List of unused highways in California

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Main article: List of unused highways in the United States

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 California 1.1 Los Angeles and suburbs 1.2 Oceanside 1.3 Bonsall 1.4 Yorba Linda 1.5 San Francisco and suburbs 1.6 Sausalito 1.7 Santee 1.8 Sacramento 1.9 San Diego 2 See also 3 References

[edit] California

[edit] Los Angeles and suburbs

• The failure to complete Interstate 710 (Long Beach Freeway) 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 [19]. At the northern end, just south of Pasadena, stubs exist just south of the Interstate 210/State Route 134 interchange and at W Del Mar Blvd, with one converted to an off-ramp to California Ave [20]. 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 I-710^[18]. However, this plan was mostly a surface freeway and resulted in tabling due to many lawsuits and opposition of South Pasadena officials and residents^[19]. 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^[19][20]. On March 22, 2007, the Los Angeles County Metropolitan Transportation Authority (MTA) approved $5 million for engineering and technical studies of the project^[19].

• There are ramp stubs on what used to be the flyover connector between westbound Interstate 10 and southbound U.S. Route 101 near the East Los Angeles Interchange before it was demolished prior to 1994^[21]. It was removed during a seismic retrofit because of earthquake safety concerns and that the Interstate 5 and 10 junction makes it redundant^[22]. Long stub ramps on either side of the demolished flyover are all that remain. [21] [22] Here is one of the stubs in a 3-dimensional view and here is the other. An old map here shows the now-demolished flyover.

• In the Silver Lake district, State Route 2 was to be extended as part of the Beverly Hills Freeway, but due to community opposition^[23], the freeway ends at Glendale Blvd. A freeway wide overpass was built, but as of now, only one direction utilizes that overpass. [23] Higher resolution

[edit] Oceanside

• On Interstate 5 northbound at the junction with State Route 76, there is a ramp that was formerly used to connect traffic to Hill Street (now Historic U.S. Route 101/N Coast Highway). With the completion of the interchange with the 76 expressway/bypass of Oceanside in 1995^[24], the ramp was closed to traffic but not demolished. An on-ramp stub is just north of the closed ramp for traffic from 76 west to enter I-5 north. It would have interfered with exit 54C for Oceanside Harbor Drive and Camp Pendleton and traffic must now proceed through a traffic light to get to I-5 northbound. There is also a stub at this interchange on the southbound I-5 exit to Historic U.S. Route 101/N Coast Highway. Its positioning suggests it was to provide access to 76 east, which is now served by a loop ramp (exit 54A). [24] Higher resolution of the closed loop ramp and a map showing the functional ramp

[edit] Bonsall

• The Bonsall Bridge, the former State Route 76 bridge over the San Luis Rey River, was replaced with a new bridge in the early 1990s^[25]. The bridge is now for bicyclists and pedestrians only due to its obsolete design^[24]. [25]

[edit] Yorba Linda

• Just outside Riverside County, exit 42 on State Route 91 for Coal Canyon Road is now closed, and has been since 2003. It was not a well-used exit and was removed to provide a wildlife undercrossing^[26]. [26]

[edit] San Francisco and suburbs

• Interstate 280 has ramp stubs from the northbound Cesar Chavez Street exit ramp and onto the southbound freeway near Evans Avenue that would have connected to the Southern Crossing bridge or to the Hunters Point Freeway or both, depending on the planning of the time^[27][28]. [27] Higher Resolution

• Further north on Interstate 280, the freeway used to end in a stub overhanging 3rd Street (seen here), with the 6th Street exit being the final exit. The original intention was to continue I-280 to Interstate 80 at its approach to the San Francisco-Oakland Bay Bridge, where it was also planned to connect to Interstate 480, which became State Route 480. That plan was formally abandoned in 1990^[29], after the 1989 Loma Prieta earthquake collapsed the freeway from U.S. Route 101 to 4th street^[30]. The stubs were demolished in 2000^[29] and the section of freeway northwest of the 6th street exit was replaced by a boulevard-like King St., which runs past Pacific Bell Park and to The Embarcadero. Downgrading I-280 from freeway to King St. deleted through lanes from the 6th St. exit northward (seen here), leaving stubs on both directions of I-280. [28]

• Many stubs exist on Interstate 80 between 3rd and 4th street. These are left over from the cancellation of Interstate 280 and the State Route 480/Embarcadero Freeway (initially Interstate 480) interchange with I-80. [29] There is still a ramp stub for the former 480 on the exit for Fremont St^[31][28]. [30] 480's former route can be seen here. It was hardly damaged from the 1989 Loma Prieta earthquake, contrary to what is believed but was more of an urban eyesore for the city, ruining views of the San Francisco Bay^[32].

• The Central Freeway had ramp stubs for its planned extension north of Golden Gate Avenue^[27][33]. Its initial routing is seen here as a map, photographically here^[34]. It began with stubs at Gough and Turk Streets and ran southwest to Fell Street and Octavia Street, where it then ran south above Octavia before curving east after Market Street to the James Lick Skyway. The entire structure north of Fell Street was demolished a few years after the 1989 Loma Prieta earthquake due to damage on the north end^[35], leaving upper and lower stubs at the Fell Street off-ramp. [31] The empty gaps between buildings [32] indicate where the original freeway ran right through the city and a defunct on-ramp, now a parking lot, exists at Gough and Turk Streets, both seen here^[33]. Work then began on a single elevated freeway, which required demolition of the upper, southbound deck. The alignment as a result of the demolition left a northbound Octavia St. exit [33], a stub of former US-101 south [34], and a on-ramp stub from Laguna Street at Oak Street to go south [35] (showing the on-ramp stub and also the earthquake-generated northbound stub). The Fell Street ramp was reopened (shown in operation in the previous link) but shut down and the road west of Howard Street demolished in favor of a new Octavia Boulevard. [36] The freeway has since been rebuilt from Mission Street to Market Street, eliminating the stubs^[35], though the former Fell Street ramp, in addition to the others mentioned, is still paved^[36]. [37]

• In San Mateo, on the eastbound connector from State Route 92 to the southbound U.S. Route 101, there is a ramp stub which was originally built to connect to northbound U.S. 101 via a flyover ramp but was never finished^[37]. [38] Angle view

• Interstate 380 was originally planned to continue westward from its junction with Interstate 280 in San Bruno, past State Route 35 (Skyline Boulevard) and over the coastal hills, terminating at State Route 1 near Rockaway Beach in Pacifica^[38]. This portion of I-380 was shelved due to budget, environmental, and engineering concerns^[39] (the freeway would have crossed directly over the San Andreas Fault)^[38]. Today, travelers can see two unused bridges [39] which would have carried through traffic on I-380 and stub pavement in the median of I-380. [40] [41] The California Department of Transportation remains hopeful that the freeway will eventually be built; the callbox and exit numbers along the entire completed length of I-380 (a little over six miles) are consistent with what they would have been had the freeway been finished as planned^[40]. The California Streets and Highways Code still legally defines I-380 as traveling from "Route 1 near Pacifica to Route 280 in San Bruno"^[41], leaving open the possibility of an extension.

[edit] Sausalito

• On the southbound U.S. Route 101 freeway, just north of the Rainbow Tunnels, there is a ramp for the proposed (but never built) Rodeo Avenue subdivision^[42]. The ramp terminates in a dirt road which (if the gates are open) can be used to follow some private roads on the west side of the freeway. [42]

[edit] Santee

• State Route 52 is planned to extend eastward from its terminus with State Route 125 to State Route 67. Currently, there are mainline stubs on State Route 52 for the continuation as well as a small stub and grading for a ramp from northbound State Route 125 to the eventual eastbound State Route 52.^[43] [43]

[edit] Sacramento

• Interstate 80 was formerly routed through the eastern and southern portions of the city and Interstate 880 was the route that is now I-80. Because the portion of the former I-80 north of State Route 99 to the former I-880 was not up to interstate standards, what is now California Department of Transportation (Caltrans) planned a bypass from where the northern I-80/I-880 interchange was to be (I-880 had not yet been built) to the then-current I-80 just south of the American River shortly after 1964.^[44] It was to begin in the median of I-880 and head south just west of I-80, using a dual-freeway design at the northern end and from where it met the existing freeway south into downtown. The northern interchange design is completed by 1972 but the new alignment was not constructed beyond approximately 2 miles west of I-80 within the new I-880 median due to numerous problems hindering the completion. In 1979, the City Council voted to delete the new alignment of I-80 to transfer the funds and right of way allocated to a new light rail transit system^[45]. The completed portion of the 2 miles of the new alignment are now used for a light rail station and parking. [44] The two bridges built for the new alignment are used for a roadway to access the station and the two light rail tracks. [45]

• State Route 244 was planned to act as an eastern bypass of the city but was cancelled in 1994. It was initially planned to meet unconstructed State Route 65 in Fair Oaks as of 1963, then extended to meet U.S. Route 50 in 1965. In 1975, it was deleted past Fair Oaks Boulevard and San Juan Avenue. It was deleted further in 1994 to Auburn Boulevard as it exists now in Carmichael. It was to meet State Route 143, which was cancelled, near Cypress Avenue.^[46] It is currently still planned as a future freeway corridor, but is unlikely to be constructed anytime soon.^[47] [46]

[edit] San Diego

• State Route 163 contains unused pavement and grading left behind after the cancellation of the freeway's expansion. A stub is located near the ramp from State Route 163 southbound to Interstate 5 northbound.^[48] It would have extended northward and cover an existing footpath in the park. [47] Just north is the remnant of the closed Quince Street on ramp. It was to come from eastbound Quince onto southbound State Route 163. [48] And just north of that is the closed-to-traffic Richmond Street overpass. The on ramp from westbound Richmond to southbound State Route 163 was closed, leaving the bridge unused.^[49] [49]

[edit] See also

• List of unused highways in the United States
• List of unused highways
• list of ghost towns

[edit] References