Interstate Highways have the highest speed limits and the highest traffic. Interstates are numbered in a grid: even-numbered routes for east–west routes (with the lowest numbers along Mexico and the Gulf of Mexico), and odd-numbered routes are north–south routes (with the lowest numbers along the Pacific Ocean). Three-digit Interstates are, generally, either beltways or spurs of their parent Interstates (for example, Interstate 510 is a spur into the city of New Orleans, Louisiana, and is connected to Interstate 10).
U.S. Numbered Highways are the original interstate highways, dating back to 1926. U.S. Highways are also numbered in a grid: even numbered for east–west routes (with the lowest numbers along Canada) and odd numbered for north–south routes (with the lowest numbers along the Atlantic Ocean). Three-digit highways, also known as "child routes," are branches off their main one- or two-digit "parents" (for example, U.S. Route 202 is a branch of U.S. Route 2). However, US 101, rather than a "child" of US 1, is considered a "mainline" U.S. Route.
State highways are the next level in the hierarchy. Each state and territory has its own system for numbering highways, some more systematic than others. Each state also has its own design for its highway markers; the number in a circle is the default sign, but many choose a different design connected to the state, such as an outline of the state with the number inside. Many states also operate a system of county highways.
The present-day route of SR 522 was built in stages between 1907 and 1965, beginning with the Red Brick Road from Seattle to Bothell, then part of the Pacific Highway and later US 99. The road later became a branch of Primary State Highway 2 (PSH 2) in 1937, and was extended east to Redmond and North Bend. A branch of the Stevens Pass Highway was built to connect PSH 2 in Bothell and Monroe in 1965, and was incorporated into SR 202 after it was designated in 1964. The Bothell–Monroe highway was re-designated as part of SR 522 in 1970, leaving SR 202 on the Bothell–North Bend highway. (Full article...)
Part of modern-day Route 311 was originally the Philipstown Turnpike, a road built in 1815 to overcome a lack of transportation when the Hudson River froze during the winter months. The turnpike was a large business center for the county, though it was abandoned due to insufficient tolls to maintain it. Another section was constructed in the early 1900s, from the Patterson Baptist Church near the modern-day intersection of Route 311 and Route 164 to the Village of Patterson, by a group of Italian immigrants. (Full article...)
M-35 is an original state trunkline that was first signposted in 1919, that was intended to run from Menominee in the south to near Big Bay in the north, before it was to turn toward L'Anse to end at Ontonagon. However, the section through the Huron Mountains in northern Marquette and Baraga counties was never built. Automobile pioneer Henry Ford helped halt this construction to gain favor with and membership into the exclusive Huron Mountain Club. Some discontinuous sections were later ceded to local control. The northern segment of the route between Ontonagon and Baraga was retained as a discontinuous segment of the highway; this northern segment was later redesignated as another state trunkline. The northern end was later rerouted out of the City of Negaunee into Negaunee Township to avoid mining activity near Palmer. (Full article...)
The Chickasaw resulted from a compromise between urban and rural legislators. Originally, it was part of a now-canceled plan to connect southern and eastern Oklahoma with a longer turnpike. It was also intended to link Ada to the Interstate system. A four-mile (6.4 km) segment of the turnpike was transferred to the Oklahoma Department of Transportation (ODOT), making it a toll-free road, in 2011. (Full article...)
A route along the corridor has existed since the early 20th century, as has the bridge over the San Luis Rey River near Bonsall. The route was added to the state highway system in 1933, and was officially designated by the California State Legislature as SR 76 in the 1964 state highway renumbering. The section of the highway through Oceanside and Bonsall is mostly a four-lane expressway; east of I-15, the roadway is mostly a two-lane highway. Originally, the entire highway was two lanes wide; west of Bonsall, the route was widened in stages, after decades of funding shortages, planning, and litigation. The California Department of Transportation (Caltrans) maintained plans to expand the entire length of the highway west of I-15 to an expressway, and as of May 2017, construction between Bonsall and I-15 was complete. (Full article...)
The south portion of I-15's route was built close to the alignment of the old U.S. Route 91 (US 91), but the northern section, through the Virgin River Gorge, was built along roadless terrain. The southern section of the highway was complete and open in the early 1960s, but the gorge section was inaccessible until 1973. When it opened, the Virgin River Gorge passage was the most expensive section of rural Interstate per mile. (Full article...)
The original floating bridge was opened in 1963 as a replacement for the cross-lake ferry system that had operated since the late 19th century. In 1964, SR 520 was designated as a freeway connecting I-5 to I-405. An extension to Redmond was proposed later in the decade. In the 1970s and 1980s, sections of the freeway between Bellevue and Redmond were opened to traffic, replacing the temporary designation of SR 920. (Full article...)
The highway was originally constructed to connect rural cities in eastern Utah with Grand Junction, Colorado, the largest city in the region. Part of the highway was merged into the Utah state highway system in 1931; the rest was taken over by the state and assigned route number 128 in 1933. Today, the highway is used as a scenic drive for visitors to the area. (Full article...)
A roadway was present along parts of today's H-58 by the late 1920s; initially, this county road was gravel or earth between Munising and Kingston Corners and connected with other roads to Grand Marais. In the 1930s, another segment was built to connect to Deer Park and to fill in the gap between Kingston Corners and Grand Marais. The southwestern segment between Munising and Van Meer formed part of M-94 from 1929 until it was transferred back to county control in the early 1960s. (Full article...)
A predecessor to this road ran through Brea Canyon by the early 20th century and was added to the state highway system. The freeway was built in stages during the 1950s, one of which included the Brea Canyon Freeway; SR 57 was designated as part of the 1964 state highway renumbering. The final portion of the present-day Orange Freeway was not completed until the mid 1970s. The latest piece of SR 57 to be added was formerly part of I-210, after SR 210 was legislatively extended to San Bernardino in 1998. An unconstructed extension from Santa Ana south to Huntington Beach remains in the legal definition of SR 57, and has been studied as a toll road above the Santa Ana River. (Full article...)
Interchange with I-55 in Bolingbrook, formerly the southern terminus of I-355
The tollway authority opened I-355 as the North–South Tollway in 1989 to ease congestion on Illinois Route 53 (IL 53), a parallel two-lane state highway in central DuPage County. Initially, I-355 ran from I-55 north to I-290. The new highway helped cut travel times for commuters traveling north and south in the county. According to commercial real estate developers at the time, the new tollway also opened the western suburbs of Chicago to commercial and industrial development. (Full article...)
At Altoona, the route again overlaps I-80 until Newton, where it splits away from I-80. The highway passes near or through the cities of Kellogg, Grinnell, Victor, Marengo, the Amana Colonies, and Tiffin before entering the Coralville / Iowa City area. Through Coralville and Iowa City, US 6 has no direct access to I-80, I-380, or US 218; other routes like Iowa Highway 1 (Iowa 1) and Iowa 965 provide direct access. From Iowa City, the highway heads to the east-southeast through West Liberty and Atalissa. Near Wilton, the route heads north to I-80 where it again overlaps to Davenport. At Davenport, US 6 then follows I-280 and US 61 before entering the city. On the eastern side of Davenport, it joins I-74 and enters Bettendorf before leaving Iowa for Illinois. (Full article...)
K-87 is a 8.625-mile-long (13.881 km) north–south state highway in the U.S. state of Kansas. The highway runs from the end of state maintenance, where it continues as 26th Road, in the community of Vliets north to U.S. Route 36 (US 36) west of the community of Baileyville. The highway travels through farmlamd and is a two-lane highway its entire length.
K-87 was first established in October 1932, as a short spur connecting Vliets to K-9. On July 9, 1947, the highway was approved to be extended north to US-36. The entire length of the highway was paved by 1958. Since it was extended north, its alignment has not changed. (Full article...)
Delaware Route 12 (DE 12) is a state highway in Kent County, Delaware, United States. It runs from Maryland Route 314 (MD 314) at the Maryland border in Whiteleysburg east to an interchange with DE 1 near Frederica. The route follows a mostly rural alignment, passing through the towns of Felton and Frederica. DE 12 intersects U.S. Route 13 (US 13) in Felton and DE 15 east of Felton. What would become DE 12 was built as a state highway during the 1920s. DE 12 was designated between Felton and Frederica by 1936 and extended west to the Maryland border by 1938. The eastern terminus was moved to its current location in 1965 when US 113 (now DE 1) was routed to bypass Frederica to the east. The DE 1 intersection became an interchange in 2011. (Full article...)
Route 166 is a former alignment of New Jersey Route 4, designated in 1920 and U.S. Route 9, designated in 1927 through Toms River. The highways were realigned when the Garden State Parkway was built, and the original alignment became U.S. Route 9 Alternate in the 1950s, which was eventually replaced with Route 166. The alignment has remained the same since. (Full article...)
SR 710 was established in 1969. Although signed as an east–west route, the overall path of this route is that of an irregularly shaped inverted "U", with its westernmost and easternmost portions following north–south roadways. (Full article...)
In Oklahoma, U.S. Highway 62 (US 62) runs diagonally across the state, from the Texas state line in far southwestern Oklahoma to the Arkansas state line near Fayetteville. US-62 spends a total of 402.48 miles (647.73 km) in the Sooner State. The highway passes through fifteen of Oklahoma's counties. Along the way the route serves two of Oklahoma's largest cities, Lawton and Oklahoma City, as well as many regionally important cities, like Altus, Chickasha, Muskogee, and Tahlequah. Despite this, US-62 has no lettered spur routes like many other U.S. routes in Oklahoma do.
US-62 has been part of the Oklahoma highway network since 1930. With the advent of the Interstate system, the portion of its route through Oklahoma City was revised several times to adapt to the presence of the new freeways. The present-day route of US-62 includes concurrencies with I-44, I-240, I-35, and I-40. (Full article...)
The Mile Strip Expressway was first constructed in the 1960s from NY 5 in Hamburg to US 62 in Blasdell. By 1968, it received its NY 179 designation. This was extended to the Thruway in the next decade and by 2001, was extended to its current eastern terminus at US 20 in Orchard Park. Although never constructed as such, the Mile Strip was intended to be a portion of the Belt Expressway, an outer loop for the city of Buffalo. (Full article...)
Interstate 470 (I-470) is a 13.72-mile (22.08 km) loop highway that bypasses the downtown area of Topeka, Kansas. I-470 begins at an interchange with I-70 in western Topeka and heads generally southeast, running concurrent with U.S. Highway 75 (US-75). The concurrency with US-75 ends 5.74 miles (9.24 km) later at the Burlingame Road interchange. I-470 becomes part of the Kansas Turnpike at its junction with I-335. From there, the highway heads generally northeast through the southeastern sections of Topeka. After traveling 7.03 miles (11.31 km) as the Kansas Turnpike, I-470 reaches its eastern terminus at I-70. The highway has annual average daily traffic (AADT) values as high as 43,000 west of Gage Boulevard to as low as 10,370 near the eastern terminus. As an Interstate Highway, I-470 is a part of the National Highway System. The non-turnpike portions of the highway are maintained by the Kansas Department of Transportation (KDOT), while the turnpike portion is maintained by the Kansas Turnpike Authority (KTA).
The Kansas Turnpike was opened in the 1950s, comprising the eastern portion of the route. In the late 1950s, construction began on the western portion of I-470, and, on October 21, 1960, the western section of I-470 was dedicated and opened to traffic. In 1982, I-470 was designated as "Martin Luther King Jr. Memorial Highway". The routing of I-470 has not changed since the completion of the highway. (Full article...)
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