Wikipedia

Interstate 66

Not to be confused withU.S. Route 66.
This article is about the current Interstate 66 in Virginia and the District of Columbia. For the cancelled route from Kansas to Kentucky, seeInterstate 66 (Kansas–Kentucky).

Interstate 66(I-66) is a 76.32 mile east–westInterstate Highwayin theeastern United States.The highway runs from an interchange withI-81nearMiddletown, Virginia,on its western end to an interchange withU.S. Route 29(US 29) inWashington, D.C.,at the eastern terminus. The route parallelsState Route 55(SR 55) from its western terminus at I-81 toGainesville,andUS 29from Gainesville to its eastern terminus in Washington. I-66 has no physical or historical connection toUS 66,which was located in a different region of the United States.

Interstate 66 marker
Interstate 66
Map
I-66 highlighted in red
Route information
Length76.28 mi[1](122.76 km)
Existed1961–present
NHSEntire route
RestrictionsNo trucks on Custis Memorial Parkway or Theodore Roosevelt Bridge
Major junctions
West endI-81inMiddletown, VA
Major intersections
East endUS 29inWashington, D.C.
Location
CountryUnited States
StatesVirginia,District of Columbia
CountiesVA:Frederick,Warren,Fauquier,Prince William,Fairfax,Arlington
DC:City of Washington
Highway system
←SR 65VA→SR 67
←US 50DC→I-95

TheE Street Expresswayis a spur from I-66 into theFoggy Bottomneighborhood of Washington, D.C.

Route description

edit
Lengths
mi km
VA 74.8 120.54
DC 1.6 2.57
Total 76.4 123.11

Virginia

edit

Interstate 81 to Dunn Loring

edit
Western terminus of I-66 at the interchange withI-81inMiddletown, Virginia
I-66 inOakton,with aWashington Metrotrain using the tracks in the median

I-66 begins at adirectional T interchangewithI-81nearMiddletown, Virginia.It heads east as a four-lane freeway and meetsUS 522/US 340at apartial cloverleaf interchange.The two routes head south toFront Royaland north toLake Frederick.I-66 continues east and crosses theBlue RidgeatManassas Gap,parallelingSR 55(John Marshall Highway) and meetingUS 17at a partial interchange with no access from southbound US 17 to westbound I-66. SR 55 also merges onto the freeway at this interchange, forming a three-wayconcurrencythat ends nearMarshall,with SR 55 leaving along withU.S. Route 17 Business(US 17 Bus.) and US 17 leaving at the next exit. The freeway then passes throughBull Run MountainatThoroughfare Gap.

Expanding to six lanes, and continuing to parallel SR 55, I-66 enters the towns ofHaymarketandGainesville,reaching interchanges withUS 15(James Madison Highway) andUS 29(Lee Highway) in each town, respectively. The highway then expands to ten lanes and heads to the south ofManassas National Battlefield Parkand to the north ofBull Run Regional Park.The highway reaches another interchange with US 29 and passes to the north ofCentrevilleand meetsSR 28(Sully Road) at an interchange with cloverleaf and stack elements to it. SR 28 heads north toDulles International Airportand south toManassas.

The freeway then meetsSR 286(Fairfax County Parkway),US 50(Lee Jackson Memorial Highway), andSR 123(Chain BridgeRoad) at a series of interchanges providing access to D.C. suburbs. TheOrange LineandSilver Lineof theWashington Metrobegin to operate in the median here, as the highway reaches a large interchange with theI-495(Capital Beltway).

I-66 has two tolledHOT lanesfrom US 29 in Gainesville to the Capital Beltway.[2]

Dunn Loring to Theodore Roosevelt Bridge

edit

The section of I-66 in Virginia east of the Capital Beltway is named theCustis Memorial Parkway,[3][4][5][6]atoll roadwith variable tolls during peak hours.[7]The road narrows to four lanes as it heads throughArlington County.The parkway meetsSR 7(Leesburg Pike) at a full interchange.SR 267(Dulles Toll Road) meets the parkway with an eastbound entrance and westbound exit. Continuing through neighborhoods, the route yet again meets US 29 at an incomplete interchange and continues east into Arlington County, meetingSR 120(Glebe Road) and continuing to Arlington County. It meetsSpout Run Parkwayand entersRosslyn.The freeway turns southeast and runs in between US 29 as it approaches theTheodore Roosevelt Bridge,reaching another eastbound entrance and westbound exit as US 29 continues north on theKey Bridge.It then has a complex interchange withGeorge Washington ParkwayandSR 110(Richmond Highway), providing access toAlexandriaandthe Pentagon,respectively. US 50 (Arlington Boulevard) merges onto the highway with a westbound exit and eastbound entrance and the two traverse the bridge.

The "Custis Memorial Parkway" name commemorates the Custis family, several of whose members (includingMartha Dandridge Custis Washington,George Washington Parke Custis,Eleanor "Nelly" Parke Custis LewisandMary Anna Randolph Custis Lee) played prominent roles inNorthern Virginia's history. Because of its terminus in theShenandoah Valley,some early planning documents refer to I-66 as the "Shenandoah Freeway", although the name did not enter common use.[8]

Between the Capital Beltway and the Theodore Roosevelt Bridge, the eastbound (inbound) roadway is ahigh-occupancy toll(HOT) road from 5:30 to 9:30 am, and the westbound (outbound) roadway is an HOT road from 3:00 to 7:00 pm.E-ZPassis required for all vehicles except motorcycles, including Dulles Airport users. I-66 is free during those times for HOV-3+ drivers with an E-ZPass Flex and for motorcycles. Other drivers must pay a toll that can be almost $50 at peak times. Outside of these hours, I-66 is free for all drivers to use.[9]

Washington, D.C.

edit

InWashington, D.C.,the route quickly turns north, separating from US 50. The highway interchanges with the E Street Expressway spur before passing beneathVirginiaandNew Hampshire Avenuesin a short tunnel, also running on the east side of theWatergate complex.After an indirect interchange with theRock Creek and Potomac Parkway(via 27th Street), the highway terminates at a pair of ramps leading to the Whitehurst Freeway (US 29) and L Street. The portion of Interstate 66 within Washington, DC, is known as the Potomac River Freeway.

E Street Expressway

edit
E Street Expressway
LocationWashington, D.C.
Length0.3 mi[10](480 m)
The E Street Expressway just east of I-66

TheE Street Expresswayis a spur of I-66 that begins at an interchange with the Interstate just north of the Roosevelt Bridge. It proceeds east, has an interchange with Virginia Avenue Northwest, and terminates at 20th Street Northwest. From there, traffic continues along E Street Northwest to 17th Street Northwest near theWhite House,theOld Executive Office Building,George Washington University,and theCorcoran Gallery of Art.Westbound traffic from 17th Street takes a one-block segment ofNew York Avenueto the expressway entrance at 20th and E streets northwest. The expressway and the connecting portions of E Street and New York Avenue are part of theNational Highway System.

In 1963, the construction of the E Street Expressway caused the demolition of multiple buildings of theOld Naval Observatory.[11]

Exit list

The entire route is in theFoggy Bottomneighborhood ofWashington, D.C.All exits are unnumbered.

mi[10]kmDestinationsNotes
0.000.00

I-66toUS 29south (Whitehurst Freeway) –Virginia		Western terminus
0.10.16Virginia Avenue/ 23rd StreetEastbound exit only
0.1–
0.3		0.16–
0.48		Tunnel underneathVirginia Avenue
0.30.4820th Street / E Street eastEastern terminus;at-grade intersection
1.000 mi = 1.609 km; 1.000 km = 0.621 mi

History

edit

Virginia

edit
I-66 inFairfax Countywith theMetrorail Orange Linein the median. The left lane is anHOV lane,and the right shoulder is used as a travel lane during rush hour; both lanes were widened as part of the Transform 66 project.
I-66 at Scott Street inArlington County
I-66 westbound inRosslyn

I-66 was first proposed in 1956 shortly afterCongressestablished the Highway Trust Fund as a highway to connectStrasburg, Virginia,in the Shenandoah Valley with Washington, D.C..[12][13]

During the planning stages, the Virginia Highway Department considered four possible locations for the highway inside the Beltway; in 1959, it settled on one that followed the Fairfax Drive–Bluemont Drive corridor between the Beltway andSR 120(Glebe Road); and then along the Rosslyn Spur of theWashington and Old Dominion Railroad(W&OD) between Glebe Road andRosslyninArlington County.The route west of 123 was determined earlier. Two other routes through Arlington neighborhoods and one along Arlington Boulevard were rejected due to cost or opposition.[14]I-66 was originally to connect to theThree Sisters Bridge,but, as that bridge was canceled, it was later designed to connect to thePotomac River Freewayvia the Theodore Roosevelt Bridge.[15]

On December 16, 1961, the first piece of I-66, an 8.6-mile-long (13.8 km) section from US 29 atGainesvilletoUS 29at Centreville was opened. A disconnected 3.3-mile-long (5.3 km) section nearDelaplaneinFauquier Countyopened next in May 1962.[citation needed]

In July 1962, the highway department bought the Rosslyn Spur of the W&OD for $900,000 (equivalent to $6.94 million in 2023[16]) and began clearing the way, such that, by 1965, all that was left was dirt and the remains of 200 homes cleared for the highway.[17][18][19]In February 1965, the state contracted to buy 30.5 miles (49.1 km) of the W&OD from Herndon to Alexandria for $3.5 million (equivalent to $25.8 million in 2023[16]) and theChesapeake and Ohio Railway,by then the owners of the line, petitioned theInterstate Commerce Commissionto let them abandon it. The purchase would eliminate the need to build grade separation where the railroad crossed I-66 and would provide 1.5 miles (2.4 km) of right-of-way for the highway, saving the state millions.[20]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.[21]During that time, on November 10, 1967, theWashington Metropolitan Area Transit Authority(WMATA) announced that it had come to an agreement with the Highway Department that would give them a two-year option to buy a five-mile (8.0 km) 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.[22]The W&OD ran its last train during the summer of 1968, clearing the way for construction to begin in Arlington County.

While the state waited on the W&OD, work continued elsewhere. The Theodore Roosevelt Bridge opened on June 23, 1964, and, in November of that year, the section from Centreville to the Beltway opened. A 0.2-mile (0.32 km) extension from the Roosevelt Bridge to Rosslyn opened in October 1966.

After theVirginia Department of Transportation(VDOT; then known as the Virginia Department of Highways) took possession of the mainline W&OD right-of-way in 1968, they began to run into opposition as thehighway revoltsof the late 1960s and early 1970s took hold. In 1970, the Arlington County Board requested new hearings, and opponents began to organize marches.[23][24]At the same time, the federal government wanted to pave the right-of-way from Washington Boulevard and Glebe Road to Rosslyn for an experimental busway, which Arlington County opposed, in part because they thought it might delay and add to the cost of I-66.[25]A significant delay was encountered when theArlington Coalition on Transportation(ACT) filed a lawsuit inFederal District Courtin 1971 opposing the Arlington County portion of the project. The group objected to that urban segment due to concerns overair quality,noise,unwanted traffic congestion, wasteful spending, impacts on mass transit, and wasted energy by auto travel.[12]In 1972 theUS Fourth Circuit Court of Appealsruled in favor of ACT, technically blocking any construction. TheUS Supreme Courtupheld the ruling in favor of ACT later that same year.[26]

Again, work continued elsewhere, and, in October 1971, the 6.6-mile-long (10.6 km) section from I-81 to US 340/US 522 north of Front Royal opened.

In July 1974, a finalenvironmental impact statement(EIS) was submitted.[27]The EIS proposed an eight-lanelimited access expresswayfrom theCapital Beltwayto the area nearSpout Run Parkway.[27]Six lanes would branch off at the Parkway and cross thePotomac Rivervia a proposedThree Sisters Bridge.[27]Another six lanes would branch off to theTheodore Roosevelt Bridge.[27]In November, a modified design was submitted, reducing the eight lanes to six. However, in 1975, VDOT disapproved the six-lane design.[27]

The parties then agreed on experts to conductair qualityand noise studies for VDOT, selecting the firm ofESL Incorporated,the expert hired originally by ACT. In 1976,United States Secretary of TransportationWilliam Thaddeus Coleman Jr.intervened. 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.[27]As part of the deal, Virginia officials agreed to provide more than $100 million (equivalent to $393 million in 2023[16]) in construction work and funds to help build the Metro system, which has tracks down the I-66 median to a station atViennain Fairfax County; to build amultiuse trailfrom Rosslyn to Falls Church; and to limit rush-hour traffic mainly to car pools.[27][28][29]Three more lawsuits would follow, but work began on August 8, 1977, moments after US District Court Judge Owen R. Lewis denied an injunction sought by highway opponents.[30]

In the late 1970s and early 1980s, the highway's final miles were built. A 2.9-mile-long (4.7 km) section from Delaplane to US 17 east of Marshall was completed in two sections in 1978 and 1979. The 15.6-mile-long (25.1 km) section from US 340 to Delaplane was completed in August 1979. A 12-mile (19 km) section between US 17 in Marshall and US 15 inHaymarketopened in December 1979, with the gap between Haymarket and Gainesville closed on December 19, 1980.[31]On December 22, 1982, the final section of I-66 opened between the Capital Beltway and US 29 (Lee Highway) in Rosslyn, near the Virginia end of the Theodore Roosevelt Bridge.[27]

TheCustis 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.SR 267(Dulles Access Road) between I-66 and the airport opened in 1984.[27]The Metrorail in the median of I-66 betweenBallstonand Vienna, another concession, opened on June 7, 1986.

After opening, the restrictions on use began to loosen. In 1983, Virginia dropped the HOV requirement from 4 to 3 and then from 3 to 2 in 1994. In 1992, motorcycles were allowed.[27]

On October 9, 1999,Public Law106-69 transferred from the federal government to theCommonwealth of Virginiathe authority for the operation, maintenance, and construction of I-66 between Rosslyn and the Capital Beltway.[32]

Because I-66 is the only Interstate Highway traveling west from Washington, D.C., intoNorthern Virginia,traffic on the road is often extremely heavy. For decades, there has been talk of widening I-66 from two to three lanes each way inside the Capital Beltway (I-495) through Arlington County, Virginia, although many Arlington residents are adamantly opposed to this plan. In 2004–2005, Virginia studied options for widening the highway inside the Beltway, including 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.).[33]They later settled on three planned "spot improvements" meant to ease traffic congestion on westbound I-66 inside the Capital Beltway. The first improvement, a 1.9-mile (3.1 km) zone between Fairfax Drive and Sycamore Street, started in summer 2010 and was finished in December 2011. For this project, the entrance ramp acceleration lane and the exit ramp deceleration lanes were lengthened to form a continuous lane between both ramps. The 12-foot (3.7 m) shoulder lane can carry emergency vehicles and can be used in emergency situations.[34][35]The second one widened 1.675 miles (2.696 km) between the Washington Boulevard onramp and the ramp to the Dulles Access Road. Work on it began in 2013 and finished in 2015.[36]The third project, between Lee Highway/Spout Runand Glebe Road, was completed in 2022.[37][38][needs update]

In Gainesville, Virginia, the Gainesville Interchange Project upgraded the interchange between US 29 and I-66 for those and many other roads due to rapid development and accompanying heavy traffic in the Gainesville and Haymarket area. I-66's overpasses were reconstructed to accommodate nine lanes (six general purpose, two HOV, and onecollector–distributoreastbound) and lengthened for the expansion of US 29 to six lanes. These alterations were completed in June 2010. In 2014–2015, US 29 was largely grade-separated in the area, including an interchange at its current intersection withSR 619(Linton Hall Road). The project began in 2004 and finished in 2015.[39]

Transform 66

edit
I-66 eastbound past theU.S. Route 29inCentreville, Virginia

TheVirginia Department of Transportationannounced its public-private partnership with theVirginia Department of Rail and Public Transportation,and the private partner, I-66 Express Mobility Partners, with an estimating $3.7 billion dollars for transportation/road improvements along the I-66 corridor. The project, known as Transform 66, opened to traffic in November 2022 and the HOV rule changed from HOV-2+ to HOV-3+ in early December 2022.[40]

Timeline
edit
The eastern terminus of I-66 atU.S. Route 29inWashington, D.C.

In 2015, theVirginia Department of Transportationplanning board added I-66 HOT lanes to their list of priority projects for the I-66 corridor.[41]The projects have sparked opposition between residents and community businesses over the direction of this region's future infrastructure planning. The VDOT established a "Transform 66" website on regional traffic issues. 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. Local business groups andChambers of Commercelocated near the affected areas, however, supported the improvements.[42]

Residents along the I-66 corridor, such as in Arlington County, have resisted I-66 widening proposals for many years.[43]The local Stenwood Elementary School would lose its attached field, leaving it with blacktop-only recess space.[44]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 percent of eastbound cars and 50 percent of westbound cars are HOV violators.

Future federal steps for VDOT includeNational Environmental Policy Act(NEPA) review, obligation of federal funds, certification that the conversion to tolled facilities will not "degrade" the existing facility, and potential federal loan guarantee. The Virginia Commonwealth Transportation Board (CTB) is responsible for overseeing VDOT and allocating highway funding to specific projects. The board has 18 members appointed by the Governor,[45]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.

In 2016, VDOT announced that it was planning to add express lanes and multimodal transportation improvements to I-66 outside the Beltway (the "Transform 66 Outside the Beltway" improvement project). A decision was also made to move forward with widening I-66 eastbound and make multimodal improvements from the Dulles Airport connector to Ballston, the "Transform 66 Inside the Beltway" improvement project.[46]

VDOT also announced during 2016 that it would initiate on I-66 a dynamic tolling system in the peak travel directions during rush hours. On December 4, 2017, VDOT converted 10 miles (16 km) of I-66 between US 29 in Rosslyn and the Capital Beltway to an HOV variablecongestion pricingtolling system. The system permits solo drivers to use I-66 during peak travel hours in the appropriate direction if they pay a toll.[47]

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. Carpools and vanpools (with three or more people),[needs update]transit, on-duty law enforcement and first responders will not pay a toll.[48]Prices ranged up to $47 for solo drivers, but the average speed during the morning rush hour was 57 mph (92 km/h) versus 37 mph (60 km/h) a year before.[49][50]

In 2017, construction began on the "Transform 66 Outside the Beltway" improvement project.[51]The project added 22.5 miles (36.2 km) of new dynamically-tolled express lanes alongside I-66 from I-495 to University Boulevard in Gainesville. It also built new park and ride facilities, interchange improvements and 11 miles (18 km) of expanded multi-use trail. The project was completed in November 2022.[52]

Construction on widening eastbound I-66 as part of the "Transform 66 Inside the Beltway" improvement project began in June 2018 and was completed in 2020. The project added a travel lane on eastbound I-66 between the Dulles Access Road andFairfax Drive(exit 71) in Ballston, and provided a new ramp-to-ramp direct access connection from eastbound I-66 to theWest Falls Church stationat the SR 7 interchange and provided a new bridge for theW&OD Trailover US 29.[48][needs update]

VDOT completed in August 2018 adiverging diamond interchangein Haymarket at the interchange of I-66 withUS 15.[53]

Washington, D.C.

edit
The Potomac River Freeway (I-66) in Washington, D.C.
A map of I-66, showing cities and interchanges withI-81andI-495

In Washington D.C., I-66 was planned to extend east of its current terminus along the North Leg of theInner Loopfreeway. I-66 would have also met the eastern terminus of the plannedI-266at US 29, and the western terminus ofI-695(South Leg Freeway) 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.

The final plans for the North Leg Freeway, published in 1971, outlined a 1.5-mile (2.4 km) six-lane tunnel beneathK Street,between I-266/US 29 and New York Avenue, where the North Leg would emerge from the tunnel and join with theCenter Leg Freeway(formerly I-95, now I-395); the two routes would run concurrently for 0.75 miles (1.21 km) before reaching theWashington Union Stationinterchange, where I-66 was planned to terminate. 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 cancelation of all unbuilt D.C. freeways in 1977, resulting in the truncation of I-66 at US 29.

66 Parallel Trail

edit

In 2023, as part of the Transform 66 - Outside the Beltway Project, a multi-use trail was built along the right-of-way from Gallows Road, located just outside the Beltway inDunn Loringto a point just west of Rt. 28 in Centreville.[54]The trail is actually four separate trails connected by a combination of on-road bike facilities and sidewalks. There are plans to extend the trail further west to Sudley Road in Prince William County.[55]

Exit list

edit

All exits in the District of Columbia are unnumbered.

State/districtCountyLocationmi[56]kmOld exitNew exitDestinationsNotes
VirginiaFrederick​0.000.001I-81–Roanoke,WinchesterWestern terminus; signed as exits 1A (south) and 1B (north); exit 300 on I-81;tri-stack interchange
WarrenFront Royal6.410.326US 340/US 522–Winchester,Front Royal
​12.920.8313
SR 79toSR 55–Linden,Front Royal
FauquierMarkham18.529.8418SR 688–Markham
Delaplane23.337.5523

US 17north /SR 55west /SR 731–Delaplane,Paris		Western terminus of US 17 / SR 55concurrency
​27.043.5627
SR 55east (US 17 Bus.south) /SR 647–Marshall		Eastern terminus of SR 55 concurrency; formerSR 242south
​28.345.5728


US 17south /US 17 Bus.north –Marshall,Warrenton,Fredericksburg		Eastern terminus of US 17 concurrency
​31.350.4831SR 245–The Plains,Old Tavern
Prince WilliamHaymarket40.565.2940US 15–Haymarket,LeesburgDiverging diamond interchange
​♦

I-66 Expresseast		Western terminus of HOV3+/toll lanes
Gainesville43.169.41043US 29–Gainesville,WarrentonSigned as exits 43A (south) and 43B (north)
♦University Boulevard toUS 29Westbound exit and eastbound entrance from HOV3+/toll lanes
​44.571.61144
SR 234south (Prince William Parkway) –Manassas,Dumfries		Western terminus of SR 234 concurrency
♦Balls Ford Road (SR 621)Westbound exit and eastbound entrance from HOV3+/toll lanes
​47.376.11247


SR 234north /SR 234 Bus.south –Manassas,Manassas National Battlefield Park		Eastern terminus of SR 234 concurrency; signed as exits 47A (south) and 47B (north) westbound
♦


SR 234north /SR 234 Bus.south		Eastbound entrance to HOV3+/toll lanes
​48.878.5Rest area
FairfaxCentreville52.183.81352

US 29toSR 28south –Centreville
Centreville–Chantillyline53.285.61453B
SR 28north –Dulles International Airport		Signed as exit 53 eastbound; no westbound entrance. Direct access to SR 620 (Braddock Rd), and SR 657 (Walney Rd); westbound entrance from SR 620
53A
SR 28south –Centreville		Westbound exit and eastbound entrance

SR 28north –Dulles International Airport		Access from HOV3+/toll lanes
Fair Lakes54.988.4♦Stringfellow Road (SR 645)Westbound exit and eastbound entrance from HOV3+/toll lanes
55.990.01555SR 286(Fairfax County Parkway) –Springfield,Reston,HerndonSigned as exits 55A (south) and 55B (north)
Fair Oaks57.191.9♦Monument Drive (SR 6751)Access from HOV3+/toll lanes
58.193.51657US 50–Fair Oaks,FairfaxSigned as exits 57A (east) and 57B (west)

US 50west –Fair Oaks		Westbound exit and eastbound entrance from HOV3+/toll lanes
Module:Jctint/USA warning: Unused argument(s): exit
Oakton60.196.71760SR 123–Fairfax,Vienna
SR 123–Fairfax,ViennaAccess via HOV3+/toll lanes
Module:Jctint/USA warning: Unused argument(s): exit
♦Vaden Drive -Vienna/Fairfax-GMU StationEastbound exit and westbound entrance from HOV3+/toll lanes
61.699.117A62Vienna/Fairfax-GMU StationAccessible viaC/D lanes. Signed as 62A (Vienna/Fairfax - GMU) and 62B (Nutley Street) in the westbound direction
Oakton–Merrifieldline62.5100.6SR 243(Nutley Street) –Vienna,Fairfax
Dunn Loring–Merrifield–
Idylwoodtripoint		65.1104.81864A
I-495south –Richmond,Alexandria		Signed as exit 64 westbound; exit 49 on I-495
64B
I-495north –Tysons Corner,Baltimore		Eastbound exit and westbound entrance; exit 49 on I-495
—
I-495 Express–Richmond,Baltimore		Eastbound exit and westbound entrance
♦
I-495/I-495 Express–Tysons Corner,Baltimore,Richmond,Alexandria		Eastbound exit and westbound entrance from HOV3+/toll lanes only
Idylwood♦

I-66 Expresswest		Eastern terminus of HOV3+/toll lanes
Toll gantry (non-HOV3+ vehicles, peak-direction only)[9]
Pimmit Hills–Idylwoodline66.0106.21966SR 7(Leesburg Pike) –Tysons Corner,Falls ChurchSigned as exits 66A (east) and 66B (west) westbound; servesWest Falls Church station
66.6107.22067


SR 267west toI-495north –Dulles International Airport,Baltimore		Westbound exit and eastbound entrance; eastern terminus of SR 267
WesthamptonToll gantry (non-HOV3+ vehicles, peak-direction only)[9]
ArlingtonEast Falls Church67.8109.12168Westmoreland StreetEastbound exit only
68.4110.12269US 29/SR 237(Washington Boulevard/Lee Highway)Eastbound exit and westbound entrance; servesEast Falls Church station
2369Sycamore Street –Falls ChurchWestbound exit and eastbound entrance; servesEast Falls Church station
BluemontToll gantry (non-HOV3+ vehicles, peak-direction only)[9]
Ballston70.5113.52471SR 120(Glebe Road) /SR 237(Fairfax Drive)ServesBallston–MU station
CherrydaleToll gantry (non-HOV3+ vehicles, peak-direction only)[9]
Maywood72.1116.02572US 29(Lee Highway) /Spout Run ParkwayEastbound exit and westbound entrance
Rosslyn73.1117.62673US 29(Lee Highway) –Rosslyn,Key Bridge
74.2119.42775
SR 110south –Pentagon,Alexandria		Eastbound exit and westbound entrance
Virginia–D.C.lineArlington–Washington, D.C.line74.8
0.0		120.4
0.0		Theodore Roosevelt Bridgeover thePotomac River
0.10.16—
US 50west (Arlington Boulevard) /George Washington Parkwaynorth		Western terminus of US 50 concurrency; westbound exit and eastbound entrance
District of ColumbiaWashington0.50.80—Independence AvenueEastbound exit only
—
US 50east (Constitution Avenue) –Downtown		Eastern terminus of US 50 concurrency; eastbound exit and westbound entrance
0.71.1—E Street ExpresswayeastWestern terminus of the E Street Expressway
0.81.3—Kennedy CenterWestbound entrance only
0.91.4—Independence Avenue/Maine AvenueWestbound exit and eastbound entrance
1.21.9—Rock Creek ParkwayEastbound exit and westbound entrance
1.42.3—Pennsylvania AvenueEastbound exit only
1.62.6—Whitehurst Freeway(US 29south) toCanal RoadEastern terminus
1.000 mi = 1.609 km; 1.000 km = 0.621 mi

Cancelled auxiliary route

edit
Interstate 266
LocationArlington County, Virginia–Washington, D.C.
Length1.79 mi (2.88 km)

Interstate 266(I-266) was a proposed loop route of I-66 betweenWashington, D.C.,andArlington County, Virginia.D.C. officials proposed designating the route Interstate 66N, a move opposed byAASHTO.In Virginia, I-266 would have split off from I-66 just east of the presentSR 124(Spout Run Parkway) exit. From there, it would have followed an expanded Spout Run Parkway, crossed theGeorge Washington Memorial Parkway,and crossed thePotomac Riveracross a new bridge that would have been called theThree Sisters Bridge.Upon entering D.C., it would have followedCanal Roadand an expandedUS 29(Whitehurst Freeway) to rejoin I-66 atK Street.I-266 was canceled in 1972 in the face of community opposition during Washington, D.C.'sfreeway revolts.[57]

References

edit
  1. ^"Table 1: Main Routes of the Dwight D. Eisenhower National System of Interstate and Defense Highways as of October 31, 2002".Route Log and Finder List.Federal Highway Administration.Archivedfrom the original on September 8, 2012.
  2. ^Leayman, Emily (November 29, 2022)."I-66 Express Lanes Open Ahead Of Schedule In Northern Virginia".Patch.RetrievedApril 1,2024.
  3. ^"Arlington Virginia List of State Roads".Department of Environmental Services.Government of Arlington County, Virginia.July 14, 2009. Archived fromthe originalon March 4, 2006.RetrievedAugust 23,2010.I-66 Custis Memorial Parkway
  4. ^"State Roads".Transportation.Government of Arlington County, Virginia.Archived fromthe originalon April 12, 2014.RetrievedDecember 27,2020.Interstate 66: Custis Memorial Parkway
  5. ^"I-66".vahighways: The Virginia Highways Project.Archivedfrom the original on June 13, 2015.RetrievedDecember 27,2020.Legislative names:Custis Memorial Parkway, I-495 to DC (since 1-21-82)
  6. ^Levey, Bob (November 5, 1981)."An Honor That Nellie Custis Doesn't Deserve".The Washington Post.RetrievedDecember 27,2020.Ain't no sense in trying to turn it around, "said D. D. Harris, an engineer for the Virginia Highway Department." Arlington County and Fairfax County agreed a year ago to call it the Custis Memorial Parkway. We've even ordered the signs for the entrances.
    "The only thing that hasn't been done is for final approval to be granted. But that's just dotting I's and crossing T's. It's settled. This is no time to be drumming up business.
  7. ^"66 Express Lanes - Inside the Beltway:: About the Lanes".66expresslanes.org.RetrievedJanuary 9,2021.
  8. ^"Department of Planning & Zoning – Planning Zoning"(PDF).fairfaxcounty.gov.Archived(PDF)from the original on February 8, 2017.RetrievedMay 3,2018.
  9. ^abcde"66 Express Lanes - Inside the Beltway:: Using the Lanes".66expresslanes.org.RetrievedSeptember 2,2019.
  10. ^ab"E Street Expressway"(Map).Google Maps.RetrievedJanuary 31,2020.
  11. ^Harden, Victoria A.; Lyons, Michele (February 27, 2018)."NIH's Early Homes".The NIH Catalyst.RetrievedSeptember 28,2020.
  12. ^abLynton, Stephen (December 22, 1982)."A Long Road Bitter Fight Against I-66 Now History".The Washington Post.RetrievedOctober 11,2018.
  13. ^Guinn, Muriel (June 18, 1958). "Approach to Airport Urged for Highway 66".The Washington Post.
  14. ^Lawson, Jack (February 20, 1959). "Arlington Corridor Chosen For Interstate Highway 66".The Washington Post.
  15. ^Ladner, George (September 19, 1964). "Committee Will Await Public Reaction Before Deciding on Site for Bridge".The Washington Post.
  16. ^abcJohnston, Louis; Williamson, Samuel H. (2023)."What Was the U.S. GDP Then?".MeasuringWorth.RetrievedNovember 30,2023.United StatesGross Domestic Product deflatorfigures follow theMeasuringWorthseries.
  17. ^"Rail Spur Quiet for While: But the Old W&OD Route Soon Will Hum With Autos".The Washington Post.November 16, 1964.
  18. ^"W&OD Rail Spur Bought by State".The Washington Post.July 10, 1962.
  19. ^Cheek, Leslie (October 15, 1965). "I-66 in Arlington Planned As Model of Road Beauty".The Washington Post.
  20. ^"ICC Examiner Favors Death of W&OD Line".The Washington Post.March 8, 1966.
  21. ^"Ailing Va. Railroad Allowed to Quit in '68".The Washington Post.January 25, 1968.
  22. ^Corrigen, Richard (November 2, 1967). "WMATA Agrees On Rail Bed Route".The Washington Post.
  23. ^"1-66 Opponents Schedule Walk".The Washington Post.October 25, 1970.
  24. ^"ew Hearing Requested On Va. Designs for I-66".The Washington Post.October 5, 1970.
  25. ^Beckham, Nancy (January 4, 1970). "Express Busway Objections Outlined to Arlington Board".The Evening Star.
  26. ^Mathews, Jay (November 7, 1972). "High Court Backs Delay of Rte. 66".The Washington Post.p. A1.
  27. ^abcdefghij"Background: I-66 History".Idea-66.Virginia Department of Transportation.Archived fromthe originalon January 23, 2012.RetrievedFebruary 25,2013.
  28. ^"An Abridged I-66 Chronology".The Arlington Coalition for Sensible Transportation.Archived fromthe originalon August 9, 2006.RetrievedFebruary 5,2006.
  29. ^Hogan, C. M. & Seidman, Harry (1971).Air Quality and Acoustics Analysis of Proposed I-66 through Arlington, Virginia.Sunnyvale, CA: ESL Inc. Technical Document T1026.
  30. ^Boodman, Sandra; McCallister, Bill (August 9, 1977). "Virginia Crew Starts Clearing Path for I-66".The Washington Post.
  31. ^"12 More Miles of I-66".The Washington Post.December 27, 1979.
  32. ^"Department of Transportation and Related Agencies Appropriations Act, 2000: Public Law 106-69: 106th Congress"(PDF).Sec. 357.United States Government Printing Office.October 9, 1999. p. 113 Stat. 1027.Archived(PDF)from the original on March 7, 2016.RetrievedFebruary 25,2013.Sec. 357. (a) Notwithstanding the January 4, 1977, decision of the Secretary of Transportation that approved construction of Interstate Highway 66 between the Capital Beltway and Rosslyn, Virginia, the Commonwealth of Virginia, in accordance with existing Federal and State law, shall hereafter have authority for operation, maintenance, and construction of Interstate Route 66 between Rosslyn and the Capital Beltway, except as noted in paragraph (b).
    (b) The conditions in the Secretary's January 4, 1997 decision, that exclude heavy duty trucks and permit use by vehicles bound to or from Washington Dulles International Airport in the peak direction during peak hours, shall remain in effect.
  33. ^Shaffer, Ron (October 21, 2005)."Dr. Gridlock".The Washington Post.Archivedfrom the original on March 4, 2016.
  34. ^"I-66 Spot Improvements-Spot 1".Virginia Department of Transportation. August 25, 2011. Archived fromthe originalon August 8, 2011.
  35. ^Thompson, Robert (October 18, 2013)."Work to begin on second 'spot improvement' for I-66".RetrievedOctober 12,2018.
  36. ^"I-66 Spot 2 Improvements Project".RetrievedOctober 12,2018.
  37. ^"Visualize 2050 and FY2026-2029 TIP April 26, 2024".RetrievedOctober 24,2024.
  38. ^"I-66 Multimodal Improvement Project inside the Capital Beltway".Archived fromthe originalon October 12, 2018.RetrievedOctober 12,2018.
  39. ^"Gainesville Interchange Project".2011. Archived fromthe originalon March 9, 2012.RetrievedJuly 4,2011.
  40. ^"Transform 66 – Outside the Beltway – About the Project".outside.transform66.org.RetrievedApril 24,2022.
  41. ^Thomson, Robert (February 18, 2015)."I-66 HOT lanes plan reviewed by regional panel".The Washington Post.Archivedfrom the original on May 8, 2015.RetrievedMay 10,2015.
  42. ^"Commentary: Business groups urge action on I-66 outside the Beltway".INSIDENOVA.COM.April 29, 2015.
  43. ^"Officials to consider road widening, HOT lanes through Arlington portion of I-66".The Washington Post.Archivedfrom the original on March 10, 2016.
  44. ^"Deal close to save homes from I-66 widening".WTOP. April 29, 2015.Archivedfrom the original on May 2, 2015.
  45. ^"CTB Member Roll"(PDF).Archived(PDF)from the original on May 18, 2015.
  46. ^"PLANS TO EXTEND I-395 EXPRESS LANES LAUNCHED"(PDF).Archived(PDF)from the original on October 10, 2022.RetrievedOctober 12,2018.
  47. ^Lazo, Luz (December 2, 2017)."Interstate 66 tolling starts Monday. Here's what you need to know".RetrievedOctober 12,2018.
  48. ^ab"Transform 66 in Northern Virginia".Inside the Beltway.Archivedfrom the original on February 11, 2017.RetrievedFebruary 9,2017.
  49. ^Schaper, Davis."Are $40 Toll Roads The Future?".NPR.Archivedfrom the original on December 13, 2017.RetrievedDecember 12,2017.
  50. ^Massimo, Rick; Nadeem, Reem (December 4, 2017)."Tolls stabilize during first afternoon rush hour on I-66 inside Beltway".Washington, DC: WTOP.Archivedfrom the original on December 13, 2017.RetrievedDecember 13,2017.
  51. ^"Transform 66 in Northern Virginia – Outside the Beltway".outside.transform66.org.Archivedfrom the original on March 6, 2017.RetrievedFebruary 9,2017.
  52. ^"Transform 66 - Outside the Beltway".outside.transform66.org.
  53. ^"Diverging-diamond completion to be celebrated in Haymarket".InsideNova.August 9, 2018.RetrievedOctober 11,2018.
  54. ^Trompeter, Brian (May 24, 2023)."Update: First segment of 18-mile I-66 parallel trail dedicated".RetrievedMay 17,2024.
  55. ^"Transform 66 - Outside Project Details".RetrievedMay 17,2024.
  56. ^"Interstate 66"(Map).Google Maps.RetrievedJanuary 31,2020.
  57. ^"Original freeway plans for Washington, DC".RetrievedOctober 6,2014.
edit
Wikimedia Commons has media related toInterstate 66.
KML file(edit•help)
Template:Attached KML/Interstate 66
KML is from Wikidata
Browse numbered routes
←SR 65VA→SR 67
←US 50DC→I-95
Retrieved from "https://en.wikipedia.org/w/index.php?title=Interstate_66&oldid=1258823296"