List of unused highways in the United States

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Highway names
Interstates Interstate nn (I-nn)
US Highways U.S. Highway nn or U.S. Route nn (US nn)
State Varies by state
County: County Road nn, County Route nn (CR nn)

An unused highway may reference a highway or highway ramp that was partially or fully constructed but was unused.[1] An unused ramp can be referred to as a stub ramp,[2] stub street,[3][4][5] stub-out,[3] or simply stub.[6][7]


Phenix City


There are mainline stubs and wide median on the Johansen Expressway between Exit 3B and Exit 4.[14]


Arizona State Route 153 (SR 153) is the former designation for what is now South 44th Street on the southeast part of town.[15] It traveled 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 travel south and west from University Drive to the 40th Street corridor and interchange with Interstate 10 (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″N 111°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,[16] with the southbound bridge shut off.


Fort Smith
There is a divided freeway with stub ends on both the northern (35°19′18″N 94°17′35″W / 35.321767°N 94.292994°W / 35.321767; -94.292994) and southern termini (35°15′22″N 94°21′18″W / 35.256185°N 94.354971°W / 35.256185; -94.354971) on the east side of the city. It begins at U.S. Route 71 and ends at Arkansas Highway 255 and 22. This stretch of pavement is to be signed Interstate 49.
At the northern terminus of Arkansas Highway 440 at US 67/US 167, there are stub ramps northward and a collector/distributor stub on U.S. 67/167. A lack of funds has prevented Arkansas 440 (eventually signed as an extended Interstate 440) from continuing but there is a proposal to install toll booths where the proposed North Belt Loop intersects US 67/US 167 and where it intersects Arkansas Highway 107 (Highway 107).[17][18] (34°50′22″N 92°09′10″W / 34.839503°N 92.152655°W / 34.839503; -92.152655)
Interstate 530 will be extended south from Pine Bluff to meet Interstate 69 near Monticello. Arkansas has partially completed two sections of this extension; the first is an 18 mile section from Pine Bluff to Arkansas Highway 11 and the other is a 4.5 mile segment from Arkansas Highway 35 to U.S. Route 278. Both segments are only two lanes instead of the planned four, though right of way is visible. Both segments also have at-grade intersections. Each of the three unfinished ends have grading for ramps and the 18 mile section also has grading for an intersection with Arkansas Highway 114 (33°39′55″N 91°53′13″W / 33.665218°N 91.886849°W / 33.665218; -91.886849, 33°51′17″N 91°52′48″W / 33.854705°N 91.879902°W / 33.854705; -91.879902)




An on-ramp stub exists on DE 1 north, located at the highway's interchange with Bay Road at Dover Air Force Base (39°08′22″N 75°29′53″W / 39.139556°N 75.498101°W / 39.139556; -75.498101)
DE 1 near the Dover Air Force Base has an extra-wide, paved center shoulder, suggesting plans for a third lane in each direction through the corridor.(39°06′48″N 75°27′59″W / 39.11343°N 75.466467°W / 39.11343; -75.466467)
An abandoned stretch of Old Lebanon Road lies embedded within the marshes of St. Jones River. The section of road begins at a sharp corner on Sorghum Mill Road, south of Lebanon Road (DE 10), and heads northeast over the river, utilizing a footbridge. The abandoned road then turns east and continues along a maintained section of Old Lebanon Road, which continues to DE 1. (39°06′49″N 75°29′39″W / 39.113696°N 75.494081°W / 39.113696; -75.494081)
At the interchange of the Delaware Route 141 (DE 141) freeway with DE 2 near the city, a stub remains that suggested DE 141 would have been a high-speed western bypass around the city. As of 2006, the Delaware Department of Transportation was in the process of totally rebuilding a 2-mile (3.2 km) section of DE 141 to transform this low-speed (35 mph (56 km/h)) four-lane road into a physically divided road with a 45 mph (72 km/h) speed limit (the lower limit due to the location of residences in the area), starting in 2007.[19] (39°44′21″N 75°37′08″W / 39.739159°N 75.618773°W / 39.739159; -75.618773)

District of Columbia[edit]



At the eastern terminus of State Route 166 (SR 166), the highway ends immediately after its interchange with I-75/I-85 (Downtown Connector), with a stub in the mainline to a Georgia Department of Transportation (GDOT) maintenance yard. A half diamond interchange links the freeway to Lakewood Avenue. The eastward extension of this freeway was killed in the Atlanta freeway revolts of the 1970s. It would have continued to the east and terminated at I-20. This freeway, along with the existing Langford Parkway, was proposed to be a part of the unbuilt I-420.[23][24]
North of downtown Atlanta, at the I-75 and I-85 interchange, there is an unused section of HOV lanes in the median that stretch from the 10th street overpass to where the present I-85 HOV lanes exit to I-75. Road markings and lines are still visible. (33°47′21″N 84°23′28″W / 33.7890300°N 84.3912136°W / 33.7890300; -84.3912136)
The stub of an as-yet unbuilt flyover ramp from I-75 northbound to I-285 westbound on the northwest side in Cobb County.[25] According to GDOT, the ramp may eventually be used as part of a revamp of the interchange[citation needed].
Cherokee County
The freeway portion of SR 372, where it intersects SR 5 Business, ends in stub ramps on the mainline. A half diamond interchange links the freeway to SR 5 Business. The freeway section consists of the western end of SR 372 and the freeway was constructed as a part of SR 400, which was at one time proposed to connect with SR 515[citation needed].[26]
I-185 has a northern terminus east of the city at I-85. However, short stubs exist on the mainline of I-185 on both the north and the south sides.[27][28] They are part of a proposal to extend the freeway north to Hogansville and possibly even further north to Rome via the U.S. Route 27 (US 27) corridor.[29]


  • There are stubs and grading in the median of Interstate 72 northwest of the city for a planned but never built connection with Interstate 39.[30] There is also grading north of this proposed interchange where crops are no longer planted.[31]
East St. Louis
Hanover Park
  • The western terminus of Illinois Route 390 has stub ramps at its intersection with U.S. Route 20.[34] There are feasibility studies underway to extend the highway from this stub interchange as an arterial road ending at the intersection of North Avenue and Lake Street.[35]
  • At the northern end of Illinois Route 6 (an extension of Interstate 474), there is an interchange in which all northbound traffic is diverted to Illinois Route 29 and the freeway begins for traffic going southbound. Currently, the main traffic lanes extend north past the intersection and a southbound-to-eastbound exit exists (but does not connect to the mainline yet.[36] All ramps leading to and from the traffic lanes north of the intersection are present, though the westbound-to-northbound ramp does not yet connect, either. There are plans to extend Illinois Route 6 north beyond Chillicothe to Interstate 180 as Illinois Route 29.[37][38]
  • East of Interstate 474 at the New Farmington Road/Maxwell Connector interchange, stubs exist on the mainline. The expressway west of the interstate is slated to eventually carry Illinois Route 336.[39] However, the only part finished is a short stretch connecting I-474 with Maxwell Road to the west. The freeway continues past the completed ramps to I-474, but is closed and just dies in the grass. The Illinois Department of Transportation does not presently have the road continuing east of I-474.[40]
  • The Wallenberg Expressway (originally known as the Woodruff Expressway) was designed in the 1970s to go northward at the interchage of Interstate 39 and U.S. Route 20 into downtown Rockford.[41] The highway would have been built northwest along Woodruff Avenue in Rockford but was axed due to community opposition.[42] As a result of the road being cancelled, a short stub exists where the mainline would be coming from the north.[43] North of the stub, grading exists for the road, as well as a cloverleaf ramp that was to go to northbound I-39 and eastbound U.S. 20 and a ramp to westbound U.S. 20. The only part of the road built is now a ramp from I-39 to westbound U.S. 20. The ramp has an extra wide shoulder, the result of combining the former mainline and the ramp, and grading for a cloverleaf ramp from eastbound U.S. 20 to the road that was to go north also exists.[44]


There are grading and stub ramps at the I-65 and I-70 interchange (North Split) downtown where I-69 or I-165 was supposed to have connected, but was cancelled in the 1970s due to community opposition.[45] (39°47′02″N 86°08′29″W / 39.783864°N 86.14132°W / 39.783864; -86.14132)


Lake Township
At the interchange of Interstate 35 (I-35) and US 18/Iowa State Highway 27 (Iowa 27, Avenue of the Saints) are many stubs and some grading indicating the freeway is to continue west from this point. The stubs suggest a collector-distributor setup and a full cloverleaf interchange, for which grading has been completed. (43°05′50″N 93°20′22″W / 43.097348°N 93.339329°W / 43.097348; -93.339329)


South Lawrence Trafficway (SLT), which was intended to route K-10 around the city rather than through it. The western section was completed in 1996. An overpass was constructed over U.S. Route 59 (US 59) to continue the route eastward, but all traffic must exit before reaching it.[citation needed] (38°55′11″N 95°15′37″W / 38.919804°N 95.26037°W / 38.919804; -95.26037) The eastern section of the SLT was completed in late 2016 and now carries the K-10 designation.
The Oakland Expressway was originally intended to extend further than US 24, but the highway was only completed up to US 24. The canceled extension left an unused cloverleaf ramp that was to travel from the eastbound US 24 to the Oakland Expressway extension. (39°5′37.60″N 95°36′26.39″W / 39.0937778°N 95.6073306°W / 39.0937778; -95.6073306)


Along I-471 near the Ohio River, a stub on-ramp would have connected Lexington Avenue and East Fourth Street to I-471, providing relief for the KY 8 interchange.[46] (39°05′49″N 84°29′12″W / 39.0969°N 84.486687°W / 39.0969; -84.486687)
The Cumberland Parkway ends at US 27.[47] 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.[48] The former alignment is now KY 80 and KY 6014 on maps.


The eastern terminus of Interstate 220 (I-220) contains several stub ramps and the grading for the remainder of the interchange. There is debate about connecting to today's Louisiana Highway 3132 (LA 3132) south of the city.[49] (32°32′32″N 93°37′55″W / 32.542336°N 93.631914°W / 32.542336; -93.631914)
Somewhat related to this, at the eastern terminus of LA 3132, there is a half-complete diamond interchange. Its current planned endpoint is LA 523 (East Flournoy Lucas Road). As mentioned above, there is debate about extending LA 3132 to I-220/I-20 east of the city.[49] (32°24′09″N 93°42′53″W / 32.402592°N 93.71467°W / 32.402592; -93.71467)
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,[50] 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.[51] This plan would route I-49 onto LA 3132 south of the city. There are talks to turn the stretch of I-49 from LA 3132 north to its northern terminus into I-149.[52] (32°29′47″N 93°45′34″W / 32.49646°N 93.75943°W / 32.49646; -93.75943)
New Orleans
LA 3139 (Earhart Expressway) in Jefferson Parish features several stub ramps, as it was never fully completed. The northern terminus was planned to be LA 49 (Williams Boulevard) but it only reaches LA 3154. Two mainline stubs exist at the LA 3154 exit, leaving LA 3139 to utilize the ramps instead. (29°58′07″N 90°11′50″W / 29.968682°N 90.197303°W / 29.968682; -90.197303) Two more stubs were to be part of a direct connection to Causeway Boulevard. That connection was never completed, leaving the stubs (29°58′16″N 90°09′36″W / 29.97108°N 90.160109°W / 29.97108; -90.160109) and an abandoned grassy right-of-way. (29°58′13″N 90°09′03″W / 29.970248°N 90.150746°W / 29.970248; -90.150746) Another stub, this one an off-ramp, exists on southbound side near the eastern end of the limited-access portion. (29°58′09″N 90°08′09″W / 29.969154°N 90.135934°W / 29.969154; -90.135934) It had a companion on-ramp stub on the northbound side,[53] but it has since been completed. An additional off-ramp stub on the southbound side (29°58′04″N 90°07′46″W / 29.967901°N 90.129443°W / 29.967901; -90.129443) was to have connected to the proposed I-310/Vieux Carre Riverfront Expressway south of the French Quarter had it continued as a freeway south into Orleans Parish.[54]
I-310 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[55] and the miles were transferred to I-49.[56] 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.[57] (29°53′57″N 90°23′58″W / 29.899182°N 90.399467°W / 29.899182; -90.399467)




Benton Harbor
The freeway carrying U.S. Highway 31 (US 31; the St. Joseph Valley Parkway) ends at a completed diamond interchange at exit 24, and the pavement continues north for about 12 mi (0.80 km) (42°05′22″N 86°22′27″W / 42.0895°N 86.3742°W / 42.0895; -86.3742). The plans to employ this stretch of unused pavement are still active.[58]
Just north of the Lenawee County border, M-52 encounters a cloverleaf interchange which was graded but never paved.[59](42°04′40″N 84°00′50″W / 42.0779°N 84.01375°W / 42.0779; -84.01375) This was intended as the US 112/M-52 interchange, but neither expressway was ever built.[60] The US 112 designation has since been decommissioned and replaced by US 12.[61]
M-8 (Davison Freeway) was planned in the 1970s to have an extended freeway section east and west. At the west end, it was to continue southwesterly to I-96 (Jeffries Freeway) but it is now a city street until it meets I-96. Evidence of the planned extension is seen at the interchange with M-10 where an alignment shift left large shoulders on the overpass over M-10 (42°23′53″N 83°06′36″W / 42.398136°N 83.109936°W / 42.398136; -83.109936) and at a large, overpowered interchange with I-96 (42°23′10″N 83°08′45″W / 42.386016°N 83.145862°W / 42.386016; -83.145862). The eastern terminus of M-8 is just east of the end of its freeway section. It was to continue to a southern planned-but-never-extended M-53 along Mound Road. One can see evidence of the extension in the abrupt end of the limited-access freeway as it transitions into a surface street and the mainline stubs in the middle. (42°24′51″N 83°03′58″W / 42.4143°N 83.066°W / 42.4143; -83.066)
Located at the northern end of the US 31 freeway east of Ludington, at the western end of the concurrency with US 10, there is a pavement stub on the southbound lanes of the freeway. This suggests that the freeway were to be extended northward towards Manistee and Traverse City. Other configurations and gradings around the interchange also suggest the extension. (43°57′08″N 86°23′06″W / 43.9523°N 86.3851°W / 43.9523; -86.3851)
Monroe County
On US 23, a stub exit exists within the median to connect a projected freeway once designated as part of a proposed I-73 to supplant U.S. Highway 223. Due to lack of funding, support in neighboring Ohio[62], and local opposition[63], I-73 in Michigan will not be built as of now. (41°47′07″N 83°41′47″W / 41.785406°N 83.696520°W / 41.785406; -83.696520)
The short freeway carrying US 23 between I-75 and M-13 contains a stub at its east end which would lead from a bridge carrying US 23 westbound traffic over the roadway currently carrying US 23 to the north and M-13 to the south. The extension of this extension would be a freeway connecting to near Tawas City, but its construction is highly contested. (43°57′02″N 83°58′17″W / 43.95067°N 83.97135°W / 43.95067; -83.97135)


Interstate 335 (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″N 93°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″N 93°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.[64][65]
At the west end of the proposed I-335[64] there is pavement to support a wider ramp on the exit from eastbound I-94 to North 3rd Street. It was to be the ramp to eastbound I-335.[66] (44°59′28″N 93°17′03″W / 44.991239°N 93.284183°W / 44.991239; -93.284183)
North St. Paul
In the late 1950s, what is now Minnesota State Highway 5 (MN 5) was proposed to follow a more direct, part-freeway/part-arterial routing between downtown St. Paul and the existing four-lane segment along MN 5 east of MN 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.[67] What was to be the eastbound off-ramp loop is now used as an access road to a Minnesota Department of Transportation staging area (44°59′51″N 92°59′08″W / 44.997468°N 92.985567°W / 44.997468; -92.985567)
I-94 exit 195 for County Road 75 (CR 75), westbound only and the corresponding eastbound on-ramp were closed and replaced in 2006 by exit 194 (CR 18 and CR 39),[68] with ramps from the former exit 195 barricaded but still intact. (45°17′11″N 93°45′40″W / 45.286391°N 93.76123°W / 45.286391; -93.76123)


Stub roadways exist at the intersection of Mississippi Highway 475 (MS 475) and Old Brandon Road near Jackson–Evers International Airport.[69] The interchange may one day be completed if MS 475 is realigned in the area.[citation needed]


Route 465 has plans to continue south from its current southern terminus at Route 76. Paved stubs continue south from the interchange and ramps to and from the south are partially paved and graded. (36°40′19″N 93°19′06″W / 36.671861°N 93.318222°W / 36.671861; -93.318222) The road is planned to connect back to US 65 south of Hollister.
Missouri Route 21 (Route 21) is a freeway for a portion of its length. The southern freeway portion ends in stubs at Missouri supplemental route B. (38°13′31″N 90°34′36″W / 38.225269°N 90.576782°W / 38.225269; -90.576782) There are plans to extend the freeway portion south of DeSoto.[70]
There are stubs and grading of a missing freeway portion of Route 13 at U.S. Route 24 (US 24) to the continuation of Route 13 to the south.[71]
A ramp stub and flyover grading in US 71 and the south end of I-49 exist for the future Bella Vista Bypass.[72]
St. Louis
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.[73] 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.[74] 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″N 90°12′42″W / 38.627834°N 90.211744°W / 38.627834; -90.211744). A sufficiently large right of way is present there as well.


At the intersection of Interstate 480 (I-480) and U.S. Highway 75 (US-75) downtown, there were several bridges and ramps that would have connected to the West Expressway, but the West Expressway project was canceled. The interchange construction was finished in 2014 and unnecessary bridges and ramps were removed.
The bridge over Glenn Cunningham Lake on Nebraska Highway 36 (N-36) can accommodate a divided highway, but as of 2013, only the southern half of the bridge is used. (41°21′52″N 96°03′28″W / 41.364538°N 96.057887°W / 41.364538; -96.057887)
Dawes County
An undivided portion of US-385 in western Nebraska has a parallel path for approximately 4 mi (6.4 km), which is graded, with some bridges constructed, but otherwise unpaved. It appears to be an old alignment. (42°33′23″N 102°58′11″W / 42.556423°N 102.969725°W / 42.556423; -102.969725)


North Las Vegas
The Las Vegas Beltway is a three-quarter beltway around the city. It is currently a freeway on the southern half and an expressway for most of the northern half. Construction is ongoing to upgrade the northern half to Interstate Highway standards to eventually extend the I-215 designation onto the Beltway. While some of the Beltway interchanges in the northern half are in interim form, some of the future exits have mainline stubs as traffic is shifted onto the future on- and off-ramps. Three examples are Losee Road (36°17′22″N 115°07′01″W / 36.289454°N 115.116926°W / 36.289454; -115.116926), North Pecos Road (36°17′23″N 115°05′54″W / 36.289627°N 115.098429°W / 36.289627; -115.098429), and North Lamb Boulevard. (36°17′24″N 115°04′48″W / 36.289912°N 115.079911°W / 36.289912; -115.079911)

New Jersey[edit]

New York[edit]

North Carolina[edit]



South of city are the remnants of a service plaza to serve the Muskogee Turnpike that was never built. (35°40′44″N 95°18′25″W / 35.67879°N 95.306954°W / 35.67879; -95.306954)



Puerto Rico[edit]

Duero Avenue, where it was supposed to connect to the PR-167, ends abruptly.[75]
Coming from Naranjito, Puerto Rico Highway 5 ends abruptly in a pair of mainlines stubs.[76] The interchange is even built with the overpass[77] and its had a ramp stub,[78] and grading for an unbuilt loop ramp,[79] both stubs going to the north respectively.
A former exit ramp can be see from PR-22.(18°25′21″N 66°09′15″W / 18.422575°N 66.154133°W / 18.422575; -66.154133)[80]
Degetau Avenue was supposed to cross over the Cañaboncito River, ending in Los Prados Boulevard, but the bridge was never built, leaving mainline stub on both sides of the river.[81]
On PR-66 or Route 66, there is an unused unpaved diamond interchange (exit 8) with PR-8857, whose ramps are overgrown with vegetation.[82]
On PR-10, between the PR-52 exits and the PR-14 exit, there is an unused interchange, complete with overpass, whose ramps are overgrown with vegetation.[83]
PR-385 is discontinous because there where somes problems related to its construction, leaving a closed unused portion of the highway.[84]
Toa Baja
PR-22 was ended on PR-866/PR-855 intersection before the Arecibo extension, after this extension, the former PR-22 was modified, leaving a graded ramp and small pavement stub on PR-22 eastbound on-ramp.[85]
San Juan
West of the old Río Piedras State Penitentiary, the Americas Expressway (signed as PR-18) has a ramp stub 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,[86][87] and south of the interchange, there is an unused overpass bridge.[88]
Utuado - Adjuntas
Puerto Rico Highway 10 is unbuilt between both municipalities, leaving 2 maining stubs on each sides, ones in Utuado,[89] and the another one is on Adjuntas,[90] along with an unused bridge
South from Villalba, PR-5561 end abruptly on a mountain, leaving a mainline stub with an unused bridge.[91]

Rhode Island[edit]

North Kingstown
The Rhode Island Route 138 expressway extends westward from its intersection with U.S. Route 1 (US 1). This was built for the second Interstate 895 (I-895) that was planned to bypass Providence. This second alignment was submitted for cancellation in December 1979,[92] which was approved in 1982.[93] (41°31′48″N 71°27′58″W / 41.530058°N 71.466086°W / 41.530058; -71.466086)
Just east of the Claiborne Pell Newport Bridge is a partially unused section of highway with stubs at both ends. The northern stub is part of the never built second alignment of I-895, while the southern stub would have been part of the southbound Route 238 connector into Newport.[92] (41°30′14″N 71°18′55″W / 41.503949°N 71.31526°W / 41.503949; -71.31526)
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 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).[94][95] (41°49′15″N 71°30′46″W / 41.820775°N 71.512649°W / 41.820775; -71.512649)
East Providence
There are pavement stubs at either end of the Henderson Bridge and even grading past the eastern end of the highway. The US 44 Expressway[96] was intended to cross the bridge but Massachusetts never purchased the land on which to build the expressway.[97] (41°49′44″N 71°22′50″W / 41.828818°N 71.38062°W / 41.828818; -71.38062)

South Carolina[edit]

At the western terminus of I-526 (Mark Clark Expressway) (32°47′28″N 80°01′55″W / 32.791063°N 80.032056°W / 32.791063; -80.032056) and the western terminus of SC 30 (James Island Connector Expressway) (32°45′04″N 79°58′09″W / 32.751099°N 79.969109°W / 32.751099; -79.969109), 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 277 (I. DeQuincey Newman Freeway) was originally planned to continue through downtown to I-126.[98][99][100] Following its completion as far as SC 16 (Sunset Drive), construction was put on hold due to neighborhood opposition along its proposed routing. The extension was eventually cancelled in the 1980s, and the Bull Street spur was completed in the 1990s, which was supposed to be just an exit. The part of the right-of-way already acquired by South Carolina Department of Transportation was returned to the city in 2001. (34°01′39″N 81°02′16″W / 34.027517°N 81.037881°W / 34.027517; -81.037881)
Myrtle Beach
The southern terminus of SC 31 (Carolina Bays Parkway), 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. (33°42′02″N 79°00′53″W / 33.700529°N 79.014837°W / 33.700529; -79.014837) 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 could eventually become part of I-74.


At the southern end of Tennessee State Route 71 (SR-71; James White Parkway). The parkway was planned[101] to extend to connect to U.S. Route 441 (US-441; Chapman Highway) somewhere in the vicinity of Gov. John Sevier Highway. In late August 2013, the project was officially cancelled.[102] 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″N 83°53′44″W / 35.944512°N 83.895571°W / 35.944512; -83.895571)
Three pavement stubs exist as a result of a cancelled freeway on the north side of the city. One stub exists just after the Hernando de Soto Bridge off the elevated ramp from eastbound I-40 to Riverside Drive/Front Street. The ramp may not be visible to drivers, as jersey barriers block it off; however, the unfinished ramp is visible from ground level. (35°09′10″N 90°03′14″W / 35.152681°N 90.053928°W / 35.152681; -90.053928) On the Jackson Avenue to westbound I-40 on-ramp is another ramp stub. (35°09′15″N 90°03′10″W / 35.154126°N 90.052845°W / 35.154126; -90.052845) This, along with the above ramp stub, was to connect to a proposed freeway that ran north from this interchange along Mud Island to the SR-300 and US-51 (Thomas Street) interchange, where there is also ramp stub.[103] (35°11′57″N 90°01′57″W / 35.199079°N 90.032562°W / 35.199079; -90.032562) This is also the site where future I-69 will enter Memphis.[104]
A stub ramp exists at the I-40/I-240 interchange in East Memphis.[105] 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.[106]
There are mainline stubs at both ends of Interstate 840.[107] The high costs of going through hilly land and the recession have put the plan for a northern loop on hold,[108] but it might be, in the future, designated "I-840." An entire loop would be about 178 mi (286 km) long.
Shelby Forest
SR-388 ends abruptly in a stub at Locke-Cuba Road. (35°19′57″N 90°00′56″W / 35.332414°N 90.01544°W / 35.332414; -90.01544)
SR-162 (Pellissippi Parkway) ends at SR-33 (Old Knoxville Highway). It is planned to extend further south to US-321 (Lamar Alexander Parkway).[109] (35°48′24″N 83°56′26″W / 35.806633°N 83.940559°W / 35.806633; -83.940559)



At the west end of Interstate 189 (I-189) at U.S. Route 7 (US 7), there are some ramp stubs and about a 0.5-mile-long (0.80 km) unused highway west of that interchange. There are plans for this to be part of a boulevard into downtown Burlington.[110](44°26′52″N 73°12′30″W / 44.447905°N 73.208427°W / 44.447905; -73.208427)
There is a very unusual incomplete fused double trumpet interchange for the US 7 and Vermont Route 279 (VT 279) interchange. VT 279 was extended, east and west to VT 9, there were ramp stubs and grading,[111] to suggest its planned configuration. The construction configuration, however, was slightly different, which left a pavement stub within the interchange. (42°54′14″N 73°12′06″W / 42.903791°N 73.201647°W / 42.903791; -73.201647)
Essex Junction
On both the north and south ends of VT 289, there are stubs that indicate an extension of the highway. Original plans had it intersect with I-89 near Williston to the south, and with I-89 near Colchester to the north, to complete an auxiliary highway.[112] VT 289 also appears to have an unfinished jughandle that is partially paved and graded and leads to what appears to be a soccer field. (44°29′35″N 73°03′53″W / 44.492947°N 73.06464°W / 44.492947; -73.06464)
Fair Haven
On US 4 at the New York state line, there is grading for a trumpet interchange with VT 4A. Because US 4 is a two-lane road in New York, the freeway in Vermont ends there, and VT 4A has an ordinary intersection with US 4. (43°35′24″N 73°17′17″W / 43.589973°N 73.2881°W / 43.589973; -73.2881)



West Virginia[edit]


Genoa City
  • 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.[113] There is grading south of the interchange as well. (42°29′53″N 88°18′56″W / 42.498159°N 88.315423°W / 42.498159; -88.315423)
  • The proposed Stadium Freeway was to have a southern terminus at I-43/I-894 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-43/I-894 eastbound going north. It was a complete interchange, but one ramp was demolished[114] (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 and 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″N 87°57′48″W / 42.962382°N 87.963227°W / 42.962382; -87.963227)
  • U.S. Route 41 (US 41; Stadium Freeway in this section) was not completed to its planned northern terminus either. It ends at Lisbon Road with a wide median and pavement stubs. (43°03′31″N 87°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 1 mile (1.6 km) 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.[114]
  • Because a part of the Lake Freeway was canceled after it was planned,[115] extra pavement that was built in anticipation of the northerly continuation, named the "Downtown Loop Closure," sits unused. In one form, it is a ramp stub that was to carry the northbound lanes, and in another, it is a wide bridge that carries less traffic (than originally intended) from Lincoln Memorial Drive to southbound I-794.[114] (43°02′05″N 87°54′00″W / 43.034819°N 87.899884°W / 43.034819; -87.899884)

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External links[edit]

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