Interstate 66

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This article is about the current Interstate 66 in Virginia and the District of Columbia. Interstate 66_sentence_0

For the cancelled route from Kentucky to Kansas, see Interstate 66 (Kansas–Kentucky). Interstate 66_sentence_1

Interstate 66 (I-66) is an Interstate Highway in the eastern United States. Interstate 66_sentence_2

As indicated by its even route number, it runs in an east–west direction. Interstate 66_sentence_3

Its western terminus is near Middletown, Virginia, at an interchange with I-81; its eastern terminus is in Washington, D.C., at an interchange with U.S. Interstate 66_sentence_4 Route 29. Interstate 66_sentence_5

Because of its terminus in the Shenandoah Valley, the highway was once called the "Shenandoah Freeway." Interstate 66_sentence_6

Much of the route parallels U.S. Interstate 66_sentence_7 Route 29 or Virginia State Route 55. Interstate 66_sentence_8

Interstate 66 has no physical or historical connection to the famous U.S. Interstate 66_sentence_9 Route 66 which was located in a different region of the United States. Interstate 66_sentence_10

The E Street Expressway is a spur from Interstate 66 into the Foggy Bottom neighborhood of Washington, D.C. Interstate 66_sentence_11

Route description Interstate 66_section_0

Interstate 66_table_general_0

LengthsInterstate 66_table_caption_0
Interstate 66_header_cell_0_0_0 miInterstate 66_header_cell_0_0_1 kmInterstate 66_header_cell_0_0_2
VAInterstate 66_cell_0_1_0 74.8Interstate 66_cell_0_1_1 120.54Interstate 66_cell_0_1_2
DCInterstate 66_cell_0_2_0 1.6Interstate 66_cell_0_2_1 2.57Interstate 66_cell_0_2_2
TotalInterstate 66_cell_0_3_0 76.4Interstate 66_cell_0_3_1 123.11Interstate 66_cell_0_3_2

Virginia Interstate 66_section_1

Because I-66 is the only Interstate Highway traveling west from Washington, D.C., into Northern Virginia, traffic on the road is often extremely heavy. Interstate 66_sentence_12

For decades, there has been talk of widening I-66 from 2 to 3 lanes each way inside the Capital Beltway (Interstate 495) through Arlington County, Virginia, although many Arlington residents are adamantly opposed to this plan. Interstate 66_sentence_13

In 2005, the Virginia Department of Transportation (VDOT) studied the prospect of implementing a one-lane-plus-shoulder extension on westbound I-66 within the Beltway (in an attempt to reduce congestion for people commuting away from D.C.). Interstate 66_sentence_14

In the summer of 2010, construction began on a third lane and a 12-foot shoulder lane on westbound I-66 between the highway's Fairfax Drive entrance ramp (a short distance west of George Mason Drive near Ballston) and its Sycamore Street exit ramp, a 1.9 mile distance. Interstate 66_sentence_15

The entrance ramp acceleration lane and the exit ramp deceleration lanes were lengthened to form a continuous lane between both ramps. Interstate 66_sentence_16

The 12-foot shoulder lane can carry emergency vehicles and can be used in emergency situations. Interstate 66_sentence_17

This project was completed in December 2011. Interstate 66_sentence_18

The Orange Line and the Silver Line of the Washington Metro operate in the median of the highway in Fairfax and Arlington counties. Interstate 66_sentence_19

Four stations (Vienna, Dunn Loring, West Falls Church, and East Falls Church) are located along this segment of I-66. Interstate 66_sentence_20

I-66 east has two exit ramps, one from each side of the highway, to the Inner Loop of I-495 heading northbound. Interstate 66_sentence_21

One is a two lane right exit which merges down to one lane halfway along the ramp, while a second exit ramp is a left exit; the latter reserved for use by high-occupancy vehicle (HOV) traffic during morning rush hour, but open to all traffic excluding trucks at all other times. Interstate 66_sentence_22

Both exit ramps for the Inner Loop merge prior to merging from the left with the Inner Loop. Interstate 66_sentence_23

There is no access from the Outer Loop of I-495 to I-66 east; traffic wishing to make this movement must use State Route 267 east. Interstate 66_sentence_24

I-66 east also has two exits, one from each side of the highway, to the Outer Loop of I-495. Interstate 66_sentence_25

One is a right exit, while one is a left exit; the latter shares a ramp with the exit to the Inner Loop of I-495. Interstate 66_sentence_26

I-66 is named the "Custis Memorial Parkway" east of the Capital Beltway in Virginia. Interstate 66_sentence_27

The name commemorates the Custis family, several of whose members (including Martha Dandridge Custis Washington, George Washington Parke Custis, Eleanor (Nellie) Parke Custis Lewis and Mary Anna Randolph Custis Lee) played prominent roles in Northern Virginia's history. Interstate 66_sentence_28

HOV designation and rules Interstate 66_section_2

Due to heavy commuter traffic, I-66 features a variety of high-occupancy vehicle (HOV) restrictions. Interstate 66_sentence_29

Between US 15 in Haymarket, Virginia and the Capital Beltway, the left lane on eastbound I-66 is reserved for vehicles with two or more occupants (HOV-2 traffic) from 5:30 to 9:30 a.m. on weekdays, and the left lane on westbound I-66 is reserved for HOV-2 traffic from 3:00 to 7:00 p.m on weekdays. Interstate 66_sentence_30

Between the Beltway and the Theodore Roosevelt Bridge, the eastbound (inbound) roadway is a HOT road from 5:30 to 9:30 a.m., and the westbound (outbound) roadway is a HOT road from 3:00 to 7:00 p.m. E-ZPass is required for all vehicles except motorcycles, including Dulles Airport users. Interstate 66_sentence_31

I-66 is free during those times for HOV-2 drivers (HOV-3 in 2022) with an E-ZPass Flex and for motorcycles. Interstate 66_sentence_32

Other drivers must pay a toll which can be almost $50 at peak times. Interstate 66_sentence_33

Inside and outside the Beltway improvement projects Interstate 66_section_3

The Virginia Department of Transportation (VDOT) Transportation planning board has added I-66 HOT lanes to their list of priority projects for the I-66 corridor. Interstate 66_sentence_34

The projects have sparked opposition between residents and community businesses over the direction of this region's future infrastructure planning. Interstate 66_sentence_35

The VDOT established a "Transform 66" website on regional traffic issues. Interstate 66_sentence_36

Residents living within the I-66 corridor have set up "Transform 66 Wisely", a website describing local community impacts that the VDOT projects may cause. Interstate 66_sentence_37

In contrast, local business groups and Chambers of Commerce located near the affected areas have voiced support for transportation improvements in the I-66 region. Interstate 66_sentence_38

Residents along the I-66 corridor such as Arlington County have resisted I-66 widening proposals for many years. Interstate 66_sentence_39

The local Stenwood Elementary School would lose its attached field, leaving it with blacktop-only recess space. Interstate 66_sentence_40

In an April 16, 2015, letter to the Virginia Secretary of Transportation, members of the 1st, 8th, 10th, and 11th districts of Congress wrote that VDOT research noted that during peak hours, 35% of eastbound cars and 50% of westbound cars are HOV violators. Interstate 66_sentence_41

Future federal steps for VDOT include NEPA review, obligation of federal funds, certification that the conversion to tolled facilities will not "degrade" the existing facility, and potential federal loan guarantee. Interstate 66_sentence_42

The Virginia Commonwealth Transportation Board (CTB) is responsible for overseeing VDOT and allocating highway funding to specific projects. Interstate 66_sentence_43

The board has 18 members appointed by the Governor and includes the Virginia Secretary of Transportation, Aubrey Layne, and is the group that will be making the final decision and allocating funding for VDOT's plans for I-66. Interstate 66_sentence_44

Construction on the improvements outside of the Beltway began in 2017. Interstate 66_sentence_45

District of Columbia Interstate 66_section_4

In Washington, D.C., I-66 follows the West Leg of the [[Inner_Loop_(Washington,_D.C. Interstate 66_sentence_46

)|Inner Loop]] freeway. Interstate 66_sentence_47

After crossing the Potomac River on the Theodore Roosevelt Bridge concurrent with US 50, the route quickly turns north, separating from US 50. Interstate 66_sentence_48

The highway interchanges with the E Street Expressway spur before passing beneath Virginia Avenue in a short tunnel. Interstate 66_sentence_49

After an indirect interchange with the Rock Creek Parkway (via 27th Street), the highway terminates at a pair of ramps leading to the Whitehurst Freeway (US 29) and L Street. Interstate 66_sentence_50

This is the only 2 digit Interstate to enter the District of Columbia on land. Interstate 66_sentence_51

I-95 crosses DC waters for approximately 100 yards (91 m) along on the Woodrow Wilson Bridge (part of the Capital Beltway). Interstate 66_sentence_52

E Street Expressway Interstate 66_section_5

Interstate 66_table_infobox_1

E Street ExpresswayInterstate 66_header_cell_1_0_0
LocationInterstate 66_header_cell_1_1_0 Washington, D.C.Interstate 66_cell_1_1_1
LengthInterstate 66_header_cell_1_2_0 0.30 mi (0.48 km)Interstate 66_cell_1_2_1

The E Street Expressway is a spur of I-66 that begins at an interchange with the interstate just north of the Roosevelt Bridge. Interstate 66_sentence_53

It proceeds east, has an interchange with Virginia Avenue NW, and terminates at 20th Street NW. Interstate 66_sentence_54

From there, traffic continues along E Street NW to 17th Street NW near the White House, the Old Executive Office Building, and the Corcoran Gallery of Art. Interstate 66_sentence_55

Westbound traffic from 17th Street takes a one-block segment of [[New_York_Avenue_(Washington,_D.C. Interstate 66_sentence_56

)|New York Avenue]] to the expressway entrance at 20th and E Streets NW. Interstate 66_sentence_57

The expressway and the connecting portions of E Street and New York Avenue are part of the National Highway System. Interstate 66_sentence_58

In 1963, the construction of the E Street Expressway caused the demolition of multiple buildings of the Old Naval Observatory. Interstate 66_sentence_59

Interstate 66_description_list_0

The entire route is in the Foggy Bottom neighborhood of Washington, D.C. All exits are unnumbered. Interstate 66_sentence_60

Interstate 66_table_general_2

miInterstate 66_header_cell_2_0_0 kmInterstate 66_header_cell_2_0_1 DestinationsInterstate 66_header_cell_2_0_2 NotesInterstate 66_header_cell_2_0_3
0.00Interstate 66_header_cell_2_1_0 0.00Interstate 66_cell_2_1_1 I-66 to US 29 south (Whitehurst Freeway) – VirginiaInterstate 66_cell_2_1_2 Western terminusInterstate 66_cell_2_1_3
0.1Interstate 66_header_cell_2_2_0 0.16Interstate 66_cell_2_2_1 Virginia Avenue / 23rd StreetInterstate 66_cell_2_2_2 Eastbound exit onlyInterstate 66_cell_2_2_3

0.3Interstate 66_header_cell_2_3_0


0.48Interstate 66_cell_2_3_1

Tunnel underneath Virginia AvenueInterstate 66_cell_2_3_2
0.3Interstate 66_header_cell_2_4_0 0.48Interstate 66_cell_2_4_1 20th Street / E Street eastInterstate 66_cell_2_4_2 Eastern terminus; at-grade intersectionInterstate 66_cell_2_4_3
1.000 mi = 1.609 km; 1.000 km = 0.621 miInterstate 66_cell_2_5_0

History Interstate 66_section_6

Virginia Interstate 66_section_7

I-66 was first proposed in 1956 shortly after Congress established the Highway Trust Fund as a highway to connect Strasburg, Virginia in the Shenandoah Valley with Washington. Interstate 66_sentence_61

During the planning stages, the Virginia Highway Department considered four possible locations for the highway inside the Beltway and in 1959 settled on one that followed the Fairfax Drive-Bluemont Drive corridor between the Beltway and Glebe Road (Virginia State Route 120); and then the Washington and Old Dominion (W&OD) corridor between Glebe Road and Rosslyn in Arlington. Interstate 66_sentence_62

The route west of 123 was determined earlier. Interstate 66_sentence_63

Two other routes through Arlington neighborhoods and one along Arlington Boulevard were rejected due to cost or opposition. Interstate 66_sentence_64

I-66 was originally to connect to the Three Sisters Bridge, but as that bridge was cancelled, it was later designed to connect to the Potomac River Freeway via the Theodore Roosevelt Bridge. Interstate 66_sentence_65

On December 16, 1961, the first piece of I-66, an 8.6-mile-long section from US-29 at Gainesville to US-29 at Centreville was opened. Interstate 66_sentence_66

A disconnected 3.3-mile-long section near Delaplane in Fauquier County opened next in May 1962. Interstate 66_sentence_67

In July 1962, the highway department bought the Rosslyn Spur of the W&OD for $900,000 and began clearing the way, such that by 1965 all that remained was dirt and the shattered foundations of 200 homes cleared for the highway. Interstate 66_sentence_68

In February 1965, the state contracted to buy 30.5 miles of the W&OD from Herndon to Alexandria for $3.5 million and the C&O petitioned the ICC to let them abandon it. Interstate 66_sentence_69

The purchase would eliminate the need to build a grade separation for I-66 and would provide 1.5 miles of right-of-way for the highway, saving the state millions. Interstate 66_sentence_70

The abandonment proceedings took more than three years, as customers of the railway and transit advocates fought to keep the railroad open, and delayed work on the highway. Interstate 66_sentence_71

During that time, on November 10, 1967, WMATA announced that it had come to an agreement with the Highway Department that would give them a 2-year option to buy a five-mile stretch of the right of way from Glebe Road to the Beltway, where I-66 was to be built, and run mass transit on the median of it. Interstate 66_sentence_72

The W&OD ran its last train during the summer of 1968 thus clearing the way for construction to begin in Arlington. Interstate 66_sentence_73

While the state waited on the W&OD, work continued elsewhere. Interstate 66_sentence_74

The Theodore Roosevelt Bridge opened on June 23, 1964 and in November of that year the section from Centerville to the Beltway opened. Interstate 66_sentence_75

A 0.2 mile extension from the Roosevelt Bridge to Rosslyn opened in October 1966. Interstate 66_sentence_76

After the Virginia Department of Transportation (VDOT) (then known as the Virginia Department of Highways) took possession of the W&OD right-of-way in 1968, they began to run into opposition as the highway revolts of the late 1960s and early 1970s took hold. Interstate 66_sentence_77

In 1970, the Arlington County Board requested new hearings and opponents began to organize marches. Interstate 66_sentence_78

A significant delay was encountered when the Arlington Coalition on Transportation (ACT) filed a lawsuit in Federal District Court in 1971 opposing the Arlington portion of the project. Interstate 66_sentence_79

The group objected to that urban segment due to concerns over air quality, noise, unwanted traffic congestion, wasteful spending, impacts on mass transit and wasted energy by auto travel. Interstate 66_sentence_80

In 1972 the U.S. Fourth Circuit Court of Appeals ruled in favor of ACT, technically blocking any construction. Interstate 66_sentence_81

The U.S. Interstate 66_sentence_82 Supreme Court upheld the ruling in favor of ACT later that same year. Interstate 66_sentence_83

Again, work continued elsewhere and in October 1971, the 6.6-mile-long section from I-81 to US-340/US-522 north of Front Royal opened. Interstate 66_sentence_84

In July 1974, a final environmental impact statement (EIS) was submitted. Interstate 66_sentence_85

The EIS proposed an eight-lane limited access expressway from the Capital Beltway to the area near Spout Run Parkway. Interstate 66_sentence_86

Six lanes would branch off at the Parkway and cross the Potomac River via a proposed Three Sisters Bridge. Interstate 66_sentence_87

Another six lanes would branch off to the Theodore Roosevelt Bridge. Interstate 66_sentence_88

In November, a modified design was submitted, reducing the eight lanes to six. Interstate 66_sentence_89

However, in 1975, VDOT disapproved the six-lane design. Interstate 66_sentence_90

The parties then agreed on experts to conduct air quality and noise studies for VDOT, selecting the firm of ESL Inc., the expert hired originally by ACT. Interstate 66_sentence_91

In 1976, United States Secretary of Transportation William Thaddeus Coleman, Jr. intervened. Interstate 66_sentence_92

On January 4, 1977, Coleman approved federal aid for a much narrower, four-lane limited access highway between the Capital Beltway and the Theodore Roosevelt Bridge. Interstate 66_sentence_93

As part of the deal, Virginia officials agreed to provide more than $100 million in construction work and funds to help build the Metro system, which has tracks down the I-66 median to a station at Vienna in Fairfax County; to build a multi-use trail from Rosslyn to Falls Church; and to limit rush-hour traffic mainly to car pools. Interstate 66_sentence_94

Three more lawsuits would follow, but work began on August 8, 1977 moments after U.S. District Court Judge Owen R. Lewis denied an injunction sought by highway opponents. Interstate 66_sentence_95

In the late 1970s and early 1980s the highway's final miles were built. Interstate 66_sentence_96

A 2.9 mile long section from Delaplane to US-17 east of Marshall was completed in 2 sections in 1978 and 1979. Interstate 66_sentence_97

The 15.6-mile-long section from US-340 to Delaplane was completed in August 1979. Interstate 66_sentence_98

A 12-mile section between US 17 in Marshall and US 15 in Haymarket opened in December 1979, with the gap between Haymarket and Gainesville closed on December 19, 1980. Interstate 66_sentence_99

On December 22, 1982, the final section of I-66 opened between the Capital Beltway and U.S. Interstate 66_sentence_100 Route 29 (Lee Highway) in Rosslyn, near the Virginia end of the Theodore Roosevelt Bridge. Interstate 66_sentence_101

The Custis Trail, the trail along I-66 built between Rosslyn and Falls Church as a concession, opened in the summer of 1982, before the highway was complete. Interstate 66_sentence_102

The Dulles Connector between I-66 and the airport opened in 1984. Interstate 66_sentence_103

The Metrorail in the median of I-66 between Ballston and Vienna, another concession, opened on June 7, 1986. Interstate 66_sentence_104

After opening, the restrictions on use began to loosen. Interstate 66_sentence_105

In 1983, Virginia dropped the HOV requirement from 4 to 3,and then from 3 to 2 in 1994. Interstate 66_sentence_106

In 1992 motorcycles were allowed. Interstate 66_sentence_107

On October 9, 1999, Public Law 106-69 transferred from the federal government to the Commonwealth of Virginia the authority for the operation, maintenance and construction of I-66 between Rosslyn and the Capital Beltway. Interstate 66_sentence_108

In 2004–05, Virginia studied options for widening the highway inside the Beltway. Interstate 66_sentence_109

They later settled on three planned “spot improvements” meant to ease traffic congestion on westbound Interstate 66 inside the Capital Beltway. Interstate 66_sentence_110

The first "improvement", a 1.9-mile zone between Fairfax Drive and Sycamore Street, started in 2010 and was finished in 2011. Interstate 66_sentence_111

The second one widened 1.675 miles (2.696 km) between the Washington Boulevard on-ramp and the ramp to the Dulles Airport Access Highway. Interstate 66_sentence_112

Work on it began in 2013 and finished in 2015. Interstate 66_sentence_113

The third project, between Lee Highway/Spout Run and Glebe Road, is scheduled for completion in 2020. Interstate 66_sentence_114

In Gainesville, Virginia, the Gainesville Interchange Project upgraded the interchange between U.S. Interstate 66_sentence_115 Route 29 (U.S. 29) and I-66, for those and many other roads due to rapid development and accompanying heavy traffic in the Gainesville and Haymarket area. Interstate 66_sentence_116

I-66's overpasses were reconstructed to accommodate nine lanes (six general purpose, two HOV, one collector–distributor eastbound) and lengthened for the expansion of U.S. 29 to six lanes. Interstate 66_sentence_117

These alterations were completed in June 2010. Interstate 66_sentence_118

In 2014–15, US 29 was largely grade-separated in the area, including an interchange at its current intersection with SR 619 (Linton Hall Road). Interstate 66_sentence_119

The project began in 2004 and finished in 2015. Interstate 66_sentence_120

In 2016, VDOT announced that it was planning to add express lanes and multi-modal transportation improvements to I-66 outside the Beltway (the "Transform 66 Outside the Beltway" improvement project). Interstate 66_sentence_121

A decision was also made to move forward with widening I-66 eastbound amd make multimodal improvemts from the Dulles Connector Road to Ballston (the "Transform 66 Inside the Beltway" improvement project). Interstate 66_sentence_122

VDOT also announced during 2016 that it would initiate on I-66 a dynamic tolling system in the peak travel directions during rush hours. Interstate 66_sentence_123

On December 4, 2017, VDOT converted 10 miles (16.1 km) of I-66 between Route 29 in Rosslyn and the Capital Beltway to a High Occupancy Vehicle variable congestion pricing tolling system. Interstate 66_sentence_124

The system permits solo drivers to use I-66 during peak travel hours in the appropriate direction if they pay a toll. Interstate 66_sentence_125

VDOT designed the price of toll to keep traffic moving at a minimum of 45 mph (72 km/h) and to increase the capacity of the road. Interstate 66_sentence_126

Carpools and vanpools (with two or more people, until a regional change to HOV-3+ goes into effect in 2022), transit, on-duty law enforcement and first responders will not pay a toll. Interstate 66_sentence_127

Prices ranged up to US$47 for solo drivers, but the average speed during the morning rush hour was 57 mph (92 km/h), vs 37 miles per hour (60 km/h) a year before. Interstate 66_sentence_128

In 2017, construction began on the "Transform 66 Outside the Beltway" improvement project. Interstate 66_sentence_129

The project will add 22.5 miles (36.2 km) of new dynamically-tolled Express Lanes alongside I-66 from I-495 to University Boulevard in Gainesville. Interstate 66_sentence_130

It will also build new park and ride facilities, interchange improvements and 11 miles (17.7 km) of expanded multi-use trail. Interstate 66_sentence_131

VDOT expects the project to be completed in December 2022. Interstate 66_sentence_132

Construction on widening eastbound I-66 as part of the "Transform 66 Inside the Beltway" improvement project began in June 2018 and is expected to be completed in 2020. Interstate 66_sentence_133

The project will add a travel lane on eastbound I-66 between the Dulles Access Road (Virginia State Route 267) and Fairfax Drive (Exit 71) in Ballston, will provide a new ramp-to-ramp direct access connection from eastbound I-66 to the West Falls Church Metro station at the Leesburg Pike (Virginia State Route 7) interchange and will provide a new bridge for the W&OD Trail over Lee Highway (Virginia State Route 29). Interstate 66_sentence_134

VDOT completed in August 2018 a diverging diamond interchange in Haymarket at the interchange of I-66 with U.S. Interstate 66_sentence_135 Route 15. Interstate 66_sentence_136

District of Columbia Interstate 66_section_8

In Washington D.C., I-66 was planned to extend east of its current terminus along the North Leg of the [[Inner_Loop_(Washington,_D.C. Interstate 66_sentence_137

)|Inner Loop]] freeway. Interstate 66_sentence_138

I-66 would have also met the eastern terminus of a planned Interstate 266 at US 29, and the western terminus of the South Leg Freeway (I-695) at US 50; I-266 would have been a parallel route to I-66, providing more direct access to the North Leg from points west, while I-695 would have been an inner-city connector between I-66 and I-95. Interstate 66_sentence_139

The final plans for the North Leg Freeway, as published in 1971, outlined a 1.5-mile (2.4 km) six-lane tunnel beneath [[K_Street_(Washington,_D.C. Interstate 66_sentence_140

)|K Street]], between I-266/US 29 and New York Avenue, where the North Leg would emerge from the tunnel and join with the Center Leg Freeway (formerly I-95, now I-395); the two routes would run concurrently for three-fourths of a mile before reaching the [[Union_Station_(Washington,_D.C. Interstate 66_sentence_141

)|Union Station]] interchange, where I-66 was planned to terminate. Interstate 66_sentence_142

Despite the plan to route the North Leg in a tunnel beneath K Street, the intense opposition to previous, scrapped alignments for the D.C. freeway network, which included previous alignments for the North Leg Freeway, led to the mass cancellation of all unbuilt D.C. freeways in 1977, resulting in the truncation of I-66 at US 29. Interstate 66_sentence_143

Exit list Interstate 66_section_9

All exits in the District of Columbia are unnumbered. Interstate 66_sentence_144

Auxiliary routes Interstate 66_section_10

Interstate 66_table_infobox_3

Interstate 266Interstate 66_header_cell_3_0_0
LocationInterstate 66_header_cell_3_1_0 Arlington, VirginiaWashington, D.C.Interstate 66_cell_3_1_1
LengthInterstate 66_header_cell_3_2_0 1.79 mi (2.88 km)Interstate 66_cell_3_2_1
ExistedInterstate 66_header_cell_3_3_0 1960s–1972Interstate 66_cell_3_3_1

Interstate 266 (I-266) was a proposed loop route of I-66 between Washington, D.C., and Arlington County, Virginia. Interstate 66_sentence_145

District of Columbia officials proposed designating the route Interstate 66N, a move opposed by the American Association of State Highway and Transportation Officials. Interstate 66_sentence_146

In Virginia, Interstate 266 would have split off from Interstate 66 just east of the present Spout Run Parkway exit. Interstate 66_sentence_147

From there, it would have followed an expanded Spout Run Parkway, crossed the George Washington Memorial Parkway, and crossed the Potomac River across a new bridge that would have been called the Three Sisters Bridge. Interstate 66_sentence_148

Upon entering the District of Columbia, it would have followed [[Canal_Road_(Washington,_D.C. Interstate 66_sentence_149

)|Canal Road]] and an expanded Whitehurst Freeway to rejoin Interstate 66 at [[K_Street_(Washington,_D.C. Interstate 66_sentence_150

)|K Street]]. Interstate 66_sentence_151

Interstate 266 was canceled in 1972 in the face of community opposition during Washington's "freeway revolts". Interstate 66_sentence_152

Credits to the contents of this page go to the authors of the corresponding Wikipedia page: 66.