Skip to main content

Abandoned Interstate 85 Connector Ramps - Gastonia, NC

When Interstate 85 was extended westwards into Gaston County from Charlotte in 1962, it would come to a temporary end between New Hope and Cox Roads.  Traffic at that time  was funneled onto a connector highway that moved traffic onto Franklin Blvd. (US 29/74)  When I-85 was completed through Gaston County in 1965, the connector ramps remained open to traffic.  Nearby interchanges with Cox Road to the east and New Hope Road to the west were half diamond interchanges.  (See map below)

 
1991 USGS Map Orientation:  Interstate 85 is the top thick red line running from the top left corner to the right. 
Franklin Blvd. (US 29/74) runs left to right in the center of the image. 
The NC 279 New Hope Road exit is to the left of the connector and the Cox Road interchange is to the right.

 
In the early 1990s, NCDOT widened I-85 through Gastonia to six lanes.  As part of this massive overhaul to the highway, the New Hope (Exit 20) and Cox Road (Exit 21) interchanges were reconstructed into full diamonds.  The Gastonia Connector Interchange was eliminated.  The former connector -- now Aberdeen Blvd. -- serves as an access road from Franklin Blvd. to Eastridge Mall and Cox Road.  With the exception of the ramps on and off I-85, you can still travel the connector today.  Motorists can still see remnants of the ramps right-of-way from Interstate 85 and the former connector.

All photos taken by Chris Curley - November 2005

















Comments

Popular posts from this blog

Paper Highways: The Unbuilt New Orleans Bypass (Proposed I-410)

  There are many examples around the United States of proposed freeway corridors in urban areas that never saw the light of day for one reason or another. They all fall somewhere in between the little-known and the infamous and from the mundane to the spectacular. One of the more obscure and interesting examples of such a project is the short-lived idea to construct a southern beltway for the New Orleans metropolitan area in the 1960s and 70s. Greater New Orleans and its surrounding area grew rapidly in the years after World War II, as suburban sprawl encroached on the historically rural downriver parishes around the city. In response to the development of the region’s Westbank and the emergence of communities in St. Charles and St. John the Baptist Parishes as viable suburban communities during this period, regional planners began to consider concepts for new infrastructure projects to serve this growing population.  The idea for a circular freeway around the southern perimeter of t

Hernando de Soto Bridge (Memphis, TN)

The newest of the bridges that span the lower Mississippi River at Memphis, the Hernando de Soto Bridge was completed in 1973 and carries Interstate 40 between downtown Memphis and West Memphis, AR. The bridge’s signature M-shaped superstructure makes it an instantly recognizable landmark in the city and one of the most visually unique bridges on the Mississippi River. As early as 1953, Memphis city planners recommended the construction of a second highway bridge across the Mississippi River to connect the city with West Memphis, AR. The Memphis & Arkansas Bridge had been completed only four years earlier a couple miles downriver from downtown, however it was expected that long-term growth in the metro area would warrant the construction of an additional bridge, the fourth crossing of the Mississippi River to be built at Memphis, in the not-too-distant future. Unlike the previous three Mississippi River bridges to be built the city, the location chosen for this bridge was about two

Memphis & Arkansas Bridge (Memphis, TN)

  Like the expansion of the railroads the previous century, the modernization of the country’s highway infrastructure in the early and mid 20th Century required the construction of new landmark bridges along the lower Mississippi River (and nation-wide for that matter) that would facilitate the expected growth in overall traffic demand in ensuing decades. While this new movement had been anticipated to some extent in the Memphis area with the design of the Harahan Bridge, neither it nor its neighbor the older Frisco Bridge were capable of accommodating the sharp rise in the popularity and demand of the automobile as a mode of cross-river transportation during the Great Depression. As was the case 30 years prior, the solution in the 1940s was to construct a new bridge in the same general location as its predecessors, only this time the bridge would be the first built exclusively for vehicle traffic. This bridge, the Memphis & Arkansas Bridge, was completed in 1949 and was the third