It would take another eight years for the highway to reach Hartford, and another twenty to reach Massachusetts, where I quickly dovetails into I the Massachusetts Turnpike. Paradoxically, while I successfully relieved local roads of daily traffic, it ushered in further suburban growth that led to widespread traffic jams on the interstate itself — a problem that civil engineers are still trying to mitigate to this day.
Skip to content. Additional access to and from I was to be provided by the completion of I and I, two highways that were never completed.
In , I was completed through Waterbury. This section included the construction of the complex, double-decked interchange with the CT 8 Expressway. With the opening of the "Yankee Expressway" between Southington and Hartford on December 14, , the route of the original I through Connecticut was now complete. Original design capacities ranged from 30, vehicles per day AADT in rural areas to 90, vehicles per day through downtown Hartford. These photos show I under construction at the I interchange in Hartford left photo and at the CT 2 "mixmaster" interchange in East Hartford top photo.
Both photos are shown looking west. Leading into downtown Hartford, the Bulkeley Bridge built in was widened in in preparation for I construction. Photos by Connecticut Highway Department. Two discontinuous sections of the new I in Manchester and Willimantic were opened to traffic by However, by the end of the s, concerns about the route in the vicinity of Nathan Hale State Forest in Connecticut, and the Scituate Reservoir in Rhode Island, threatened the further progress of I The remaining Connecticut sections of I east of Bolton were conditionally approved, subject to the approval of the Rhode Island route.
The interchange with the existing I, which was not yet built, was unconditionally approved. The RIDOT abandoned further study of an I route to Providence after finding that there was no suitable alternative to the previously recommended route in the area of the Scituate Reservoir.
These miles were traded in for the north-south CT 52, which subsequently became I On December 12, , the following route changes became official: The Connecticut section of I between East Hartford and the Connecticut-Massachusetts border returned to its original I designation.
The move took place several months after the adjacent I section in Massachusetts reverted back to I Of the two sections constructed as part of the Providence re-routing, the East Hartford-to-Bolton section became part of I, and the isolated Willimantic section was re-designated US 6. Mike Moroney, contributor to misc. Somewhere in Connecticut east of Hartford they got lost and wound up asking a state trooper for directions.
It turned out they were using an old map, and were looking for the I exit off of I so they could get to Massachusetts! In , the Oregon Department of Transportation tried to obtain approval for this proposed routing. District Court. The lawsuit demanded additional corridor studies and a full Environmental Impact Statement for this project.
The last two sections of U. Additionally a Super-Two portion of freeway ran south from U. The two sections were linked by late Interstate 80N was completed east from U. Photo by Michael Summa, As a result of this controversy coupled with the nationwide energy crisis at that time, the Portland City Council voted to withdraw its approval of the Mount Hood Freeway on July 25, By July , the freeway was withdrawn by the department of transportation, and the Interstate funds were reallocated to other projects.
Within Idaho, the final section of Interstate 84 built was the stretch through Caldwell. The route formerly took traffic through the middle of the city through what was regarded as an infamous traffic light. With construction of I in the final stages through Caldwell in August , the signal was removed from the corridor. Final paving of the main lanes for the last two mile stretch in Idaho commenced in September, with overall completion of the project in July The Utah stretch of Interstate 84 across Blue Creek Summit was the last to be built along the entire freeway.
The 9. East at. The final reassurance marker for Interstate 84 east appears beyond the Henefer town limits. Interstate 80 enters Echo Junction from Evanston, Wyoming, 33 miles to the east.
It also destroyed the economic vitality of the community, and downtown growth was inhibited for decades. To this day, the imposing viaduct prevents pedestrians from utilizing the space underneath, as most of the area is dedicated to surface parking. In , the viaduct reached the endpoint of its year lifespan and the City of Hartford was faced with the question: How do we address this piece of infrastructure which sustains roughly , vehicles per day, the state's most heavily trafficked?
But stakeholders voiced their opposition, loudly, urging ConnDOT to change course. After securing federal funding, the City of Hartford hired Goody-Clancy to perform an alternatives study of the viaduct.
The I Viaduct Study , published in , noted that while the viaduct is in need of immediate repairs, the roadway would need to be fully reconstructed or replaced within years. Active citizens from Asylum Hill and other affected neighborhoods, with the support from then-Mayor Eddie Perez and the Connecticut Department of Transportation, joined together to form the Hub of Hartford Committee to represent and reinforce the removal of the Aetna Viaduct.
The real turning point in the campaign came from the study itself.
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