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100-428: Some people, including many Washington-area media sources, refer to this interchange as the "Mixing Bowl" because, prior to the reconstruction, local and long-distance travelers shared the same lanes and travelers had to merge to the right or left to reach the correct lanes for their destination. The last of this weaving and merging was eliminated on April 21, 2007. The interchange was originally built completed in 1964 as

200-644: A U.S. Representative and later a Senator after rising to prominence with freeway revolts. In particular, I-70 was stopped through Leakin Park , and terminates at the Baltimore City line at a Park and Ride, just inside the I-695 Beltway , rather than its planned terminus at I-95 exit 50 (currently US 1 Alternate: Caton Avenue), while I-83 terminates in downtown Baltimore at Fayette Street instead of connecting to I-95 at exit 57. Additionally, Moravia Road

300-534: A bridge across the Housatonic River to bypass the existing crossing at Stevenson Dam , fearing the new crossing would cause irreparable damage to Bald Eagle nesting sites and increase truck traffic through both towns. Two other small sections of the planned Route 34 freeway were completed: a short freeway stub from Route 34 to a directional interchange with Interstate 84 in Newtown (originally built for

400-505: A federal audit found that VDOT had underestimated costs and mismanaged funds. As recently as [2005], the project was months behind schedule, and managers predicted that it would not be completed on time. But VDOT officials pressured the primary contractor, including issuing a formal default letter, and work was put back on schedule without adding costs." The project was completed on time in July 2007. The new interchange has 50 ramps and bridges,

500-471: A general belt loop and several freeways crossing the Salt River Valley through much of Phoenix, with the key feature to include a central-city portion of Interstate 10 , running just south of McDowell Road. I-10 had been built westbound to a point southwest of downtown, where it curved and merged into Interstate 17 . The largest unconstructed section of I-10 in the country, beginning just east of

600-634: A halt to planning and construction of all planned expressways inside the Route 128 loop highway, with the exception of the remaining segments of the Central Artery and the segment of Interstate 93 between East Somerville and the Charles River. However, some proposals for controlled-access freeways have been debated and finalized as a compromise to build them as at-grade expressways. In Phoenix, Arizona , regional planners had long planned

700-549: A large stack interchange complex roughly where the Carter Center exists today, east of downtown Atlanta. Interstate 420 would have skirted the city limits of Atlanta to the south, running from Interstate 20 in Decatur to Douglasville . The center portion of what would have become I-420 was constructed, and exists as Langford Parkway . Additional local protests and legislative action ended planning and construction of

800-544: A massive public relations opposition battle began, citing the freeway sprawl of Los Angeles as a model Pulliam did not want Phoenix embracing. The rhetoric became so heated that in 1973 a non-binding public advisory election was held, resulting (largely due to Pulliam's regular editorial tirades) in an overwhelming "no" vote for the existing plan. The city and the Arizona State Highway Department (now Arizona Department of Transportation ) scrapped

900-755: A number of environmental organizations including the Natural Resources Defense Council , the Sierra Club , the Surfrider Foundation and others, along with the California State Parks Foundation, banded together to stop a planned extension to the SR 241 Foothill South Toll Road . The groups contend that the project threatens the fragile San Mateo Creek Watershed and would result in the loss of

1000-592: A partially completed expressway in northern Pennsylvania and Upstate New York ) between Hartford and Sturbridge, Massachusetts in 1983. The already-completed portions of this extension was redesignated as Interstate 384 and US-6 Windham Bypass. CONNDOT and the FHWA intended to construct the US-6 Freeway through Andover, Bolton, and Coventry to link I-384 and the Windham Bypass. After 40 years since it

1100-552: A petition in opposition. Nevertheless, the commission included the route in the 1955 Berkeley Master Plan. A 1957 public hearing drew 100 protesters. The 1959 Alameda County transportation plan attempted to relocate the proposed freeway to the Oakland–Berkeley border, but Oakland was no more receptive to the freeway, and the Berkeley City Council voted to stop planning it in 1961. In Bakersfield, California ,

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1200-660: A play on its greenish color and on the name of the tall left field wall in Fenway Park . Starting in 1991, the Central Artery was rerouted into a replacement tunnel network , and the elevated highway was demolished and replaced by linear parks and new buildings, in a massive project known as the " Big Dig ". There was also a plan in Western Massachusetts of an upgrade of U.S. Route 7 from Lee to Pittsfield and points north of there. The highway

1300-689: A project web site, and distributed notifications of lane closures via an email list. VDOT also maintained a storefront office in the Springfield Mall . The term "Mixing Bowl" was previously used to refer to the interchange between I-395 and State Route 27 in Arlington , near the Pentagon and Arlington National Cemetery ; this interchange, like the Springfield one, contains a large number of lanes and ramps. However, most news reports on

1400-692: A significant portion of the popular San Onofre State Beach Park. In 2006, the coalition filed a lawsuit against the Transportation Corridor Agency – the agency responsible for the project – stating that deficiencies in the project's environmental impact report violated the California Environmental Quality Act . The groups were joined in the lawsuit by the California State Attorney General's Office. State Route 252

1500-540: A simple interchange between I-95 and the Capital Beltway. In 1966, only two years after completion, work to adjust the ramps onto the Shirley Highway began. It was completed in 1968. After community opposition prevented its construction through the city, a project began in 1974 to reconstruct the interchange. It involved replacing the semi-directional ramp from I-95 northbound to I-495 westbound with

1600-573: A two-lane road, but rebuilding that segment straightened curves, added shoulders and turning pockets, and reduced the number of roadways and driveways intersecting the road to improve safety. Local opposition, particularly in the town of Wilton , convinced a federal judge to halt construction of the U.S. Route 7 Expressway (originally envisioned to be a segment of the then-proposed Interstate 89 through western New England) between Norwalk and Danbury in 1972. State and federal highway officials subsequently prepared an environmental impact statement for

1700-502: Is 24 lanes at its widest point, and has a capacity of 500,000 vehicles per day. Phase 8 involved the construction of ramps connecting Shirley Highway's reversible center carriageway (HOV lanes) to the Capital Beltway. It was originally planned to be part of the Springfield Interchange Project but, due to cost overruns, was moved to the future Capital Beltway widening project, which was to include HOV lanes on

1800-603: The San Francisco Chronicle published a map of proposed routes. Construction of the elevated Embarcadero Freeway along the downtown waterfront also helped to organize the opposition, articulated by architecture critic Allan Temko , who began writing for the Chronicle in 1961. The 1955 San Francisco Trafficways Plan included the following routes that were never completed: The 1960 Trafficways Plan deleted several of these routes but added another: In 1959,

1900-620: The Merritt Parkway , all of which have been thwarted by the efforts of conservationists who oppose the destruction of the Parkway's uniquely designed bridges and rustic character. The Oak Street Connector was a proposed east-west freeway originally envisioned to connect New Haven with Danbury , largely paralleling Route 34. Construction on the initial (and only completed) segment in downtown New Haven from Interstate 95 to York Street began in 1957, with its opening in 1959. Opposition to

2000-541: The Mississippi River in the French Quarter of New Orleans. Local preservationists worked to build popular support to stop the proposed elevated expressway in the 1960s. Freeways Interstate 95 , Interstate 83 , and Interstate 70 are not directly connected to each other inside Baltimore city limits because of freeway revolts led by activist and later politician Barbara Mikulski . Mikulski became

2100-718: The Mount Vernon Memorial Highway (now the G.W. Parkway) and Arlington Memorial Bridge . Those roads were also transferred to the Virginia Department of Highways on December 17, 1964, and assigned the number Route 27. The extension of the Richmond Highway (which at the time was called Jefferson Davis Highway) ran along the east side of the Pentagon, parallel to the Rosslyn Connecting Railroad , connecting

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2200-683: The Outer Perimeter and the Northern Arc, which would have surrounded Atlanta about 20 miles (32 km) outside of the present Perimeter Highway . The Amstutz Expressway was meant to be a lakeshore expressway in North Chicago and Waukegan . However, a large portion in northern North Chicago was never completed, so the road exists in two small portions. The Waukegan portion is frequently referred to as "The Highway to Nowhere" because of its uselessness. Sheridan Road runs along

2300-603: The Rosslyn Connecting Railroad . US 1 was routed onto it, as the existing US 1 was cut in several places by ramps. After crossing the Jefferson Davis Highway, where US 1 exited to the south, the Shirley Highway turned west, with an interchange to access the south parking lot. (Hayes Street now crosses under the highway there.) Southwest of the Pentagon, the connection to the Arlington Memorial Bridge (now Route 27 ) merged, and soon after

2400-542: The SR 178 freeway terminates two miles east of the SR 99 freeway. The section through downtown Bakersfield and the Westchester residential district was never completed due to opposition from Westchester residents. The controversy continues to this day, as the Bakersfield City Council's plans to widen Highway 178 through the Westchester area are being strongly protested. In Southern California,

2500-665: The Sacramento County Board of Supervisors submitted a request to the state legislature to remove several planned freeways from active planning. Among these were a section of State Route 65 , State Route 143 , and State Route 244 ; Caltrans had already acquired rights of way for portions of the routes, which would cost $ 149 million to build (in 1973 dollars). Cuesta Freeway was intended to connect US 101 in San Luis Obispo with an interchange at Marsh Street exit to Cuesta College . This proposed section

2600-805: The San Francisco Board of Supervisors voted to cancel seven of ten planned freeways, including an extension of the Central Freeway . In 1964, protests against a freeway through the Panhandle and Golden Gate Park led to its cancellation, and in 1966 the Board of Supervisors rejected an extension of the Embarcadero Freeway to the Golden Gate Bridge . Opposition to the Embarcadero Freeway continued, and in 1985,

2700-544: The September 11 attacks , Route 110 was closed to trucks and tour buses due to its proximity to the Pentagon. In September 2002, a contract was awarded to reroute Route 110 to increase the standoff distance between vehicles and the Pentagon. The project, called the Pentagon Secure Bypass, was completed in 2004. When the road was transferred to the Virginia Department of Highways on December 17, 1964, it

2800-465: The Virginia Department of Highways as State Route 350 from 1945 to 1952. (SR 350 was also signed along the Federally built portion southwest of US 1.) On December 17, 1964, the road system was transferred to Virginia, and soon after the Shirley Highway became part of Interstate 95 . With the cancellation of I-95 through Washington, D.C. , it was renumbered to I-395 in 1977. What is now Route 27

2900-470: The 1950s, with many cities and rural areas participating. However, many of the proposed freeway routes were drawn up without considering local interests; in many cases, the construction of the freeway system was considered a regional (or national) issue that trumped local concerns. Starting in 1956, in San Francisco, when many neighborhood activists became aware of the effect that freeway construction

3000-669: The 1960s, there were a number of proposals for new expressways. These included the Skyline Freeway from Commerce City to Morrison, the Hampden Freeway through Englewood, the Columbine Freeway which would have gone up Santa Fe, Downing, and Park Avenue West before leaving Denver via North Pecos Street, the Mountain Freeway which would have replaced all of Alameda, and The Quebec Freeway from I-70 all

3100-587: The Arizona-California border, was still in its planning stage when a debate began for the Phoenix section. Designers had evolved the proposed Papago Freeway from a typical surface grade to a massive, elevated structure, rising 100 feet through the central city, with "helicoil" interchanges and a lengthy park under the structure. Led primarily by influential Arizona Republic publisher Eugene Pulliam (grandfather of future Vice President Dan Quayle ),

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3200-531: The Board of Supervisors voted to demolish it. It was closed after sustaining heavy damage in 1989's Loma Prieta earthquake and torn down shortly thereafter. The entire portion of the Central Freeway north of Market Street was demolished over the next decade: the top deck in 1996, and the lower deck in 2003. Two other short freeway segments were demolished in the same time period: the Terminal Separator Structure near Rincon Hill and

3300-749: The Brookfield Bypass began in 2007 and opened in 2009. Similarly, CONNDOT planned to construct a new freeway for Route 25 between I-95 in Bridgeport and I-84 in Newtown . Construction began on the Route 25 freeway in 1968, and the existing portion between I-95 and Route 111 in Trumbull opened in 1975. Opposition from environmental groups and residents in the towns of Monroe and Newtown forced CONNDOT to eventually kill plans for extending

3400-600: The Capital Beltway. Phase 8 was subsequently deferred when the Beltway widening was delayed. Phase 8 was eventually constructed as part of the I-495 Express Lanes (high-occupancy/toll lanes) project and the Phase 8 ramps opened to traffic on November 17, 2012. To aid commuters during construction, VDOT added 5,000 park-and-ride spaces, created a vanpool program, increased safety patrols to clear breakdowns, created

3500-596: The Central Artery and the East Boston, Western, Northern, Northeast, Northwest, Southeast, and Southwest Expressways. Over time, several of the planned highways were constructed: In 1970, Governor Francis W. Sargent ordered the Boston Transportation Planning Review , a review of all freeway plans within the Route 128 beltway around Boston . As a result, several freeways were canceled in 1971 and 1972: The Northern Expressway

3600-686: The Danbury Fair Mall in 1986, and from Route 123 to Gristmill Road in Norwalk in 1992, before funds for further construction were exhausted. The proposal remained on the books until the CONNDOT canceled expressway plans in 1999 in lieu of widening the existing Route 7 to 4 lanes, citing a lack of funding and no feasible route that would avoid the environmentally sensitive Norwalk River basin. Some in Connecticut have been seeking to revive

3700-469: The Denver suburbs of Broomfield and Golden, where fierce opposition to the road continues. Golden is opposed to completion of the beltway; Broomfield supports it, and has been exploring alternate routes. In 1973 environmentalists filed lawsuits that effectively killed construction of the planned Interstate 291 beltway west of Interstate 91 , the proposed Interstate 484 expressway through the downtown, and

3800-496: The Embarcadero Freeway, and the stub end of Interstate 280 near Mission Bay . In Oakland, California , the Richmond Boulevard Freeway would have run along Valdez Street, Richmond Boulevard, Glen Echo Creek, and Moraga Avenue from 20th Street to SR 13 . It was approved by Oakland voters in a 1945 bond issue, but was canceled August 16, 1956, when the city of Piedmont was unable to pay for its portion of

3900-510: The I-95 designation was restored. By early 1970, there were 150,000 vehicles per day traveling through the intersection. Thirty years later, that number had more than doubled, with the effect that vehicles "traveling along the East Coast's main north–south artery [had to] be funneled through the ordinary exit ramps at Springfield, routinely causing backups several miles long." A study by

4000-588: The Illiana Expressway from the state's five-year transportation plan, effectively stripping funding for the Illinois portion of the highway. Indiana Governor Mike Pence followed suit in suspending Indiana's portion of the Illiana Expressway in February 2015. When I-10 was built through New Orleans, Louisiana , a segment of formerly tree-lined ground along Claiborne Avenue was destroyed to build

4100-540: The Illiana Expressway was envisioned to start at Interstate 57 in eastern Illinois, then intersect Interstate 65 near Lowell, Indiana before turning northeast, crossing US-30 near Valparaiso before terminating at the Indiana Toll Road . Due to opposition from environmental and community groups; and operators of the Indiana Toll Road , the section east of I-65 was dropped, but the Illiana Expressway

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4200-526: The Loop with Midway Airport, and an extension to the CTA's Blue Line , connecting downtown with O'Hare International Airport . The Illinois 53 freeway was planned to be extended into Lake County from its northern terminus at Lake Cook Road . The extension would have met a planned bypass for Illinois 120 near Grayslake , where it would split two ways. The eastern branch would head towards Interstate 94 , while

4300-802: The Mound freeway conversion on its east. Pentagon road network The Pentagon road network is a system of highways , mostly freeways , built by the United States federal government in the early 1940s to serve the Pentagon in northern Virginia . The roads, transferred to the Commonwealth of Virginia in 1964, are now largely state highways . The main part of the network is the Mixing Bowl at Interstate 395 ( Shirley Highway ) and Route 27 ( Washington Boulevard ), named because it had major weaving issues with traffic "mixing" between

4400-409: The National Highway Traffic Safety Administration determined the interchange to be the site of 179 crashes between 1993 and 1994—more than any other spot on I-95—and found that the number of ramp accidents was more than double that of any other Beltway interchange. In March 1999, the Virginia Department of Transportation (VDOT) began an eight-year, seven-phase reconstruction project, which also involved

4500-413: The New Haven Railyard and construct a 4-lane landscaped boulevard in its place. A portion of the land recovered from the freeway would be sold for development, while the remainder reserved as park space. Demolition of the Route 34 freeway began in 2013, with completion scheduled for 2016. Similarly, the Connecticut Department of Transportation plans to remove the freeway stub at I-84 in Newtown and replace

4600-468: The Pentagon's south parking lot to the east. Past that was another full interchange, for Pentagon service access, just before a crossing (with no ramps) of the Jefferson Davis Highway Extension and the Rosslyn Connecting Railroad . Finally, an interchange with Boundary Channel Drive (for north parking) was provided, with access only to/from the north, before the road crossed the Boundary Channel into Washington, D.C. (on Columbia Island ) for connections to

4700-403: The Route 25 freeway north of Route 111 in 1992. The department has instead focused on widening the existing 2-lane roadway, which is supported by Trumbull and Monroe. However, Newtown remains opposed to any upgrades that would change the existing 2-lane profile of Route 25 through its town. Since its opening in 1940, the Connecticut Department of Transportation has floated various plans to widen

4800-412: The Route 34 freeway between York Street and Route 10 in New Haven in 2002, effectively ensuring the freeway could not be extended beyond York Street. Meanwhile, officials and community groups in New Haven began pressing the State of Connecticut to remove the existing freeway through downtown. In 2011, the city of New Haven and State of Connecticut reached an agreement to remove the Route 34 freeway west of

4900-447: The Springfield Interchange refer to it as the "Mixing Bowl", and the term has become generally accepted. The other interchange is now known as the Pentagon road network . Highway revolts in the United States#Washington, D.C. Highway revolts have occurred in cities and regions across the United States . In many cities, there remain unused highways , abruptly terminating freeway alignments, and short stretches of freeway in

5000-409: The bridge to Arlington Ridge Road , was completed in 1942. This began at an existing cloverleaf interchange with the Mount Vernon Memorial Highway and ran southwest, parallel to the existing Jefferson Davis Highway ( U.S. Route 1 ), to a point southeast of the Pentagon. That section included an interchange with Boundary Channel Drive, which served the Pentagon's north parking lot, and a bridge over

5100-418: The cancelled Route 25 freeway extension) built in the mid-1970s, and a short freeway segment near the Maltby Lakes in Orange that was completed in the 1980s but never put into service. The completed section in Orange was initially used as a commuter parking lot, but now serves as an access road to Yale New Haven Hospital 's Regional Operations Center. The State of Connecticut sold off land originally cleared for

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5200-403: The city have been canceled due to community opposition. In the 1970s, there were plans for several freeways in the Tampa Bay area , but most were canceled by 1982. The high cost of acquiring right of way in this densely populated area, as well as community opposition, were the key factors in canceling most of these freeways. Instead, planners decided to widen existing roads. Local opposition

5300-442: The directional interchange with a diamond interchange. ConnDOT also plans to build a rest area in the location of the current freeway stub once its removal is complete. In the 1970s, most of South Florida 's expressways were canceled due to voters choosing to direct funding away from roads toward mass transit projects and the planned Miami Metrorail . Hialeah in particular is anti-expressway, as many proposals for expressways in

5400-436: The east side of Willits as a bypass, numerous environmental coalitions raised concerns about the impact of the bypass on the local wetlands and cultural sites. The Pomo Native American tribe joined in the protests. In 2013, a federal judge rejected a lawsuit, which was attempting to halt the project, filed against Caltrans . The bypass was completed toward the end of 2016 and opened for traffic on November 3, 2016. During

5500-423: The elevated highway; because Claiborne Avenue was the main thoroughfare in a poorer, African-American neighborhood , many in the community considered this to be racially prejudiced. While local efforts to stop this route of I-10 were unsuccessful, the disruption motivated residents to oppose further planned freeways through historic neighborhoods. The proposed Vieux Carré Riverfront Expressway would have run along

5600-414: The expressway proposal, including those who originally opposed it, citing the rapidly increasing volume of traffic and the number of fatal accidents on the existing Route 7 over the past 20 years. Further north on US-7 however, officials in Brookfield have long pushed CONNDOT to construct a new US-7 freeway to the west of Brookfield. After decades of environmental studies and intense debate, construction on

5700-447: The expressway the entire length. There were plans to upgrade Lake Shore Drive to full Interstate standards, and two separate designations were proposed for this upgrade. First designated as Interstate 494 (before that designation was moved to the Crosstown Expressway ), and later, Interstate 694, the project was canceled after opposition from North Side residents who didn't want an interstate in their communities, fearing that land along

5800-421: The expressway, and a Federal judge allowed construction to resume in 1983. By then however, the cost of construction had skyrocketed and there were no longer any funds available to complete the expressway, as all highway funds were diverted into a massive statewide highway repair program in the wake of the Mianus River Bridge collapse months earlier. Two short extensions of the Route 7 freeway were completed near

5900-450: The failed Fox Valley Freeway efforts and was proposed to connect Interstate 80 and Interstate 88 in the outer western and southwestern suburbs. Despite getting over $ 200 million in earmarked funds, intense local opposition canceled the project in the early 2010s. The Peoria to Chicago Highway was a proposal that would have connected the cities of Peoria and Chicago with a direct multilane freeway. The Illinois interstate highway plan in

6000-403: The final ten miles of Interstate 96 along Grand River Avenue from the Jeffries to the Northwest corner of the city, the already in progress conversion of Mound Road to the M-53 freeway from Detroit City Airport to the Van Dyke Expressway , and a planned extension of the Davison Freeway on both ends which was to be a connector with both Interstate 96 and the Jeffries Freeway on its west to

6100-504: The freeway in New Haven increased as homes and businesses between York Street and Route 10 were razed to extend the Route 34 freeway, resulting in lawsuits that halted further construction on the highway in the late 1960s and 1970s. Further west, residents in the town of Orange opposed the Route 34 freeway as it would pass near a reservoir that supplies the region with its drinking water. Opponents further west along Route 34 in Monroe and Oxford filed additional lawsuits to block construction of

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6200-447: The freeway would have run northward along and parallel to Cicero to the Edens – Kennedy junction on the north side of Chicago. The highway, which would have been designated Interstate 494, was canceled in 1979 by elected officials, who cited the $ 1.2 billion price tag as reason enough to terminate the project. Monies from the aborted highway ultimately went to the construction of the Chicago Transit Authority 's Orange Line , connecting

6300-417: The issue because Peoria asked for it. The Raoul Wallenberg Expressway, previously called the Woodruff Expressway, was a controversial plan that would have linked downtown Rockford, Illinois to Interstate 39 . In the 1940s and 1950s, as the Northwest Tollway (now the Jane Addams Memorial Tollway) was being routed through the Rockford area, local politicians debated the costs and benefits of various routings of

6400-477: The junction of the Virginia State Route 110 ( U.S. Route 1 ) and Shirley Highway to Rosslyn . It had one interchange with the Pentagon, connecting to the drop-off area to the southeast. After crossing the Mixing Bowl-Arlington Memorial Bridge connection with no access, a partial interchange (access to/from the south) was provided with the main road to the bridge. The extension ended at Arlington Ridge Road just north of Lee Boulevard ( U.S. Route 50 ). Following

6500-407: The large 2-lane 35-mph loop ramp. This was completed in 1977, at this point I-95 was shifted to the eastern portion of the Beltway, between Springfield and College Park, Maryland , eliminating the I-495 designation there. Because of this route change, all traffic continuing on I-95 through the Washington area was exiting at Springfield through an interchange not designed for that purpose. In 1989,

6600-469: The mid-1950s included a freeway from Peoria toward Chicago in the Interstate 180 corridor, but it was not approved by the Federal Highway Administration . In the late 1960s and early 1970s, Illinois adopted a supplemental freeway plan, and the Interstate 180 to Peoria extension was part of this plan, but very few of these freeways were actually built. The freeway was going to be designated as Interstate 53 as well as present-day I-155 and part of I-180. In

6700-491: The mid-1990s, the state revived the proposal, calling it the "Heart of Illinois Freeway." A few alternatives were selected, among them the Illinois 6 to Interstate 180 connection. In late 2000, the state decided to proceed with the 6/180 connection but ran into opposition from farmers and withdrawn support from political leaders. In February 2002, IDOT stated there were no traffic need for the freeway, only political and economic reasons for advocating it; and that they only studied

6800-443: The middle of nowhere, all of which are evidence of larger projects which were never completed. In some instances, freeway revolts have led to the eventual removal or relocation of freeways that had been built. In the post-World War II economic expansion , there was a major drive to build a freeway network in the United States, including (but not limited to) the Interstate Highway System . Design and construction began in earnest in

6900-406: The north). As part of that network, a connection was built from Arlington Ridge Road north of Columbia Pike east to the Arlington Memorial Bridge connection, continuing across that connection to the Pentagon south parking lot. It was also transferred to the Virginia Department of Highways on December 17, 1964, and numbered as an extension of Route 244. Access to the Pentagon was provided in

7000-449: The plans without further efforts for the central city segment. As the completed east-bound portion of I-10 advanced closer, transportation planners pushed for some resolution. By 1984 traffic gridlock had reached the point where planners devised a new plan, with I-10 still running although roughly the same alignment, but instead with the central city portion tunneled through downtown, with a large park on top. The revised I-10/Papago Freeway

7100-465: The proposed Interstate 284 expressway between East Hartford and South Windsor , and Interstate 491 from Wethersfield to Manchester . After these freeways were cancelled, the State of Connecticut used the funds allocated for their construction to rebuild and expand existing freeways in the Greater Hartford area. In 1992 the Route 9 Expressway was extended north from I-91 in Cromwell to Interstate 84 in Farmington, completing what would have been

7200-496: The reconstruction of the I-95/ Route 644 interchange. The project was one of the largest highway construction projects in the U.S., costing $ 676 million. Completed 1999 Completed November 2001 Completed October 2004 Completed May 2004 Completed July 2007 Upon completion, The Washington Post noted: "The project began in 1994 with a budget of $ 241 million. By 2002, it had nearly tripled, to $ 676 million, and

7300-604: The route. In 1949, the Richmond Boulevard Protective Association had protested the route and its planned destruction of their homes. In Berkeley, California , the Ashby Freeway would have run approximately along the line of Ashby Avenue from Interstate 80 to California State Route 24 . The Berkeley Department of Public Works and Planning Commission proposed possible routings for it in 1952, and were met with 5,000 signatures on

7400-577: The shores of Lake Michigan would be lost. Lake Shore Drive remains a US route, rather than an interstate highway, with a mix of interchanges and at-grade intersections. The Crosstown Expressway was a proposed highway in the 1970s that would have run westward from near the present confluence of the Chicago Skyway and the Dan Ryan Expressway on Chicago's south side toward Cicero Avenue near Midway International Airport . From there,

7500-496: The southwest quadrant of the I-291 beltway; the northwest quadrant of the canceled beltway is partially served by the 4-lane arterial Route 218 west of I-91 (Route 218 does not connect to I-84 or Route 9, leaving an approximately 7-mile gap in the northwest quadrant between I-84/Route 9 and Route 218). The Connecticut Department of Transportation eventually built its current headquarters on land originally acquired for I-291, where it

7600-458: The tollway. One of the proposed tollway alignments that would serve downtown was considered. This was eventually turned down in favor of an alignment that was located miles east of downtown. At the same time, the commercial center of Rockford had shifted from downtown to the East. In an effort to draw residents and businesses back to the traditional center of town, the idea of a new crosstown expressway

7700-541: The two roads before it was rebuilt in the early 1970s. The "Mixing Bowl" nickname is now more commonly used to refer to the Springfield Interchange , where I-395, I-495 , and I-95 converge in nearby Springfield . The Mixing Bowl originally opened in 1942 as the junction of the Shirley Highway with the connection to the Arlington Memorial Bridge and the connection to Lee Boulevard (now Arlington Boulevard ). The western half, towards Lee Boulevard,

7800-549: The use of collector/distributor roads . The former cloverleaf with Hayes Street became a system of ramps to the various roads. The ramp from I-395 south to Route 27 towards the Memorial Bridge was removed, and a pair of ramps at the crossing of Route 27 and Route 110 made some of the ramps at Route 110 (then known as the Jefferson Davis Highway) redundant. Finally, a two-lane reversible HOV roadway

7900-501: The way to I-25. A planned Interstate 470 beltway around Denver met opposition, including from Governor Richard Lamm , an environmentalist, who promised to "drive a silver spike" through the project. Eventually, a compromise was reached, and the beltway was built, using three different designations: State Highway 470 , E-470 and the Northwest Parkway . Currently, a gap remains in the beltway, as it stops short of reaching

8000-473: The western branch would head towards the existing Route 120 in western Lake County. The extension was turned over to the Illinois Tollway for further study, which was authorized in 1993 to construct and operate the highway. Due to opposition from some vocal citizens and elected officials, the tollway dropped the environmental study in 2019, shelving the project indefinitely. Various attempts through

8100-715: The years to construct a freeway through the outer western suburbs of the Chicago metropolitan area were met with strong resistance and were ultimately unsuccessful. The Fox Valley Freeway was proposed to run from Interstate 55 in Plainfield to the Wisconsin border in Richmond , linking the far west suburbs. However, intense local opposition canceled the project in the 1990s. Later, the Prairie Parkway emerged from

8200-412: Was a full three-level Y interchange. The eastern half, towards the Memorial Bridge, was missing a ramp to enter the Shirley Highway northeastbound. Just south of the west half was another interchange, a single Y connecting to Arlington Ridge Road . From 1970 to 1973, as part of a total reconstruction of the Shirley Highway, the interchange was totally rebuilt to eliminate all weaving of traffic, mainly by

8300-402: Was a split for the connection to Lee Boulevard (now also Route 27, Washington Boulevard). Just past that, the original construction turned southeast to end at Arlington Ridge Road . The extension beyond to Route 7 , also built by the federal government, opened October 23, 1943 and became a divided highway on October 30, 1944. The extension beyond Route 7 to US 1 near Occoquan was built by

8400-469: Was added in the median , becoming a four-lane two-way road from the eastern part of the interchange into Washington . Special ramps to Route 27 towards the Memorial Bridge and to the Pentagon south parking lot (via Eads Street) were provided for HOV traffic. The Henry G. Shirley Memorial Highway was built to take traffic off the Highway Bridge (now the 14th Street Bridge ). The first phase, from

8500-423: Was born. The highway was to follow the Chicago and Northwestern Railroad line from Interstate 39/ U.S. Route 20 interchange all the way to downtown Rockford. This partially-built interchange was built in the early 1980s, designed to allow for future extension northward. Part of this highway would have replaced Woodruff Avenue, a street that parallels the railroad, giving the expressway its original name. The highway

8600-473: Was built in two sections. The western section served as a realignment of Washington Boulevard from Lee Boulevard ( U.S. Route 50 , now Arlington Boulevard) southeast to the Mixing Bowl. It had several grade crossings and one interchange (with Route 244 , Columbia Pike ). East of the Mixing Bowl, the other part of current Route 27 headed northeast, crossing a realigned Columbia Pike, with access to

8700-699: Was extended westward to Interstate 55 in Illinois. Opponents filed a lawsuit to block construction of the Illiana Expressway in 2013, with a federal judge ordering a halt to work on the toll road in 2015. Officials from the Federal Highway Administration, Indiana and Illinois appealed the court's ruling to the Seventh Circuit Court of Appeals in August 2015. Meanwhile, in January 2015 Illinois Governor Bruce Rauner removed

8800-534: Was first planned, CONNDOT, the FHWA, and local officials remained deadlocked with the EPA and the Army Corps of Engineers over the routing of the US-6 Freeway. Since the agencies involved could not come to an agreement, CONNDOT abandoned plans the US-6 Freeway in 2005. The department instead rebuilt the section of US-6 the freeway was intended to bypass in 2000. The section of US-6 between I-384 and Willimantic remains

8900-495: Was granted an exemption because it was nearly complete. Its final 3-mile (4.8 km) segment was completed in 1973 with a section from East Somerville to the North Station area of downtown Boston. The Central Artery had cut a swath through Downtown Boston neighborhoods, creating one of the greatest eyesores in urban America during the 1950s. Because of this, it would earn its nickname "The Other Green Monster", both

9000-534: Was having on local neighborhoods, effective city opposition to many freeway routes in many cities was raised; this led to the modification or cancellation of many proposed routes. The freeway revolts continued into the 1970s, further enhanced by concern over the energy crisis and rising fuel costs, as well as a growing environmentalist movement. Responding to massive anti-highway protests in Boston, in February 1970 Governor Francis W. Sargent of Massachusetts ordered

9100-410: Was intended to connect Interstate 5 to Interstate 805 . Ramps were constructed on I-805 at 43rd Street before the project was canceled in 1994 due to neighborhood opposition. The new freeway would have occupied a swath of land dividing Logan Heights . Much of the land intended for freeway construction is still unoccupied. The interchange ramps from I-805 now end in a strip mall. In December 1974,

9200-528: Was later renamed for Raoul Wallenberg, a Swedish diplomat noted for saving many Hungarian Jews in the Holocaust. The project was eventually abandoned due to its heavy financial costs and the negative impacts the highway would have on its surrounding neighborhoods. In the northwest corner of Indiana, the Illiana Expressway was a proposed toll road as a southern bypass of Chicago . Originally,

9300-523: Was never built beyond I-95 exit 60; it was supposed to be connected to the Windlass Freeway ( MD-149 ), which was canceled as well. A small portion of the Windlass Freeway was constructed, and it is now signed as I-695 . Additional roads that would have formed a more complete freeway network in the city were abandoned or redesigned, leaving some short sections (the former I-170 , which was left unconnected to any other Interstate highway, so US 40

9400-481: Was numbered Route 110. In 2019, Arlington County voted to rename U.S. Route 1 through Arlington County to Richmond Highway. Prior to the building of the Mixing Bowl, the Columbia Pike (and Route 244) ran through its site to end at the Jefferson Davis Highway (US 1). It was truncated at that time to Arlington Ridge Road , which itself was cut by the Mixing Bowl (and later cut by Arlington National Cemetery to

9500-565: Was opened in 1990. In Tucson, Arizona , proposed Interstate 710 was to follow current Kino Parkway from I-10 to Broadway Boulevard, connecting I-10 to the University of Arizona and the downtown area. However, heavy opposition to the freeway caused for its cancellation in 1982, and the Tucson area has long been opposed to the rapid urban sprawl and freeways ever since. In San Francisco , public opposition to freeways dates to 1955, when

9600-454: Was post to be the new route for SR 1 . The new route was adopted in 1965 by Caltrans and would cost more than $ 2 million a mile for the 7.1 mile expansion. The plan for the new route was rejected by major opposition from the community at the October 11, 1971, San Luis Obispo city council meeting. Throughout the four-year duration of a $ 300M construction project to reroute U.S. Route 101 to

9700-715: Was re-routed onto it), or rights of way that were built as city streets rather than freeways (Martin Luther King Boulevard). The Washington Outer Beltway was also met with decades of opposition in Maryland's suburbs of Washington, D.C. Though it met with fierce opposition for 50 years, the section between I-370 and I-95 , known as the Intercounty Connector and signed as Maryland Route 200 , ultimately opened in 2011. The 1948 plan for Boston's inner suburbs included eight limited-access highways:

9800-611: Was responsible for the death knell of a number of freeway projects in Metro Atlanta , including the intown portion of the Stone Mountain Freeway from the existing U.S. 78 freeway to what is now Freedom Parkway in downtown Atlanta, and the intown portion of what would have been Interstate 485 . The northern part of that freeway was built as Georgia 400 , while the southern portion of the highway exists as Interstate 675 . The highways would have intersected in

9900-689: Was to have a 60-foot (18 m) median. There was also plans of a spur off to Dalton of Massachusetts Route 9 . Local opposition led to the demise of the Route 7 Freeway. In the 1970s, after significant protest about the Chrysler Freeway (I-75) destroying the Black Bottom neighborhood , Mayor Coleman Young used the issue as political capital by decreeing the cancellation all freeway projects in Detroit. City Council soon followed his wishes. This included three interconnected major projects,

10000-489: Was to intersect US-5 in Newington. Interstate 84 was originally planned to continue on an easterly course to Providence, Rhode Island , closely following US 6 through Tolland and Windham counties. Environmental concerns in Connecticut and Rhode Island led to the cancellation of this extension, and I-84 was shifted to the existing Wilbur Cross Highway (which had been designated I-86 ; this number has since reappeared on

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