing of I-70 through Baltimore are ramp stubs along Interstate 95 at the proposed eastern terminus of I-70 (proposed Exit 50C). Two are viewable here [38], showing a stub from I-95 southbound to proposed I-70 west and one from I-70 east to I-95 north. Two others are here [39], showing the ramp stub left from I-70 east to I-95 south (the huge bridge that was constructed in advance of I-70 arriving at I-95 has since been demolished, but can be seen here [40] ^[43]) and a long approach ramp from I-95 north to I-70 west that ends shortly after curving underneath I-95.

• Ramp stubs exist on Interstate 695 for the proposed Windlass Freeway. [41] The freeway was to continue north from here. There is also a ramp stub on the eastbound bridge of Maryland Route 702 just after it separates from I-695. [42]

• Also, immediately south of this intersection, I-695 has a hairpin turn and two additional pairs of ramp stubs; the Windlass Freeway would have continued to the west from this turn to meet Interstate 95. The first bridge immediately to the south of this turn is wider than necessary for two lanes, which suggests a plan for an interchange here. [43]

• At the western end of the proposed Windlass Freeway are four ramp stubs at the interchange between I-95 and Moravia Road, which is where the Windlass Freeway would have connected. ^[44]. Viewable at [44]

Source: Interstate 95 in Maryland

[edit] Massachusetts

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

• In Revere, at the junction of U.S. Route 1 and Route 60, Interstate 95 was originally planned to split from US 1. Ramps for the unbuilt portion of I-95 remain visible, and a graded embankment extends to the Saugus River. ^[45] [45]

• In Burlington, at the junction of Interstate 95 (Route 128) and U.S. Route 3 (originally the US 3/128 junction), US 3 south of the junction was cancelled. The cloverleaf has since been converted into a somewhat awkward trumpet interchange, but grading for the cloverleaf is still clearly visible.^[46]1965 MassDPW map [46]

• In Canton/Westwood, at the junction of Interstate 95 (Route 128) and Interstate 93, (originally the I-95/128 junction) I-95 north of the junction was cancelled. This cloverleaf has also been converted into a trumpet interchange, but grading for the cloverleaf and collector-distributor lane, plus an extra bridge for a flyover from I-95 south to Route 128 south, are still clearly visible. Portions of the roadway to the north, proposed as the Southwest Expressway, are paved and somewhat overgrown and can be traversed by foot today. ^[47]1965 MassDPW map [47]

• In Charlestown, there were two stubs reflecting Y interchanges to be built. One was for the Inner Belt (Interstate 695), and two of those four stub ramps are now used for the Leverett Circle Connector. ^[48] 1965 MassDPW map The other was for U.S. Route 1 north of the Charles River crossing, created when US 1 was tunneled under the center of Charlestown. That set of ramp stubs disappeared when the Big Dig was completed and the old highway torn down.^{[citation needed]}

• In Attleboro, at the junction of Interstate 95 and Interstate 295, Interstate 895, which would have traveled east from the junction, was cancelled. MassHighway plans someday to use the remainder of the interchange for a connector into Attleboro. ^[49] [48]

• In Marlborough, at the junction of Interstate 495 and Interstate 290, the bridges over I-495 are wider than needed for the two-lane freeway connector into Hudson, as there were once plans to extend I-290 all the way to Route 128. There is also grading for an abandoned cloverleaf loop from I-290 east to I-495 north. This was replaced by a flyover, due to a large number of truck rollovers on the ramp. ^[50] 1968 MassDPW map [49]

• In Somerville, the Sullivan Square overpass was recently dismantled, leaving a stub approach on Route 99. ^[51]

• In Southwick, Route 57 ends abruptly at Route 187, with a stub continuation in the median. This is planned for further extension as a Southwick bypass as traffic may warrant. ^[52] [50]

[edit] Michigan

• In Berrien County, the freeway carrying US-31 ends at a completed diamond at Exit 24, and the pavement continues north for about one-half mile.[51] The plans to employ this stretch of unused pavement are still active.[52][53]

• In Saginaw County, the US-10/M-47 interchange has an implication of a northward extension of M-47, and stubs exist north of the ramps.[54] (This interchange was partially rebuilt in 2006[55], but a field check states that the north side of the interchange was undisturbed.)

• At the Washtenaw County/Lenawee County boundary, M-52 encounters a cloverleaf which was graded but never paved, and was intended as the connection to a relocated US-12 (at the time US-112) which was never built.[56][57]History at Usenet: b7jssg$20vp$1@msunews.cl.msu.edu

[edit] Minnesota

• Interstate 335, a spur of Interstate 35W, was proposed to connect I-35W with Interstate 94 just north of downtown Minneapolis. The project got as far as right-of-way acquisition and grading for exit ramps on I-35W at Johnson Street before it got cancelled due to local opposition. The northbound exit from I-35W to Johnson Street makes a rather long dogleg around a hill, while the southbound lanes of I-35W contain the vestiges of an entrance ramp near Hennepin Avenue. The ramps can be seen on this map. Just to the north, a bus-only ramp follows the grade along which eastbound I-335 would have connected to northbound I-35W, just west of New Brighton Blvd. ^[53]

• In the late 1950s, what is now Minnesota Highway 5 was proposed to follow a more direct, part-freeway/part-arterial routing between downtown St. Paul and the existing 4-lane segment along MN 5 east of Minnesota Highway 120. The northern MN 5/MN 120 junction includes some ramp grading for what was then planned as a folded diamond interchange, but cancelled along with the rest of the proposed highway sometime in the 1970s^[54]. What was to be the eastbound off-ramp loop is now used as an access road to a Mn/DOT staging area, as can be seen in this aerial image.

[edit] Missouri

• A proposed Route 755 was to start at Interstate 55 at its intersection with Interstate 44 and connecting Interstate 64 with Interstate 70, which would have been the northern terminus. The freeway would have looped to the west of downtown St. Louis^[55]. Indications of the cancelled freeway could be once seen (since fixed) in the current freeway signs, and I-755 followed Lafayette Street [58] (actually Lafayette Avenue) [59]. Ramp stubs can be seen to the north of Interstate 44 at its terminus[60] and to the north of Interstate 64 just east of Jefferson Avenue[61]. A sufficiently large right of way is also present at both locations.

• Due to the building of new Busch Stadium in St. Louis, the 8th Street on-ramp to eastbound Interstate 64 was demolished^[56], leaving a ramp stub on the interstate. It is not viewable from the air due to the elevated freeway design in downtown St. Louis, but can be seen while driving. It was a left-entry ramp. The old ramp design can still be seen on Google maps. [62]

[edit] Nebraska

• At the intersection of Interstate 480 and U.S. Route 75 in downtown Omaha, there are several bridges and ramps that would have connected to the West Expressway, but the West Freeway project was canceled. The interchange is currently under construction and unnecessary bridges and ramps will be removed ^[57]. [63]

[edit] New Jersey

• Route 15 has two partially built cloverleaf interchanges along the Sparta freeway bypass. One has obvious ramp stubs, while the other has only the merge part of the ramp built. Both can be seen here. ^[58][64] [65]

• Route 18 ends suddenly at the interchange with Route 138 in Wall Township ^[59][66]

• The U.S. Route 202 and U.S. Route 206 multiplex in Bridgewater shows signs of an abandoned half diamond interchange north of U.S. Route 22, as can be seen here. [67]

• Interstate 278 was originally planned to continue past U.S. Route 1, where there is currently a wide median (but no ramp stubs), to Interstate 78 at its interchange with Route 124, where until recently there were ramp stubs between Interstate 278 and Interstate 78 to the west. ^[60]

• Interstate 280 was meant to connect with a Newark freeway at Exit 13, Route 75. Route 75 was never built, leaving a six-lane ramp stub out of the center of Interstate 280 straight into Newark. 280 still follows a pair of two-lane ramps to connect to the old Route 58 section. [68]^[61]

[edit] New York

Staten Island:

• Where the Willowbrook Expressway ends at Victory Boulevard, stubs point south for a never-built section of the road. ^[62][69]

• The West Shore Expressway ends on the Richmond Parkway, although the interchange is designed as a full 4-way interchange. This was to have connected to the never built Shore Front Drive. ^[63][70]

Long Island:

• At the eastern terminus of the Long Island Expressway in Riverhead, there are stub ramps for a continuation of the expressway northward, and even space for an Old Country Road-495 North cloverleaf ramp. ^[64][71]
• At the southern end of Route 135, stubs are visible that would have connected to the Wantagh Parkway. Lots emptied in anticipation of the road are also visible. ^[65][72]
• At the northern terminus of Route 135, there is an incomplete cloverleaf interchange with Route 25. Route 135 was to continue north to Interstate 95 in Port Chester via a bridge over Long Island Sound. ^[65][73]

New York City:

• On the ramp from Belt Parkway westbound to John F. Kennedy International Airport, there is a ramp stub where there would have been a connection to the westbound Nassau Expressway, proposed Interstate 78. Only the eastbound side was built west of the airport access road (JFK Expressway), though, as Route 878 (secret Interstate 878). ^[66][74]
• The Clearview Expressway (I-295) abruptly ends right after the Grand Central Parkway at a traffic light with Hillside Avenue. Past plans called for the Clearview Expressway to go south to John F. Kennedy International Airport. ^[67][75]

[edit] North Carolina

• In Gastonia, ramp stubs mark what was once a temporary endpoint of I-85. The ramps shuttled I-85 traffic to and from US 29 and US 74, aka Franklin Boulevard. The bridge that carried the I-85 offramp is now an overpass for Aberdeen Boulevard, a connector street that runs between Franklin Boulevard and Cox Road. ^[68] Viewable at [76]

[edit] Ohio

• There is still a short connecting road at the western end of the Ohio Turnpike. This road functioned as a stub ramp to U.S. 20 for roughly a year, before the Indiana Toll Road was completed to the state line. It is now closed to the public and is used as a storage area for jersey barriers. [77]

• For two decades, State Route 7's partially-completed bypass around Chesapeake has a partial trumpet intersection, complete with stub onramp.[78] Phase I of the Chesapeake Bypass was opened in the mid-1980s, with the Ohio Department of Transportation's announced intention for completion by 2000. The Chesapeake Bypass project is still alive, but well behind ODOT's original plans. A 1988 aerial shot can be seen here.

• When the Airport Freeway past Cleveland Hopkins International Airport was rebuilt to feed directly into Interstate 71 rather than into Rocky River Drive/SR-237, a portion of the old connection to Rocky River Drive was disused as public roadway.[79]

• Where the US-20 freeway ends at its older alignment east of Norwalk, stubs exist at the ends of the ramps[80], implying a northward extension, likely to connect with a never-built alignment of Interstate 80.

• The Alliance bypass, which has a hidden designation of US-62T, ends at SR-225, and there are stubs of where the freeway would continue eastward.[81]

Columbus:

• At Interstate 270 and Alum Creek Drive southeast of the city, one ramp from Alum Creek Drive south to Interstate 270 west was never constructed. Grading and right-of-way are evident and may be constructed in the future if suburban growth continues to persist. [82]

• The State Route 315 and Bethel Road interchange has a missing loop ramp in the northwest quadrant, and the ramp from 315 southbound only curves to the right at the very end, as if a left turn movement should be available. Bethel Road ends at Route 315, although an extension east to Morse Road has been in the plans for decades. ^[69] However, there has been much opposition from local residents. [83]

• The Interstate 270 and State Route 315 interchange had a missing direct-right-turn ramp in the northwest quadrant for several decades. Traffic going from Route 315 southbound to Interstate 270 westbound had to turn left to the northeast quadrant loop. A direct right-turn ramp was completed in the 1990s. current interchange old interchange

• For decades, there was a missing section of Interstate 670 west of SR 315. In the west, I-670 split off from Interstate 70 and ended at an unfinished parclo interchange at Grandview Ave. [84] In the late 1990s and early 2000s the missing section was completed and the entire I-670 freeway was reconstructed, including reconfiguration of the Spring-Sandusky interchange with SR 315. ^[70]

In and around Cincinnati:

• The interchange of I-74 and Beekman Street was supposed to have been the interchange for the Colerain Expressway, which was never constructed. Stub ramps exist on both directions of Beekman and on the Westbound I-74 on-ramp. Grading for the Colerain Expressway is still visible. ^[71] [85]

• Downtown, there is a stub ramp on the eastward-facing I-71 southbound to I-75 southbound connector ramp. It points north, whereas the ramp turns south. [86]

• At the interchange of I-71 and the Ronald Reagan Cross-County Highway, which was intended to stretch across the length of Hamilton County. As of 2006, the Cross-County Highway's termini are at I-71 and I-275 [87] ^[72].

• Stub ramps exist on I-71 near Victory Parkway, where an interchange with the road was once planned. Attempts at building an interchange in this location have been repeatedly opposed. Additionally, the ramp from Montgomery Road to I-71 South was built extraordinarily long in order to allow room for the Victory Parkway interchange without traffic weaving. [88]

Dayton:

• Where I-75 meets Riverside Dr., a semi-directional interchange to/from I-75 north used to exist. While the southwest quadrant cloverleaf is still in use, grading is still evident for the northwest cloverleaf and the southeast ramp. Evidence for the northeast ramp has been mostly if not completely removed. [89]

Toledo:

• Just north of where I-75 meets the Anthony Wayne Trail (State Route 25), a short ramp stub comes off of I-75 southbound. This was apparently planned to connect to a cancelled freeway that would have run from the current Anthony Wayne Trail terminus through downtown Toledo, along the banks of the Maumee River. Note that when the Trail ends just east of I-75, the northbound lanes curve sharply to the right of the planned alignment; it is not clear if grading still remains. [90]

Youngstown:

• There is a disconnected roadway along US-62 westbound/SR-7 southbound at the US-422 interchange. This was likely intended to be a collector/distributor road, but is disused due to the US-62/SR-7 freeway not having been completed to the northeast. [91]

US-30:

• Near the Hancock County/Hardin County line, the US-30 freeway ends at a diamond at SR-235, which US-30 follows north to its former alignment along the Lincoln Highway. US-30 follows the completed ramps, and the future mainline freeway is completed a few hundred feet to the west side of SR-235.[92] The freeway here is intended to be extended eastward by the end of 2007.[93]

• In Stark County, between Canton and East Canton, the US-30 freeway ends at an interchange at Trump Avenue, which US-30 follows north to its former alignment along SR-172. A stub exists where the westbound US-30 freeway will meet the westbound onramp.[94] The freeway is planned to be extended eastward to SR-44, and had been planned to extend further to SR-11.[95]

[edit] Oklahoma

• In Tulsa a section of Interstate 44 was bypassed when the Creek Turnpike was constructed, and I-44 was routed through a new interchange with it. The existing pavement is no longer used, and a city street still crosses the abandoned highway on a bridge.[96]

[edit] Oregon

Portland and its surrounding areas have several examples:

• Just before the east end of the Marquam Bridge, for the cancelled Mt. Hood Freeway. Additional ramp stubs to this cancelled freeway were removed when Interstate 5 (which runs on the Marquam Bridge) was widened. This ramp is not viewable from above, as it is on the lower deck of a two-layer viaduct (and is completely concealed from aerial or satellite photography by the upper deck).^[73][74]
• On the Grand Avenue Viaduct (Oregon Highway 99E), also near the Mt. Hood Freeway. Viewable at [97]. A construction project is underway to replace this viaduct; this project will likely involve removal of any ramp stubs. ^[75]
• At the western end of the Hawthorne Bridge, which used to connect to the now-defunct Harbor Drive freeway. It is now used as a pedestrian and bike path connecting the bridge to Tom McCall Waterfront Park. Also visible is another ramp connecting the bridge to Naito Parkway that was abandoned as unsafe during a 1990s renovation.^{[citation needed]}[98]

• On the Front Avenue overpass over I-405, which is much wider than it needs to be. Used to accommodate ramps which provided access to Harbor Drive.^{[citation needed]}[99]

• On the west end of the Steel Bridge. [100]

• On the ramp from I-5 southbound to I-84 eastbound, and on the approach from I-84 west to I-5. These may have been intended to connect I-84 with the Steel Bridge. ^{[original research?]} [101]

• On the I-5 ramps to and from the northern end of I-405, for the proposed Rose City Freeway through northeast Portland. A half-built stack interchange was built, including a portion of freeway structure past I-5 from the Fremont Bridge. The freeway structure was eventually reconfigured to connect to N Kerby Avenue at the request of nearby Emanual Hospital. Ramps connecting the Kerby Avenue connector to I-5 were left incomplete.^{[citation needed]}[102]

• The massive I-405/US 30 interchange at the west end of the Fremont Bridge was built for the cancelled I-505 project. Initially, this sat as a ramp stub until a temporary connection to NW Vaughn Street was built. The Vaughn Street connection was reconfigured into a short stretch of freeway rerouting US 30 onto a new 4-lane undivided highway called Yeon Avenue. Two ramp stubs exist just short of Vaughn Street that may have provided the temporary connection. [103]

• Over the access road to the Sunset Transit Center in Beaverton is an overpass whose only purpose is to link two fields, presumably left over from transit construction.^{[original research?]} The overpass itself is paved; neither approach is, however. It can be viewed at [104]. (What appears to be a ramp stub leaving U.S. Highway 26 westbound immediately south has since been completed, and is now part of the alignment for the recently-reconfigured onramp from Oregon State Route 217 northbound to US 26).^{[citation needed]}

• Along I-205, between the interchange with I-84 and the Holgate Boulevard overpass, are a series of what appear to be ramp stubs (including a tunnel under the freeway). In reality, this is a right-of-way which was reserved for light rail, and will be the route of the planned MAX Green Line in the near future.^{[citation needed]} [105] [106]

• As an example of a recently-built ramp stub; in 2000 the interchange between Oregon State Route 217 and Interstate 5 in Tigard was redesigned. The project was planned in two phases; only phase 1--construction of a flyover ramp from I-5 NB to 217 NB, redesign of the other ramps, and several other improvements--was completed. Phase 2 is currently unfunded, has no timetable for construction, and is unlikely to be completed in the foreseeable future due to lack of funding. A ramp stub, located on the ramp from SB OR-217 to SB I-5, was included in phase 1.^{[citation needed]}[107]

In Eugene:

• From Interstate 105 eastbound (though heading north), just after the 1st Avenue overcrossing (and just before crossing the Willamette River), for a planned interchange with the now-cancelled Roosevelt Freeway^{[citation needed]} [108]

[edit] Pennsylvania

In Philadelphia and surrounding communities:

• A freeway section of Pennsylvania Route 63 near Bristol ends in a stub near an industrial area. [109]. This freeway was intended to connect Interstate 95 with the Pennsylvania Turnpike. ^[76]

• At the interchange of I-95 and the western approach to the Betsy Ross Bridge, stubs can be seen that were intended to connect to the Roosevelt Expressway (old USGS Terraserver image, courtesy Alex Nitzman). Some have, in 1999, been rebuilt to connect local roads in the city's Port Richmond section ^[77]. However a stub still remains just prior to reaching Aramingo Avenue and is planned to extend to Torresdale Avenue via a connection to Adams Avenue. Construction was scheduled to begin in 2005^[78]. Stubs also remain on the mainline of Pennsylvania Route 90 mainline headed north and an unused bridge exists under these elevated stubs aligned with E Thompson Street [110].

• South of the Benjamin Franklin Bridge, a section of highway has signs of the cancelled Cobbs Creek Expressway (I-695) which would have connected I-95 at the Philadelphia International Airport with I-95 on the Delaware Waterfront, bypassing the South Philadelphia Sports Complex. [111].^{[citation needed]}

• Both ends of the Doylestown Bypass (US 202). The east end is half of an unfinished diamond interchange. [112], the west an unfinished cloverleaf at PA 611 [113]. Residents of Bucks County have been pushing PennDOT to extend the U.S. 202 expressway east of Doylestown to New Hope, and the building of a four-lane "Route 202 Parkway" to alleviate traffic on the mostly two-lane road.^[79].

• In Norristown, the abandoned remnants of the failed Pennsylvania Route 23 expressway can be seen, with some elements of an interchange linking this expressway with U.S. Route 202 south (at the Dannhouer Bridge) can be seen. [114]^{[citation needed]}

In Pittsburgh:

• A small ramp stub, just north of Mellon Arena, at the interchange between Interstate 579 and Bigelow Boulevard. [115] ^[80].

• North of Pittsburgh International Airport, at the interchange between Pennsylvania Route 60 and PA 60 Business. [116]

• The Birmingham Bridge has stubs on the southern approaches to the bridge. These were to connect to the unbuilt Oakland Crosstown Freeway which was canceled by PennDOT in the mid-1970's. ^[81] The bridge itself was built to hold the freeway. [117]

Swartzville:

• The interchange along the Pennsylvania Turnpike with U.S. Route 222 was replaced with a new larger one to the southeast, leaving the old one abandoned. Part of the interchange is used as a local overpass, but the footprint of ramps is still visible. [118]^{[citation needed]}

Morgantown

• Another abandoned trumpet interchange exists where the Pennsylvania Turnpike once exited for Morgantown. A new interchange was built to better connect with Interstate 176. Before the new interchange, traffic had to exit and traverse local streets to get to I-176. [119]^{[citation needed]}

Butler

• An incomplete cloverleaf exists near the western end of the US 422 Butler Bypass. The interchange makes up the PA 356 exit.[120]^{[citation needed]}

Marshall Township, Allegheny County

• A stub exists on the exit ramp to US 19 North from Interstate 79.[121]^{[citation needed]}

[edit] Rhode Island

• A divided road extends westward from RI 138 at its intersection with US 1. This stems from the cancelled I-895 project around Providence. [122]
• On J.T. Connell Highway in Newport, there is a stub ramp at the north end at RI 138 [123], and also at the highway's interchange with the Newport Bridge Access Road [124]. Along the stretch of highway in between, there is also an unused road surface on what would be the southbound side of the highway. ^[82]
• In Johnston, exit 6—the I-295 and US 6 interchange—was meant for I-84. The ramp that was to go westbound (exit 6c) has been converted to a turnaround ramp (295 north to 295 south). [125]
• In East Providence, there are ramp stubs at either end [126] [127] of the Henderson Bridge, and even grading past the eastern end of the highway, suggesting the highway was planned to go to RI 114/1A (Pawtucket Avenue).^{[citation needed]}
• In Providence, there is a stub on-ramp to north I-95 where Exit 19 would be. The complete ramp to Allens Avenue interfered with the hurricane barrier; the long tail of the ramp was used for Allens Avenue's southbound lanes. [128]

[edit] South Carolina

Columbia:

• At the southern end of the I. DeQuincey Newman Freeway (SC 277)[129]. The freeway was originally planned to continue through downtown Columbia during the first phase of construction in the 1970s. Following its completion as far as Sunset Drive and Bull St., construction was put on hold due to neighborhood opposition along its proposed routing. The extension was eventually cancelled in the 1980s, and the part of the right-of-way already acquired by SC DOT was returned to the City of Columbia in 2001.^{[citation needed]}

[edit] Tennessee

Knoxville:

• At the southern end of the James White Parkway (TN 71). The parkway is planned^[83] to extend to connect to Chapman Highway (US 441) somewhere in the vicinity of Gov. John Sevier Highway, but construction has been stalled for several years now, and the parkway now terminates at Sevierville Pike. All traffic enters or leaves the parkway north of Sevierville Pike, but the bridge over the parkway has been completed, and the mainline extends under the bridge, terminating abruptly. [130]

Memphis:

• Interstate 40 Hernando DeSoto Bridge Exit 1 eastbound. A ramp stub exists off the elevated ramp that approaches Riverfront Drive. The ramp may not be visible to drivers. However, the unfinished ramp is visible from ground level. Jersey barriers block the unfinished ramp to drivers. Ramp stubs once existed on Riverfront Drive when there was not an open eastbound on-ramp for Interstate 40 until The Pyramid's construction.[131]

• On Jackson Avenue to Westbound Interstate 40 on-ramp is a ramp stub. [132] This, along with the above ramp stub, was to connect to a proposed expressway that ran north from this interchange along Mud Island to the State Highway 300 and Thomas Street interchange, where there are also ramp stubs. This is the site where future Interstate 69 will enter Memphis. [133]

• Interstate 40 was planned to go through the city's Overton Park, but public opposition, combined with a court victory by opponents, forced abandonment of the plans. The eastern portion of the road had already been built inside the Interstate 240 loop; this non-interstate highway is now named Sam Cooper Boulevard, while the northern portion of the I-240 loop was redesignated as I-40. [134]

[edit] Texas

Near Houston:

• Although the Crosby Freeway was planned to extend from the junction of the Baytown East Freeway (I-10) and the East Loop (I-610) to its current terminus in Crosby, the roadway originally terminated near the E. Sam Houston N. Parkway.^{[citation needed]} Traffic was forced to exit, with a long strip of unused roadway extending across the parkway. There were ramp stubs for the terminus of the proposed extension at the I-10/I-610 junction ramps. In 2006, TxDOT contracted for the construction of the extension. As of December 2006, construction had begun at the ramp stubs. See [135] for an overhead view.

• Near Katy, most of the segment of the Grand Parkway between the Katy Freeway and U.S. 59 was constructed as a mix of main lanes and frontage roads, resulting in a string of split intersections. There are highway stubs at the transitions between main lanes and frontage roads. Although the road was constructed to make it relatively easy to upgrade to a freeway, there are no current plans to do so. ^[84]

• East of the University of Houston main campus, the Alvin Freeway (currently signed as Spur 5) ends in a freeway stub north of University Drive, with frontage roads continuing to an intersection with Old Spanish Trail. There are frontage road stubs on the south side of the intersection. The freeway has stubbed ramps for an interchange with Elgin St. Originally planned and funded in the 1960s, only an elevated section multiplexed with the Gulf Freeway and the Spur 5 section have been completed. The remainder of the corridor is under study.^[85] See [136] for an overhead view.

• The South Freeway (SH 288) was designed to have express lanes in what is currently a grass median strip.^[86] There is a freeway stub at the northern terminus at U.S. 59, with the design appearing to direct the unbuilt express lanes to Interstate 45 and the current lanes to U.S. 59. The express lanes would end at the interchange with the South Loop, with corresponding stubs on the existing ramps and bridges. A feasibility study of the entire SH 288 corridor has concluded, with a recommendation to add two managed lanes in each direction, but there are no active plans to develop this section of the median.^[87] The freeway also has stub ramps at Old Spanish Trail and Yellowstone Boulevard; had they been completed, the ramps would have provided separate access to both roads, where currently they are both served with a single set of ramps. Viewable at [137], and [138].

• State Highway 225 was originally planned to continue as a freeway from its current terminus just west of the Interstate 610 Loop into downtown. The roadway was to be known as the Harrisburg Freeway. Due to neighborhood opposition and lack of funding, it did not progress past the planning stages and was deleted from the city's master freeway plan in 1992. When the interchange between the Loop and the La Porte freeway (SH 225 to the east of the Loop) was constructed in 1974, the freeway section of SH 225 continued a short distance inside the loop, with frontage roads and a cleared right-of-way extending to Lawndale Street, in anticipation of the extension to downtown.^[88] Viewable at [139].

• On the south side of the city, along Beltway 8, there are numerous "future" exit ramps leading to the frontage road. Some have been constructed, such as "Future Kirby Drive," but there are no traffic lights installed at the intersection. Some haven't even been constructed at all, with the Beltway's overpass somewhat serving as a U-Turn. There isn't even evidence at one exit that anything is under construction, with scrubland bordering the frontage road. View it here: [140]

Near Irving:

• At the southern end of Texas 161 at Texas 183 near DFW, there was a stub of mainline highway and ramps around the interchange. Texas 161 is now being constructed south of TX 183. [141]

[edit] Vermont

In Burlington:

• At the west end of Interstate 189 at U.S. Route 7, there are some ramp stubs and about a half mile of an unused highway west of that interchange. There are plans for this to be part of a boulevard into downtown Burlington. ^[89][142]

In Bennington:

• There is a very unusual incomplete fused double trumpet interchange with U.S. Route 7 and Vermont Route 279. There are ramp stubs for a planned extension of Route 279 to Vermont Route 9 although the interchange will be reconfigured when it is built. [143]

West of Rutland:

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

[edit] Virginia

In Danville:

• At the interchange of US 29 at State Route 41, SR 41 is only open to the east of the interchange, but with stub and ramp stubs leading to and from SR 41 to the west.^{[citation needed]}

• North of town, at the interchange of US 29 and US 29 Business, the former US 29 North highway is still intact and out of use. The former US 29 South highway is in use as the US 29 Business south offramp.^{[citation needed]}

• On the Danville Expressway (US 29/US 58) at the Holland Road overpass, there are four stub ramps around the overpass, suggesting a diamond interchange was intended.^{[citation needed]}

Near Richmond:

• At the northern end of the I-295 partial beltway in Short Pump, at the interchange with I-64, the roadway of I-295 continues beyond the cloverleaf ramps for a few hundred feet into the weeds. This was presumably built with the assumption that I-295 would someday be extended from there, perhaps to ultimately complete an entire loop around Richmond. But instead, State Route 288 would eventually be built to serve as the western arc around the city. [144]

Near Falls Church:

• At the Interstate 495/I-66 interchange, an old ramp roadbed remains from the elimination of a left merge from I-495 north to I-66 west. The new ramp is an overpass over I-66 to create a safer, right-merge. [145]

[edit] Washington

In Seattle:

• There are ramps to and from Washington State Route 520 at the western end of the Evergreen Point Floating Bridge (in the Washington Park Arboretum) for the cancelled R. H. Thomson expressway. The route through the Arboretum was one of the major factors fueling opposition to the Thomson Expressway. Some of the ramps are now used for the Lake Washington Boulevard E. interchange. ^[90] [146]

• Short ramp stubs exist on the Alaskan Way Viaduct near Safeco Field, only a short distance west from the Interstate 5/Interstate 90 interchange. [147]

• To the side of the new Qwest Field running up 4th Avenue S., there still lies the original entrance to I-90 eastbound, but it has been demolished and moved a quarter mile south (made up from the newly constructed Edgar Martinez Way S. south of Safeco Field). The western terminus of I-90 still stands right next to the ramp stub of the former eastbound onramp. ^[91]

In Tacoma:

• The freeway section of Washington State Route 7, just south of downtown, terminates rather abruptly, with a ramp configuration suggesting that the freeway was intended to run further south. This can be seen by viewing late 1960s maps, which show a Route 7 freeway continuing south to Spanaway. [148]

In Lakewood:

• Visible remnants of a converted cloverleaf interchange may be found at the interchange between Interstate 5 and Washington State Route 512. There is an abandoned SB-to-EB loop ramp that was supplanted by a three lane left-turn on the old SB-to-WB ramp. It is abandoned, but easily visible due to a large dirt mount where the road surface once was. [149]

In Bothell:

• A visible extension of Washington State Route 522 can be seen between the interchange with Interstate 405 and downtown Bothell. It was built when the highway was designed to cross the Sammamish River to the west and run parallel to the river, bypassing downtown Bothell. That plan was abandoned in the mid 1970s. The area is currently used by WSDOT for equipment and materials staging. It will almost certainly be removed when the University of Washington Bothell south entrance is built. [150]

[edit] West Virginia

Benwood:

• There is an unused interchange along the U.S. Highway 250/West Virginia Route 2 freeway just south of Wheeling ^[92]. It formerly served the Bellaire Interstate Toll Bridge, however, the Ohio River span was closed in 1991. [151]

Charleston:

• There are currently two stubs for a future second Kanawha River crossing on Interstate 64 between Dunbar and South Charleston. The stub along the north bank was constructed in 2004 and the stub along the south bank was constructed in 2006. The new Kanawha River crossing is now under construction and is expected to be complete in October 2010 [152] ^[93].

Crum:

• There is a stub for the Tolsia Highway that was completed in 2002 ^[94]. The four-lane highway, signed as a two and three-lane road, is currently unsigned in its entirely. [153]

• There is another stub for Tolsia Highway that was completed in 2002 on the opposite end of the short Crum bypass ^[94]. [154]

Huntington:

• The southern end of the East Huntington Bridge (West Virginia Route 106) has a stub between the bridge's entrance and exit ramps.[155] It was designed to accommodate a planned direct connection between the bridge and U.S. Route 60 to the south, bypassing nearby neighborhood streets ^[95].

Kenova:

• There is a stub along U.S. Highway 52/WV 75/Tolsia Highway just south of Interstate 64 that was completed in 2002 ^[94]. The ramps are at a 6% grade. The stubs indicate a future expansion south to Prichard. [156]

Prichard:

• There is the stub north of Prichard along U.S. Highway 52/Tolsia Highway that indicates a four-lane expansion north to Kenova ^[94]. The segment from CR 20 (old U.S. 52) to its current end was completed in 2003. [157]

• There is a stub south of Prichard along U.S. Highway 52/Tolsia Highway that indicates a four-lane expansion south to Crum ^[94]. [158]

Wheeling:

• There is a stub at the Interstate 70 and the U.S. Highway 250/West Virginia Route 2 interchange immediately east of the Wheeling Tunnel. When it was opened on December 7, 1966 ^[96], the interchange was designed and partially constructed for an extension of WV 2 north, however, it was canceled. [159]

[edit] Wisconsin

Milwaukee:

• The proposed Stadium Freeway was to have a southern terminus at Interstate 894/Interstate 43 in southern Milwaukee. While the freeway was never built south of National Ave, a graded ghost ramp exists just east of W. Loomis Rd. The ramp was to come from 894/43 eastbound going north. It was never fully completed (it's unclear what's its final construction was to be, but it appears it was to be a flyover as the top level) as it never meets the Interstate, although there is a hint of a left-exit ghost ramp just west of the proposed interchange. Other ramps exist at this unusually wide (think Somerset Freeway), planned and partially built interchange and lead to and from a Park & Ride. Seen here. [160]^[97]

[edit] Canada

[edit] Alberta

• At the Highway 1/Sarcee Trail SW interchange just west of Calgary, the remains of a cloverleaf ramp are still there. The old cloverleaf ramp has been replaced with a single left-turn ramp.[161] Most interchanges in Calgary which were then cloverleafs are arranged this way.

[edit] Ontario

In Windsor:

• From Highway 401 to Provincial Road, there is an abandoned SB to EB loop ramp. it has now been supplanted by a left-turn lane to the NB-to-EB ramp. It is abandoned, but easily visible from both the road and freeway. [162]

In Hamilton:

• From Plains Road East, heading Westbound, looping around in a cloverleaf ramp to Queen Elizabeth Way Eastbound/Southbound. [163]

In Niagara-on-the-Lake:

• From Glendale Avenue, heading Eastbound, looping to an abandoned portion of former Highway 55. [164]

In Toronto:

• From the Bloor Street-Don Valley Parkway connector to a now-abandoned alignment of Bayview Avenue. [165]

[edit] British Columbia

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

• On Highway 1, some ramp stubs exist at the Exit 37/Gaglardi Way Interchange. Seen from the overpass, and somewhat clearly from Highway 1, they give a sign that Gaglardi Way once had a plan to be extended. [166]

• Two ramp stubs exist at Exit 44-Cape Horn Interchange on Highway 1. Seen from the overpass, the ramp stubs show that this was a trumpet interchange- reconfigured due to weaving [167].^{[citation needed]}

• A few ramp stubs exist at Highway 1 at Exit 58, 200 St. When the interchange was reconfigured into a diamond-SPUI hybrid, the remaining ramps can be seen unclearly from the overpass on Highway 1. Even the remains of the old road to the now demolished old overpass can be seen clearly. A low-resolution overhead view of the interchange is at [168]

• Ramp stubs also exist at what used to be an interchange between Highway 99 and Railway Drive in Surrey; this is located between exits 10 and 16, at Highway 99's overpass over the Burlington Northern railway. It is very probable that this interchange was abandoned simply because this is a sparsely populated area and the nearby train station is no longer used.[169]

• A ramp stub exists at the Highway 99/Sea Island Way interchange in Richmond. It was likely changed when the new ramp was built to connect Bridgeport Road and the newer Sea Island bridge up north, which would replace the two-lane Moray bridge. [170]

• At the Grand McConachie/Russ Baker Way interchange, there is a small unused concrete strip, which suggests the interchange's configuration before the Sea Island Bridge was constructed. [171]

• An old road bed exists at the Highway 91/Nordel Way interchange, near the NB 91-WB Nordel Way cloverleaf ramp.[172] This indicates that the ramp may have been moved east, probably due to safety concerns.

• A short stub of concrete and a strip of grass lay on the Southwestern side of the Highway 1/Highway 11 interchange, indicating a diamond interchange configuration was used in the past.[173]

[edit] Saskatchewan

• The Highway 7/Highway 14 interchange near Saskatoon, which has been recently improved, bears a short strip of unused concrete on nearby Fairlight Drive, which connected the road to 22^nd Avenue/Highway 14. Travellers now use Diefenbaker Drive and Fairmont Drive to get from Fairlight to Highway 14.[174]

[edit] Québec

• On Autoroute 50 in Mirabel, there is a trumpet interchange shape on Google Maps leading to Boulevard Henri-Fabre, however the map shows an interchange has been completed.^{[citation needed]}
• There is also a stub ramp at the end of Commerce A-1 off Autoroute 50 at Mirabel, as well as a stub ramp off A-50 westbound just prior to the interchange. See it here. Note: Since the Mirabel Airport is being phased out, and its closure is planned, we are to expect major changes in highway planning in this area. Unfinished highways 13 and 50 lose part of their strategic importance.
• There are stub ramps on eastbound and westbound Autoroute 40 near Montréal just west of the interchange with Boulevard des Anciens-Combattants [175].
• There are ramp stubs at the northern terminus of Autoroute 13 at Autoroute 640 in Boisbriand. There are two extra overpasses (for a total of four), an unused cloverleaf loop, stub ramps where the final two cloverleafs would be constructed, and even the grading for a continuation of the freeway north of here. [176]
• Autoroute 440 (Autoroute Dufferin-Montmorency) has ramp stubs just above Rue St-Vallier Est (St. Vallier Road East) in downtown Quebec City, for a proposed completion of A-440 and link to A-973 (Autoroute Laurentienne)/Quebec route 175 via an under-city Tunnel (much like Autoroute 720 in Downtown Montreal) in the St-Roch and Limoilou neighbourhoods. The ramps would have connected to the tunnel, but it was never built, and the freeway remains in two sections to this day, separated by downtown. The western end of A-440 starts at the Autoroute 40/Autoroute 73 interchange, and currently ends its freeway segment at Avenue St-Sacrement, continuing as Boulevard Charest (Charest Boulevard). It resumes at the intersection of St. Vallier Road East, continuing along the river to Quebec route 138 in Boischatel. [177][178]
• Autoroute 15 in Brossard and La Prairie has ramp stubs for a proposed Autoroute-to-Autoroute interchange (Autoroute 6). The interchange was graded as a Y-interchange, but the carriageways for A-15 were built closer together, and the interchange has been cancelled. A-6 may have been routed towards the Farnham, Quebec area, possibly with the name Autoroute Haute-Richelieu (Upper Richelieu Autoroute). An interchange ramp was also graded for Boulevard Taschereau (Taschereau Boulevard, Quebec route 134), but has been cancelled as well. [179]
• Autoroute 40 and Autoroute 55 in Trois-Rivières. Autoroute 40 was planned to continue straight East from this interchange. What remain is a partial cloverleaf interchange, with a visible 'ramp from nowhere' merging onto 40 East on the western part of the interchange, and a discarded right lane made of large and ugly white stripes on the roadway. Quebec-Montreal travelling vehicles coming from A-55 North and going westbound on A-40 need to suffer the excessive weaving with traffic exiting A-40 East to A-55 North within the rather small distance separating the loops, which are more like a signature of an abandoned project rather than an optimal design for a 3-way interchange. [180]
• Autoroute 40 and Autoroute 73 in Quebec city. A 4-way interchange converted to a very huge and fast turning 3-way interchange, with at least 4 visible ramp stubs. [181]

[edit] United Kingdom

• In Manchester, the A57(M) motorway has an unfinished slip road that hangs 20 feet in the air. It is hidden from view from the road [182] ^[98].

• In London, the M11 motorway has two short unused slips at Junction 4 (Charlie Brown's) which would have been a link for the M12 motorway to head East into Essex[183][184][185].

• Glasgow's M8 motorway has several ramp stubs built for the abandoned Inner Ring Road. The most famous examples are the West Street ramps at Junction 20 (Kingston)[186], and another pair can be found at Junction 15 (Townhead)[187][188]. There are also ramp stubs on the westbound M8 between junctions 16 and 17, for an unbuilt motorway leading out to the north and west[189]^[99].

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

• In Surrey, the M23 begins with junction seven and has a ramp stub that was intended to extend the M23 further into London [190] ^[100].

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

[edit] Germany

• Kreuz Dortmund-Nordwest (A2 / A45) - bridges and sliproads exist to carry the A45 north of this junction. [191]

• Kreuz Castrop-Rauxel-Ost (A42 / A45) - bridges and sliproads exist to carry the A42 east of this junction. [192]

[edit] See also

• list of ghost towns

[edit] References

[edit] External links

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