Arizona State Route 153 (SR 153) is the former designation for what is now South 44th Street on the southeast part of town. It ran north from University Drive to Washington Street, just east of Phoenix Sky Harbor International Airport. It was designated in 1992, taking over the former routing of SR 143 from the airport north with a new Salt River crossing constructed on a new alignment to the south. SR 153 was planned to go south and west from University Drive to the 40th Street corridor and interchange with I-10 by the end of 2007, providing east side, freeway access to the airport from I-10. This left mainline stubs at the former southern terminus. (33°25′31″N111°59′01″W / 33.425415°N 111.983719°W / 33.425415; -111.983719) After constant delays, SR 153 was removed from the state highway system in 2007 and the temporary airport access from SR 143 became permanent. All traffic south of the airport now travels in the northbound lanes, with the southbound bridge shut off.
I-95 at exit 1 with DR 896 contains grading for a removed ramp from north I-95 to DE 896. The ramp, which was a loop, had a left turn at its intersection with DE 896, providing access to both directions of the then rural road. The ramp was removed sometime after 1970.
Red Mill Road south of DE 2 bypasses a short segment of road over White Clay Creek. The abandoned stretch of road is very narrow and contains two bridges over small channels that served a mill. The area is flood prone due to its proximity to the creek. Currently, the northern and southern ends of the bypassed road is used for residential purposes, with the two segments being connected by a footbridge.
The entire stretch of Harmony Road between DE 4 and DE 2 was relocated from its original alignment to a new alignment to the west. The relocation resulted in four fragments being left behind, divided by rail lines or White Clay Creek. An abandoned bridge lies over the creek, but nothing crosses the rail lines. The four segments are used for residential purposes.
DE 1 from the bridge over US 113 to 1⁄4 mi (0.40 km) past exit 97 has an extra wide center shoulder, indicating plans for a third lane in each direction through the corridor.
An abandoned stretch of Old Lebanon Road lies embedded within the marshes of St. Johns Creek. The section of road begins at a sharp corner on Sorghum Mill Road, south of Lebanon Road (DE 10), and heads northeast over the creek, utilizing a footbridge. The abandoned road then turns east and continues along a maintained section of Old Lebanon Road, which continues to DE 1.
The Cumberland Parkway currently ends at US 27.  Grading is present to show an eventual complete partial cloverleaf interchange and an extension of the mainline eastward. This route is designated as part of the Future I-66 Corridor, which outlines a plan for the parkway to extend east into West Virginia. The parkway formerly went due east into the city center but 3.67 mi (5.91 km) of mainline going northeast and two interchanges were built to avoid traffic signals and cross-traffic in preparation for Interstate status. Former alignment The former alignment is now KY 80 and KY 6014 on maps.
The northern terminus of I-49 at the I-20 interchange contains numerous stub ramps that indicated a previously designed northern extension. As early as 1999, this idea was scrapped with the adoption of the Future 49/High Priority Corridor 1, a plan to extend I-49 to Kansas City. It was due to high costs in acquiring right of way and community opposition. This plan currently has I-49 routed onto LA 3132 south of the city. Currently, there are talks to turn the current stretch of I-49 from LA 3132 north to its current northern terminus into I-149. (32°29′47″N93°45′34″W / 32.49646°N 93.75943°W / 32.49646; -93.75943)
I-310 currently ends at US 90 west of the city. Originally, I-410 (The Dixie Freeway) was to be the southern bypass of New Orleans and connect what are now I-310 and I-510, but it was cancelled in 1977 due to environmental lawsuits and the miles were transferred to I-49. However, when it was built, mainline stubs were built at the southern terminus in the hope that a continuation would eventually be built. These stubs will be utilized when I-49 is extended to New Orleans, as the current plan has I-49 routed just south of the I-310/US 90 interchange. (29°53′57″N90°23′58″W / 29.899182°N 90.399467°W / 29.899182; -90.399467)
I-195 has an interchange with the I-95 (Maine Turnpike) at its western terminus. As originally constructed, both ramps were cloverleaf ramps, but subsequently, the cloverleaf ramp handling traffic exiting the turnpike was replaced between 1988 and 1998, turning the interchange into a trumpet. The grade for the original cloverleaf ramp remains. Also, the eastbound ramp from the turnpike crosses a bridge meant for two lanes, but only has one and shifts over to the left. (43°31′39″N70°27′09″W / 43.527541°N 70.452565°W / 43.527541; -70.452565)
I-335, a spur of I-35W, was proposed to connect I-35W with I-94 just north of downtown. The project got as far as right-of-way acquisition and grading for and paving of exit ramps at the east end on I-35W before it was cancelled due to local opposition. The southbound lanes of I-35W contain the vestiges of an entrance ramp from I-335 and a ramp to I-335 from the northbound lanes is visible despite having been demolished. Both are near the Hennepin Avenue overpass. (44°59′30″N93°14′10″W / 44.991596°N 93.236026°W / 44.991596; -93.236026) North of this, the other half of the proposed full interchange is also visible. The exit from I-35W south to I-335 west is still graded and a stub of pavement that still exists was to be the ramp from I-335 east to I-35W north. (44°59′46″N93°14′16″W / 44.996034°N 93.237888°W / 44.996034; -93.237888) A northbound exit from I-35W to Johnson Street makes a rather long dogleg that would have accommodated this ramp and the redundant Johnson Street exits support an I-335 merge. In the same area, a pavement stub existed in the I-35W median but has since been removed.
A proposed Route 755 was to start at I-44 at its interchange with I-55 and connect to I-70, interchanging with I-64/US 40. The freeway would have looped to the west of downtown. Indications of the cancelled freeway can be seen in old satellite images, showing a pavement stub on the Lafayette Avenue exit ramp that has since been removed. There is also blocked off lane on eastbound I-44 that would have been a ramp to northbound Route 755. It was to follow Grattan Street, but since the freeway's cancellation, it and Grattan have mostly been replaced by Truman Parkway. Ramp stubs can also be seen around the exits for 20th, Chestnut, and Market Streets from I-64. (38°37′40″N90°12′42″W / 38.627834°N 90.211744°W / 38.627834; -90.211744). A sufficiently large right of way is present there as well.
Because of the construction of new Busch Stadium, the 8th Street on-ramp to eastbound I-64 was demolished, leaving a ramp stub on the Interstate. It is not viewable from the air because of the elevated freeway design downtown, but can be seen while driving. It was a left-entry ramp. The old ramp design can still be seen on a Microsoft Research maps satellite image.
Spring Avenue once had a viaduct over a rail yard that connected Forest Park Avenue with Gratiot Street. The viaduct was closed and partially demolished sometime after 1991 (and perhaps even after 1998). The south end is barricaded by a mound of gravel and the vegetation is overgrown. The north end is blocked by a fence, followed by semi trailers and jersey barriers. Between I-64 and where Scott Avenue would intersect Spring, the viaduct has been demolished and Spring exists as an at-grade street off of Market Street. The remaining elevated roadway has been demolished. (38°37′46″N90°14′18″W / 38.629519°N 90.238277°W / 38.629519; -90.238277)
The MacArthur Bridge formerly carried traffic across the Mississippi River starting 1917, carrying US 66 and US 460 at times. Due to deterioration, the bridge was closed to automobile traffic in 1981, though trains still use the bridge today. Some of the connections were demolished, including the approach in Illinois, though an unused bridge frame and wide supports still stand. Remnants of approaches are used as a parking lot on the west side or are just shut off from traffic by jersey barriers (Note that as of March 2012 the parking area was rebuilt and the remnant removed, the image herein has not been updated). Pavement still exists on the bridge, though only up to the Illinois side.
West of the old Río Piedras State Penitentiary, the Americas Expressway (currently signed as PR-18) has a stub ramp at the interchange with PR-21 from PR-21 eastbound to PR-18 northbound, because it was removed by the construction of the reversible lanes ( and ) and south of the interchange there is an unused overpass bridge 
I-84 was planned, in 1968, to connect Hartford and Providence. It was cancelled in 1982 because of the impending impact on the nearby Scituate Reservoir but there is an indication as to where it was to enter the Providence area. Exits 6A-B for US 6 on I-295 was where I-84 was planned to intersect the partial beltway, with stubs on the US 6 mainline and ramp and flyover grading indicating this. There is also a stub on the US 6 to northbound I-295 for the unbuilt flyover. A ramp from I-295 north (exit 6B) that was to go to westbound I-84 has been converted into a turnaround ramp (I-295 north to I-295 south). (41°49′15″N71°30′46″W / 41.820775°N 71.512649°W / 41.820775; -71.512649)
There is a stub off ramp from I-195 westbound where exit 1 used to be. It used to carry traffic into the heart of the financial/court district in 2002. As of November 2008, there were still signs posted for it. It is currently being used occasionally for staging of construction vehicles working on the new I-195/I-95 connection realignment project. 
A shift in the routing of South Carolina Highway 41 Business (SC 41 Business) during the construction of the US 521 Bypass left an unused portion of roadway near the location of the current route. The signs signifying a sharper curve can still be seen.
At the southern terminus of the I-526 (Mark Clark Expressway) and the southern terminus of the SC 30 (James Island Connector Expressway), there are stubs of grading and/or overpass. The two termini will be linked to form an extended I-526 (Mark Clark Expressway).
The SC 31 (Carolina Bays Parkway) southern terminus at SC 544 has a graded area that extends past the cloverleaf interchange. This will become part of an extension to US 17 via SC 707 in Socastee. The northern terminus at SC 9, though it does not have a stub, will eventually be extended to the NC state line. The entire route will eventually become part of I-74.
There used to be an exit 66 on I-90 east of Rapid City for Box Elder and the Ellsworth Air Force Base. This exit was closed on October 1, 2003, and the pavement ripped up. A new interchange (exit 67) opened a few months earlier that supplanted exit 66. This exit is for Liberty Boulevard, which leads right to the gates of the Air Force Base. Local officials feared the potential closing of the base and successfully lobbied the state and federal government to construct a new interchange. The exit change will also help keep commercial development away from the runways. While the pavement is gone, one can see grading outlining the old ramps. (44°07′04″N103°04′11″W / 44.117832°N 103.069739°W / 44.117832; -103.069739)
At the southern end of the James White Parkway (State Route 71, SR-71). The parkway is planned 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. (35°56′40″N83°53′44″W / 35.944512°N 83.895571°W / 35.944512; -83.895571)
A stub ramp exists at the I-40/I-240 interchange in East Memphis.  It will eventually allow for a two-lane flyover for I-40 westbound to continue through the interchange, relieving the current one-lane ramp of the increased traffic in the region. A corresponding flyover in the eastbound direction will also be built (this will be the fourth level of the interchange) and replace the existing one-lane ramp. In addition, grading remains as the remnant from a loop ramp from westbound I-40 to westbound I-240 which was destroyed after a two-lane flyover replaced it.
The western interchange of I-40 and SR-155 (|Briley Parkway) contains two stub ramps that will eventually carry traffic from eastbound I-40 to northbound Briley Parkway and southbound Briley Parkway to westbound I-40. A pylon  in the median of I-40 is further evidence for one of the flyovers. As of 2012, these ramps are open to traffic.
There is a freeway stub at the western end of SR-840.  The high costs of going through hilly land and the recession have put the plan for a northern loop on hold, but it might be, in the future, designated "I-840." An entire loop would be about 178 mi (286 km) long.
The proposed Stadium Freeway was to have a southern terminus at I-894/I-43 in southern Milwaukee. While the freeway was never built south of National Ave, a graded ramp exists just east of W. Loomis Rd. The ramp was to come from I-894/I-43 eastbound going north. It was a complete interchange, but one ramp was demolished (it appears it was a flyover as the top level) and there is a hint of a left-exit ramp just west of the proposed interchange. Other ramps exist at this unusually wide interchange and lead to and from a park & ride lot. In 2011 the lower half of the park & ride and all exit ramps were shut off to public traffic and were made available to highway construction traffic only (for the I-94 North–South Freeway Project). With the closing of the west-bound I-94 off-ramp towards the park & Ride, a new off-ramp was constructed that leads to Loomis Road northbound. This required the removal of the on-ramp from the park & ride headed towards east-bound I-94. (42°57′45″N87°57′48″W / 42.962382°N 87.963227°W / 42.962382; -87.963227)
The Stadium Freeway (signed US 41 in this section) was not completed to its planned northern terminus either. It currently ends at Lisbon Road with a wide median and pavement stubs. (43°03′31″N87°58′16″W / 43.058698°N 87.971027°W / 43.058698; -87.971027) It was to meet the proposed and planned Park Freeway West in this area and travel northwest for about a mile and head north, intersecting the Bay and Fond du Lac freeways on its proposed alignment to I-43 (North–South Freeway) in Ozaukee County, where it would end. The extension north of Lisbon Road was cancelled in 1974.
US 12 abruptly ends at Wisconsin Highway 67 (WIS 67) just north of the city. Northbound lanes must exit and the mainline continues for about 50 yards (46 m). Southbound lanes actually utilize an underpass that was built to carry US 12 northwest toward Whitewater. More unused pavement exists as a never completed on-ramp from southbound US 12 to WIS 67 and an on-ramp (broken up by the operational "flyunder" ramp) from WIS 67 to northbound US 12. Grading is evident on the west side of the interchange. The unbuilt expressway was to be part of a Madison to Chicago route that was limited by Illinois' participation. (42°41′54″N88°32′28″W / 42.698349°N 88.541243°W / 42.698349; -88.541243)
The southern terminus of the Interstate-quality US 12 ends just east of the city. Southbound lanes exit onto a ramp with an interchange with WIS 120. Northbound lanes merge onto a stub just before a Welcome to Wisconsin rest area. US 12 was to be a part of a fully controlled access freeway from Madison to Chicago, with a connection to the Illinois Tollway System at the state line. There is grading south of the interchange as well. (42°29′53″N88°18′56″W / 42.498159°N 88.315423°W / 42.498159; -88.315423)
North of the city, at the Lincoln–Oneida county line, US 51 loses its freeway status and continues north as a two-lane highway. (45°33′39″N89°40′18″W / 45.560789°N 89.671619°W / 45.560789; -89.671619) After a lane drop approaching the end of the freeway, the northbound travel lane is shunted through the median while a northbound pavement stub exists before dying in the grass, indicating a possible extension north, however there are no plans to do so in the near future.