Peak Traffic:
Planning NAFTA Superhighways
at the End of the Age of Oil

Road Scholar Dictionary

Freeway fights:
state by state list
West Eugene Parkway (OR)
Inter County Connector (MD)

Columbia River Crossing

NAFTA Superhighways
Trans Texas Corridors
I-5 (Wash, Oregon, Calif.)

Corridors of the Future

other new superhighways

Troubled Bridges Over Water: time for transportation triage

toll roads
Lexus Lanes (High Occupancy Toll)

Federal Highway Laws
Bush, Clinton, Bush highway bills
environmental groups

Presidents Johnson & Nixon
FHWA Environmental Guidebook
Understanding NEPA
Purpose and Need
Environmental Impact Statements
Avoidance and Mitigation
Logical Termini
FHWA regulations: Title 23
20 year requirement
Section 4(f) protects parks
Land & Water Conservation Fund
Clean Water
Clean Air
Endangered Species
Environmental Justice

National Forest Roads

LUTRAQ (Portland, OR)
the limits of smart growth
transit, urban density and Peak Oil

relocalization everywhere
car sharing
mass transit
inter-city trains


Peak Oil &
Climate Change
Oil Depletion Protocol

Habitat fragmentation
compromise is unnecessary

electronic tollroads
Radio Frequency ID (RFID)
geoslavery: GPS tracking

The J. Edgar Hoover highway:
civil liberties and
transportation surveillance

related websites:

freeway fights (a state-by-state database)

This page is an evolving database of freeway fights across North America. While it is an incomplete list, it appears to be the most comprehensive compilation available on the internet. It is interesting that the national environmental groups such as Sierra Club and Natural Resources Defense Council (NRDC) do not keep track of all of these efforts, nor do they maintain guidebooks to help citizen groups fight freeways (beyond the obvious suggestions of promoting public transit instead of more roads).


articles on freeway fights
Road to Ruin report (1999 publication highlighting key road fights - published by Taxpayers for Common Sense and Friends of the Earth)
Friends of the Earth website for Road to Ruin

full report at

Stop the Road- Freeway Revolts in American Cities -- Mohl 30 (5)- 674 -- Journal of Urban History
Freeway and expressway revolts - World CarFree Network (links to international efforts to promote transit, bicycles and stop highway expansion)

from Wayne Madsen Report

New Transportation Secretary Mary Peters to ensure Bush crime family super-highway projects proceed unimpeded.

Sept. 8/9/10, 2006 -- George W. Bush's pick for Transportation Secretary represents a major conflict-of-interest designed to spur the construction of the Trans-Texas Corridor -- a project in which Bush and his cronies are heavily invested. Last week, Bush nominated Mary Peters to replace Norman Mineta as Secretary of Transportation. Unlike Mineta, a former congressman who then became a Vice President fo the aerospace defense giant Lockheed Martin, Peters comes out of the surface transportation industry. She is a vice president for the engineering firm HDR and co-vice chairman of the National Surface Transportation Policy and Revenue Study Commission. From 2001 to 2005, Peters was the head of the Federal Highway Administration. Peters is also a former head of the Arizona Department of Transportation. Peters worked in the administration of disgraced GOP Governor Fife Symington, who was convicted of bank fraud and resigned from office. (Symington was later pardoned by his college friend, President Bill Clinton).

Peters' commitment to major "infrastructure development" of the nation's highways centers on the development of the North American SuperCorridor (NASCO) highway, of which the Tran-Texas Corridor will be a major component. Already, Bush crime syndicate cronies, including interests tied to Texas Governor Rick Perry, are purchasing property along the proposed Texas highway route at cut-rate prices, using "eminent domain" statutes to pay less than what private and commercial property is worth. The money for the massive land grab is coming from Saudi and Chinese sources, according to knowledgeable sources in Texas. The NASCO highway will cross 11 states: Texas, Oklahoma, Kansas, Missouri, Iowa, South Dakota, North Dakota, Minnesota, Michigan, Indiana and Illinois. It will also connect proposed Mexican super ports in Manzanillo, Mazatlan, and Lazaro Cardenas to various United States trucking and distribution super-hubs in San Antonio, Dallas, Kansas City, as well as one in Winnipeg in Canada. The Mexican ports will be receiving points for manufactured products from China. The theft of the Mexican presidency by conservative Felipe Calderon at the expense of populist leader Andres Manuel Lopez Obrador was engineered to protect the sizeable investments the Bush crime cartel, including The Carlyle Group, and their Saudi and Chinese financiers have already sunk into the project.

Eventually, NASCO will be expanded as far south as Argentina by linking North America to Central America (Mexico-Central American Corridor and an improved Pan American Highway). The expensive tolls charged throughout the 10-lane super-highway system will be used to line the pockets of the Bush family well into the middle of the 21st century. Peters, as a highway and trucking industry shill, has been entrusted by the Bush crime cartel to ensure that the plans for NASCO and the Pan American Super Corridor proceed unimpeded. It is estimated that as many as 1 million Texans alone, many in rural and poor urban areas, could be displaced by the Trans-Texas Corridor.


Freeway Fights - current (an incomplete list)



Hayward (East Bay), California - Hayward Bypass

Hopland, California - Hopland Bypass

Willits, California - Willits Bypass

Pasadenia, California (Los Angeles basin) I-710



US 6 (canceled I-84 - to Providence, RI)



Georgia / North Carolina / Tennessee - I-3

However, a glance at the map of the proposed route shows that I-3 would go right by the massive Savannah river Site (SRS) nuclear complex in South Carolina across from Augusta, Georgia and would terminate, not in Knoxville itself, but at the recently completed I-140 spur running from Maryville-Alcoa to the nuclear facilities at Oak Ridge, Tennessee.
While rarely mentioned by I-3 proponents, it is likely that this nuclear connection is a key reason why this interstate project is being proposed. The nuclear weapons complex, composed of widely dispersed sites throughout the West and the Southeast, has for years depended on transporting dangerous radioactive materials, including plutonium and tritium, on our highways. The new nuclear weapons complex being planned will have production facilities concentrated at Oak Ridge, TN, Watts Bar, TN, Savannah River Site, SC, and the Pantex facility in Amarillo, Texas.
Currently there is a large amount of nuclear material shipped between Oak Ridge and the Savannah River Site (see And the nuclear power industry, having no solution to the problem of providing safe long-term storage for reactor wastes, seems to just want to move them around.
Problems with the dump which has been proposed for Yucca Mountain, Nevada, mean that the Savannah River Site may also soon be on the receiving end of large amounts of radioactive waste. The guidelines for routing I-3 as proposed by Rep. Charlie Norwood call for the new interstate to run as "a direct, Savannah to Knoxville Interstate. That's not Statesboro to Anderson, or Savannah to Gainesville - but Savannah, Augusta, and Knoxville tied together in as straight a line as practical." That is to the west side of Knoxville (i.e. Oak Ridge). Isn't it obvious that Interstate 3 would be a very busy radioactive highway?




US 95 bypass



I-355 extension from I-88 to I-80 (lawsuit overturned EIS in1997, new EIS prepared and then approved in 2002, construction is underway in 2006)

Prairie Parkway - a 35-mile expressway connecting I-88 and I-80
Citizens Against the Sprawlway - City of Yorkville wants the highway - official website
Rep. Hastert finds rural home, away from traffic and sprawl,1,3857840.story?coll=chi-news-hed
Speaker Hastert defends profits from land deals
Associated Press Writer
Published June 15, 2006, 4:28 PM CDT
WASHINGTON -- House Speaker Dennis Hastert denied Thursday that he pushed for federal funding for a proposed highway in northeastern Illinois so he and his wife could reap about $1.8 million from land deals near their home in Kendall County.
The Sunlight Foundation, a newly created group whose declared aim is to inform the public about what members of Congress do, has accused Hastert of not divulging connections between the $207 million earmark he won for the highway and an investment he and his wife made in nearby land. ...


Route 158 - Gateway Connector, an eastern Outer Beltway segment for St. Louis - Illinois Citizens for Smart Growth - 9 reasons Route 158 is not needed - Illinois DOT site with map of proposed route


Indiana's Experience with Tolling and Privatization

Indy Bypass Toll Road - the latest proposal without a need
Illiani Toll Road - will northern Indiana have any free roads left?
New Terrain I-69 - throwing a billion dollars out the window

[note: the Indy Bypass would be part of an Outer Beltway for Indianapolis, and the Illiani Toll Road would bypass Gary and other southwest suburbs of Chicago. It looks like it would connect to the future I-355 to complete an Outer Outer Beltway for Chicago.]

Indiana (and all the way to Texas and Mexico) I-69 - NAFTA Superhighway



South Lawrence Trafficway
freeway through rare wetlands, Native sites - part of mega Kanasa City sprawl

the SLT was defeated in court in the late 1990s, but it risen from the dead






Montgomery and Prince Georges Counties (Washington suburbs)

I-370 - Inter County Connector (part of a planned Washington, D.C. Outer Beltway)

Permatopia page on the ICC -
Montgomery Intercounty Connector Coalition
Eyes of Paint Branch (one of the watersheds threatened by the ICC)
Longmead United Against the ICC (neighborhood that would be bisected)

Charles County - Waldorf Bypass / Eastern Bypass
Officials May Back Alternative to Waldorf Bypass
By Todd Shields
Washington Post Staff Writer
Thursday, May 1, 1997; Page D02
Counties To Press State on Funding
Conference Held In Ocean City
By Jessica Valdez and Josh Partlow
Washington Post Staff Writers
Thursday, August 19, 2004; Page SM01

Lack of state funding and concern over the project's impact on wetlands have stalled the Waldorf bypass, the county's top road priority.


Sunrise Highway (Clackamas County, near Portland) - planned expressway between I-205 and US 26 through Damascus (consultant website)

Citizens for Sensible Transportation (a Portland regional group that helped stop the Western Bypass) no longer seems to have their website on line.

West Eugene Parkway - planned expressway on drawing boards since 1951 -
details at WETLANDS


South Carolina





Route 840
840 Alternatives is a citizens advisory group which seeks to educate Middle Tennesseans about the dangers of -- and positive alternatives to -- the proposed construction of State Route 840 North through Wilson, Sumner, Robertson, Cheatham, and Dickson Counties.
State spends a lot of money on scenic roads that travel through nowhere - November 8, 2001



Houston - Grand Parkway (fourth Beltway planned for Houston)

NAFTA Superhighway - I-69

NAFTA Superhighway - I-35 upgrade / Trans-Texas Corridor

The Trans Texas Corridor is a series of planned super highways without parallel (yes, they are bigger in Texas). It would include freeways for cars, truck only lanes, freight and passenger rail lines, and utilities - power lines, water pipes, oil and gas pipelines. It is a prototype of several other "corridors" around the country.
movie about the planned Trans Texas Corridor superhighways (in opposition)
blog for "Truth Be Tolled"
The Trans-Texas Corridors, eminent domain abuse, and the Texas Toll Road Rebellion (pro-TTC)




Vermont Circumferential Highway - Interstate 289 - Circ is risen from the dead

VFOS Sees Opportunity for Exploring Highway Alternatives
The Vermont Forum on Sprawl hailed the federal district court’s May 10th, 2004 decision to halt construction of the Circumferential Highway as an opportunity for Vermonters to explore alternatives to this massive highway project. Judge William Sessions cited the failure of the proponents to adequate assess the induced and cumulative growth impacts of the highway within their Environmental Impact Statement (1986) and subsequent Environmental Assessment (2003).

Excerpts from the May 10th Ruling of Judge Sessions

"…the 1986 FEIS included no discussion whatsoever of cumulative impacts. It contained a sketchy acknowledgment of indirect impacts with regard to agricultural lands with no analysis. These deficiencies cause the 1986 FEIS to fail to meet the standards for an adequate EIS for purposes of adoption by FHWA."
"Induced growth consists not only of growth that would not have occurred absent the project, but of relocated or redirected growth due to changes in accessability. The 1986 FEIS assumed that relocated development would occur generally in the vicinity of the new intersections and in high density zoning districts… There was no discussion of the potential detrimental impact upon areas from which population and resources would be drained."
"In its induced growth analysis, FHWA did not consider factors such as the detrimental social and economic impact of draining jobs and population from the region's cities: Burlington, South Burlington, Essex Junction and Winooski. In response to comments pointing out this omission, FHWA noted that growth rates in the urban core cities have been declining for thirty years and are predicted to continue."
"... The Court cannot conclude that this constitutes a "hard look" at the effects of relocated growth in a region. The 1986 FEIS did not discuss any development pressure on towns not directly adjacent to the CCCH. In fact, these towns aren't even on the maps included in the FEIS. The FREA's induced growth study summarizes that while the Adjacent Towns25 and Outer Towns26 will experience small increases in accessibility, their growth potential is affected by construction of the CCCH:
"[h]owever, planning and zoning within some of these towns is less developed, and growth pressures within some of these towns may result in uneven growth patterns."


I-73 (Roanoke to NC)

I-81 expansion

US 29 Charlottesville Bypass

Western Transportation Corridor (Washington Bypass)

Outer Connector (Fredericksburg)




99 Viaduct Replacement


Washington Commerce Corridor
aka Cascadia Foothills study
(giant bypass of Seattle from Oregon to British Columbia - a NAFTA Superhighway)
July 7, 2004
Turnpike to Perdition
The idea of a 'commerce corridor,' an enormous toll highway through Western Washington, just won't die.
Stop the "I-605 sprawl highway” –
Tell state to focus on real transportation priorities!
The Washington State Department of Transportation (WSDOT) and private consultants are studying the feasibility of a new north-south interstate highway, marketed as a bi-national commerce corridor between Oregon and British Columbia. The proposal for a new 450 foot-wide highway and pipeline corridor east of I-405, is a thinly veiled attempt to build the I-605 beltway – a new highway bypass around the Greater Seattle Metropolitan Area.
Neither a bi-national commerce corridor, nor a new I-605 beltway in the Central Puget Sound Region, would significantly reduce traffic congestion, but both would lead to urban sprawl and destroy farms, forests, and habitat. Further study and funding for I-605 is a waste of valuable time and money that should instead be used to address urgent transportation priorities.
Washington Commerce Corridor Feasibility Study
map of study area and potential routes (a pro superhighway website) - Commerce Corridor might be I-605


Washington, D.C.


Vancouver, British Columbia, Canada
Citizens Concerned with Highway Expansion

May 16, 2005
Vancouver, BC's Freeway Dreams



campaign to stop the widening of the M1 motorway,


Freeway Fights - History




I-210 (numbered as another interstate) Alabama (link)
This is the original number approved for a proposed highway connecting I-65 to I-10 in Mobile. The 6.25-mile project was conceived decades ago; Alabama requested federal interstate funding in 1958. [20]
In 1980, the project was approved as Interstate 210. However, as public hearings and studies continued, local opposition helped stop the highway just short of I-10. [11] One of the early I-210 alternatives, a spur from I-65 ending at Bauregard Street, was selected instead; [20], and in 1987, the highway was renumbered I-165. [19] It opened in 1996.




Los Angeles - I-105 (built)

I-880 was originally assigned to what is now the I-80 bypass of Sacramento. ... In 1979, the Sacramento City Council, voted to delete the new I-80 alignment and use the funding and right-of-way for a rail transit system. No other city had done this before. In 1980, the new I-80 alignment was withdrawn from the Interstate system.

San Francisco, California

Embarcadero Freeway
... the construction of the Embarcadero Freeway sparked rebellion against other freeways planned for San Francisco, and the experience gained in San Francisco's freeway fights was shared to fight freways across the nation and around the globe.
Just in San Francisco, imagine the Panhandle of Golden Gate Park as nothing more than a lavishly landscaped sunken freeway. How about a freeway offshore of the Marina Green? Maybe a gash across the north end of North Beach for 8 lanes of freeway? Or a few block of the Inner Sunset gone for a freeway interchange? Stately homes along Tunnel Road and Ashby Avenue in Berkeley replaced by a freeway? Or a toll plaza on Angel Island for a SF - Tiburon bridge? - 1947 map of proposed network, photos, history

California Orange County toll roads (built, lawsuit unsuccessful)

California - Carmel bypass (built, lawsuit unsuccessful)



I-70 (Glenwood Canyon)



Hartford - I-491, I-284, I-484




I-485 / Stone Mountain tollway (stopped)
April 18, 1975
Both the plans for I-485 and the Stone Mountain Tollway are officially discontinued by the Georgia Department of Transportation
Road Rage
If you enjoy the parks and green spaces of intown Atlanta, thank the residents who banded together to fight highway construction.
Candler Park Neighborhood Organization (CPNO)
The Candler Park Neighborhood Organization (CPNO) is one of the most active neighborhood groups in Atlanta. It is committed to preserving the open, inclusive nature of the neighborhood --a place where a diverse population of mixed races and income levels live together in harmony. We wish to maintain and enhance the Candler Park neighborhood as a residential community.
The organization is made up of individuals who are interested in improving living conditions and the quality of neighborhood life. The people unite around common goals and problems. Our fight to stop the Stone Mountain Tollway, because of the harm it would have done the residential character of our neighborhood, exemplifies the spirit. We worked closely with the city in planning renovations for Candler Park. We worked to make sure the local MARTA station is an asset to our community. CPNO provides a means for neighborhood residents to get involved in decisions that affect their lives, thus realizing the ideal of democratic self-government.
Georgia 10 (Planned Interstate 485)
Georgia 10 is a remnant of a grand proposal to construct an east-west freeway, named Interstate 485, between Interstate 75-85 in downtown Atlanta east to join Interstate 285 (beltway) at Exits 39A-B in Clarkston. This route was never built, but two segments remain from the original freeway proposal: the Georgia 10 boulevard east of Interstate 75-85 and the U.S. 78 Stone Mountain Freeway in Clarkston.
The Georgia 10 segment was initially constructed in the 1960s and was to be designated as Interstate 485/Georgia 410 (most Interstates in Georgia have a Georgia 4xx hidden designation). As the freeway construction marched eastward, communities rose in protest to this new corridor cutting through their neighborhoods. The protest reached a fever pitch when construction began during Governor Jimmy Carter's tenure in Georgia. Governor Carter let a construction contract to extend Georgia 410/Interstate 485 east; however, residents protested by chaining themselves to construction equipment associated with the roadwork. This protest resulted in the end of the freeway construction, and Interstate 485 was scuttled.

Georgia 400 (built, lawsuit unsuccessful)

Outer Perimeter (largely canceled, an arc of it is still possible)



H-3 (built, lawsuit unsuccessful)




Crosstown Expressway - I-494 (stopped)



The original plan was to extend Interstate 69 from its current terminus to downtown as a six-lane freeway known as Interstate 165, or the Fall Creek Expressway. This route was eliminated due to local opposition and the city and state received interstate substitution funds instead. (The last of the money was just spent in 1996 on a rehabilitation of Madison Avenue).



New Orleans

Vieux Carré Expressway (stopped), would have gone through French Quarter

I-310 (number for canceled French Quarter expressway, number used for completed bypass west of New Orleans built through swampland)




I-83, I-70, I-170 (stopped)

I-795 (part built, part stopped)

I-795 was planned to travel further east inside the Baltimore Beltway near Wabash Avenue but was killed (late 1970s) by local opposition.
Since Baltimore does not have large amounts of parkland, there was growing opposition to building an expressway through a city park, even though the city had plans to acquire an equivalent amount of new parkland, so that the total amount of parkland would not be diminished by the new highway. The city kept this promise, by purchasing in the mid-1960s the Windsor Estate adjacent to Leakin Park. Still, the later controversies led to local groups and environmental organizations and the national Sierra Club to the filing of lawsuits in court to attempt to stop the construction. This alignment proposal was active until the early 1980s, when it was finally cancelled. The federal highway funds allocated for the segment from the city line to the I-170 junction were transferred to provide full funding for the Baltimore Metro (rapid rail transit) Owings Mills Extension (Section B) from Reisterstown Plaza Station to Owings Mills Station.

Montgomery County

Outer Beltway (stopped around 1972)

Rockville Freeway ./ Montrose Parkway

Outer Outer Beltway (listed on 1966 planning map)

Prince Georges County

A-44 (part of original Outer Beltway and later Inter County Connector) - A-44 east of Baltimore-Washington Parkway has been canceled


bypass protested by African American community when it was built (their protest was not successful)



Boston, Massachusetts - I-695 (Boston inner belt - stopped)



I-73 extension (to Ohio line - stopped)



Minneapolis - US 55 bypass (built, protest violently attacked by police)

I-335 (cancelled)
2.74 miles [2]; proposed but unbuilt. Interstate 335 would have skirted the north side of downtown Minneapolis, connecting I-94 to I-35W near Broadway/Johnson Street. An 0.9-mile, $25M section was proposed as part of the 1970 highway bill.
Proposed in 1964, I-335 was killed around 1975 due to neighborhood resistance, as well as MNDot predictions that the route would actually increase congestion in the I-94 Lowry Hill tunnel.
A political action committee in the St Anthony East neighborhood, hearing of the planned elevated freeway, first requested that it be placed underground. When the highway department declined this proposal, the PAC moved on to opposing the freeway outright. [10]
It got as far as right-of-way acquisition, and some Evel Knievel ramps are visible on I-35W between Hennepin Avenue and Johnston St. After the highway was cancelled, the land was repopulated, with a swath of new homes going through an otherwise much older neighborhood. I-335 was withdrawn in early 1978, and funding was transferred to I-394 and other local projects.



St. Louis

highway through Creve Coeur Park


New Jersey


I-95 (stopped)

I-695 (stopped)


New York

New York City

Westway (Jane Jacobs vs. Robert Moses)


North Carolina

I-26 - Asheville to the Tennessee border (built) - very controversial, some of the largest cuts and fills of any US highway






Bend, Oregon

Bend Parkway (built, lawsuit unsuccessful)

Eugene, Oregon

Roosevelt Freeway (1960s)

Beltline extensions in south hills

Skinner Butte Freeway

widened Ferry Street bridge - all stopped


Mount Hood Freeway


Western Bypass (stopped)

riverfront highway in downtown (removed)


I-305 (stopped, arterial road built instead)



Philadelphia suburbs - I-476 (built in 1990s)


I-695 (stopped)


I-99 (being built, lawsuit unsuccessful)




I-40 through Overton Park (stopped in famous Section 4(f) lawsuit upheld by U.S. Supreme Court in 1971)



San Antonio

Brackenridge Park



Salt Lake - Legacy Freeway




I-66 (scaled back but built)

I-266 (canceled)

Wilson Bridge (being built)

Smart Road (Blacksburg to Roanoke) - built, lawsuit unsuccessful


Washington, D.C.

Washington, D.C.



North Central Freeway

Barney Circle Freeway

Inner Loops

Fort Circle freeway (all stopped)
Inside the Beltway: A direct route to central D. C. proposed
Proposed as a "new route [US] 240" in July 1957, I-270 was originally planned to be called I-70S and to extend into Washington, D. C. The exact location was under discussion. Circa 1958 and 1959, I-70S was to end at I-66 near Georgetown. [9] Later, a terminus at I-95 near Takoma Park was considered. All plans met considerable opposition, and in 1975 I-270 inside the Beltway was cancelled.

History of Historic Takoma, Inc.
The historic preservation movement in Takoma began over a quarter of a century ago. As the Washington metropolitan area expanded in the early 1970s, the Takoma Community faced a number of development-related threats. The most controversial of the proposed developments was the planned construction of the North Central Freeway, which would have built an interstate highway through the city and dramatically changed its character.

John D. Kelly Dies at 80; Advocated for Brookland
By Yvonne Shinhoster Lamb
Washington Post Staff Writer
Friday, May 14, 2004; Page B06

John D. Kelly, 80, who worked during the 1960s and 1970s in the District's Brookland community to revitalize the business district and to block plans for an expressway through the neighborhood, died of lung cancer May 1 at Providence Hospital in Washington.....

.... when local and federal agencies made plans to run an expressway through Brookland, Mr. Kelly joined Sam Abbott, Thomas and Angela Rooney and others in forming the Emergency Committee on the Transportation Crisis, said his son Peter T. Kelly of Aspen, Colo.
The committee "held protests at the Three Sisters Bridge site, at various blocks around our neighborhood which the government had seized by eminent domain, and at congressional hearings and city council meetings," his son said. It was "ultimately successful in having the planned I-95 expansion canceled and the Metro rail system built."
John Kelly was quoted in a 1978 Washington Post article about residents of Brookland who fought the plans for the North Central Freeway and advocated the Brookland-Catholic University Metro station.
"Our answer has been yes to urban transit, no to highway," Mr. Kelly said. "The subway is a welcome addition to the community. We're not interested in high-density development here. We're concerned about preserving and refining the quality of life that exists."
In the 1960s, Mr. Kelly also was active in the strike against the D.C. Transit System, the precursor company to Metro that was privately owned by businessman O. Roy Chalk.
"I can remember the 'Erase Chalk' posters around the house and my dad driving around D.C. in our station wagon giving free rides to people who were participating in the strike," his son said.

West Virginia

Corridor H (being built)



US 12 upgrade - near Madison


Toronto, Ontario, Canada

Spadina Expressway