Commenced the final day of this trip from Jeffersonville, Indiana, just outside of the Interstate 65, I-265, and Indiana 265 interchange. Avoiding the bulk of traffic along Interstate 65 into Louisville, we opted for I-265 west to I-64 and out of the Falls City area.

Currently I-265 does double duty, as the Sherman Minton Bridge over the Ohio River of Interstate 64 was closed for emergency repairs on September 9. Alternate Interstate 64 shields are posted to guide motorists along Interstate 265 between I-64 and I-65. Exit 0 of Interstate 265 west remains open as the I-64 ramps to Spring and Main Streets at New Albany remain in service.

Interstate 64 reduces to four overall lanes beyond the Exit 118 diamond interchange with Indiana 62 and 64 west. The road remains rural from this point west to Mt. Vernon, Illinois.

The only state-named shield for Interstate 64 posted in Indiana that we are aware.

Traffic counts are somewhat low along Interstate 64 across southern Indiana, ranging between 10,200 vehicles per day (vpd) and 23,950 vpd from I-164 at Evansville to Exit 113 near Lanesville. This scene looks at the hills along the westbound freeway ahead of Exit 63.

A ten mile exit less stretch lies ahead of the full-cloverleaf interchange of Interstate 64 west with Interstate 164 & Indiana 57 south and Interstate 69 & Indiana 57 north (Exits 29B/A).

A 1.77-mile stretch of Interstate 69 between Interstate 64 and SR 68 opened to traffic on October 1, 2009.¹ This segment is the first to be completed between Evansville to Bloomington. The greened out exit number displayed “22″ in 2009, continuing the mileage of Interstate 164 northward. Since I-69 will be shorter than that to Kentucky, the number was premature. See a photo of the sign before the greenout on the AARoads Forum.

Construction is well underway as part of Governor Mitch Daniels’ Major Moves initiative to extend Interstate 69 southwest from Indianapolis. Currently traffic must depart for the Indiana 57 northbound ramp to SR-68. Work continues on the next segments of new Interstate 69 from Indiana 68 to Indiana 64 near Oakland City (Section 2) and SR 64 to Crane Naval Surface Warfare Center (Section 3) with a completion dated set for December 2012. Section 4, Crane to Bloomington, has yet to break ground but is slated for a 2014 opening.²

The first southbound shield of Interstate 164 coincides with an Indiana 57 marker south of the interchange with Interstates 64 and 69. Interstate 69 will run in tandem with I-164 to a point where the Evansville spur turns west. A new bridge is planned across the Ohio River for Interstate 69. Estimates put the new span and a 13-mile stretch of roadway from the river to the Pennyrile Parkway at $1.4 billion.³

The Lloyd Expressway opened officially in 1988 as a controlled access route from downtown Evansville east to Interstate 164 and west to the University of Southern Indiana and Posey county line. The divided highway doubles as SR 66 east of U.S. 41 and SR 62 west of U.S. 41. See Thomas Decker’s Lloyd Expressway guide at AARoads for photos.

Interstate 164, completed August 2, 1990, draws to a close at the full-cloverleaf interchange with U.S. 41 (Exit 0). The freeway transitions into Veterans Memorial Parkway, a controlled-access roadway west to Riverside Drive at Sunset Park. U.S. 41 continues south from the end to Henderson, Kentucky.

U.S. 41 passes by Ellis Park from Interstate 164 to enter the state of Kentucky at the Ohio River. A pair of cantilever bridges span the river: the northbound bridge opened in 1932, the southbound in 1965.

A congested stretch awaits southbound motorists along U.S. 41 between the Ohio River and the Pennyrile Parkway beginning. Numerous traveler services and other businesses line the arterial through to the freeway beginning at Exit 81 (junction U.S. 60).

The Audubon Parkway joins Henderson with Owensboro via Exit 77 of the Pennyrile Parkway. Some Chamber of Commerce suggestions for the Audubon upgrade the route as a spur of Interstate 69 to bring Owensboro onto the Interstate system.

Pennyrile Parkway doubles as the Future Interstate 69 corridor from Henderson south to the Western Kentucky Parkway. Signs such as this are posted periodically along the route.

Future Interstate 69 turns west along the Western Kentucky Parkway at Exit 34B of the Pennyrile Parkway. A full-cloverleaf interchange currently joins the two roadways, with Interstate 69 southbound utilizing a single lane ramp to make the transition.

Interstate 69 was officially designated in Kentucky on October 18, 2011. Signs went up along the Western Kentucky Parkway between the Pennyrile and junction Interstate 24 after a ceremony at Nortonville. Some shield assemblies include “Formerly Western Kentucky Parkway” markers as well. Our drive along the I-69 stretch west to I-24 revealed only stand-alone shields and guide signs were not updated to reflect the Interstate status yet.

Interstate 69 south joins Interstate 24 west for 17-mile overlap to the Purchase Parkway. Signs for Interstate 69 were not posted along I-24 yet and the Purchase Parkway is only signed as a Future Interstate 69 corridor at this time.

Interstate 24 draws to within one half mile of the Exit 81 trumpet interchange with the Pennyrile Parkway northbound beginning. The Parkway was extended southward six miles from U.S. 68 at Hopkinsville on March 1, 2011.

Heading south to the merge of Interstate 24 east and 65 south at Nashville. The two share 1.8 miles.

With the downtown Nashville skyline in view, Interstate 65 south parts ways with Interstate 24 east at a directional interchange. I-24 & 65 originally continued together to junction Interstate 40 at the Cumberland River. The northern arc of the Nashville inner belt was originally signed as Interstate 265, but replaced in 1999 when Interstate 65 was realigned to the west in an effort to split through traffic.

A look at downtown Nashville and the Korean Veterans Boulevard and Shelby Avenue Bridges over the Cumberland River from Interstate 24 east (south).

Interstate 24 and 40 share a brief stretch of pavement leading away from central Nashville.

Continuing south, Interstate 24 leaves Interstate 40 and quickly meets the east end of Interstate 440. Ramps from Interstate 40 form separate carriageways through to the I-440 (Exit 53) directional interchange.

Interstate 24 constitutes an eight-lane suburbanized freeway from Nashville southeast toward Murphreesboro.

Tennessee 840 reassurance marker posted after Exit 34 (Peytonsville-Trinity Road). Tennessee 840 currently exists in two segments, from I-40 to SR 46 in Williamson County and from U.S. 31 to I-40 in Wilson County. Construction is underway to join the two portions into a seamless beltway on the south side of Nashville by December 2012.

South of TN-840, Interstate 65 meets the east end of Tennessee 396 (Saturn Parkway). Named for the original General Motorists Saturn Plant at Spring Hill, the TN-396 expressway connects I-65 with U.S. 31 (Main Street). Interstate 65 transitions into a rural freeway beyond Spring Hill.

See photos from the rest of this day’s drive on our updated Interstate 65 southbound guides for Alabama.

Sources:

1. “Southbound Indiana 57 traffic diverting onto new stretch of I-69.” Evansville Courier & Press, September 29, 2009.
2. “Portions of Interstate 69 ready for traffic by end of 2012.” Evansville Courier & Press, August 29, 2011.
3. “Lobbyists being hired to push for I-69 bridge.” Evansville Courier & Press, February 12, 2011.

Began the day on former U.S. 25 (Electric Avenue / Military Street) in Port Huron. U.S. 25 was decommissioned in Michigan in 1973, leaving former stretches of the road as M-125 (Ohio to just north of Monroe), M-3 (Downtown Detroit to Chesterfield Township), Business Loop I-94 (through Port Huron), and M-25 (north of Port Huron) along with portions of U.S. 24, I-75 and I-94. This view looks at a reassurance shield assembly at Marysville, a town bordering Port Huron.

Interstate 69 and 94 combine at Port Huron for a combined routing to the Bluewater Bridge to Sarnia, Ontaro. Like, I-94, Interstate 69 sees a business loop of its own. Following an expressway to the one-way street couplet of Oak / Griswold Streets, the loop begins via a partial “Y” interchange from where I-94 and 96 combine to a merge with Business Loop I-94 at Main Street. The two continue north to end at I-69/94 by the bridge to Canada. BL-69 in Port Huron follows old M-21 (truncated to Flint by 1985).

Business Loop I-69 defaults onto Interstate 69 west from Griswold Street. A reassurance shield follows the transition from arterial to freeway, but before the ramp onto Interstate 94 to Detroit.

Much of Flint is orientated in a north-south fashion along the Interstate 75 and U.S. 23 corridors. Interstate 69 bisects the area, meeting Interstate 475 southeast of downtown. Note the custom Michigan font on the Interstate shield for Exit 137. Interstate 475 travels 16.87 miles and was completed in 1981. It heralds to a time when Flint was a booming automobile manufacturing center.

A symmetrical stack interchange joins Interstates 69 and 475 at Flint. Exit 136 to Saginaw Street departs from within the multi-level junction from westbound I-69.

Exit 133 follows and carries all traffic to Interstate 75 & U.S. 23 in unison from Interstate 69 west. The two share 73 miles of pavement from just south of Flint to Standish. U.S. 23 provides a freeway grade bypass of Detroit via Ann Arbor between Flint and Toledo, Ohio otherwise.

Continuing west to Lansing, Interstate 69 enters a full-cloverleaf interchange with U.S. 127. U.S. 127 constitutes a freeway from Jackson to St. Johns. By 2002, the designation was extended northward over U.S. 27, as officials from both Indiana and Michigan agreed to truncate the route north of Ft. Wayne. U.S. 127 ends at I-75 near Grayling, MI and Chattanooga, TN, tallying 758 miles.

Heading south along U.S. 127 at the off-ramp to Business Loop I-69 and M-43 (Grand River Avenue) in Lansing. BL-69 follows an old section of M-78 and later TEMP Interstate 69. Interstate 496 merges with U.S. 127 south at the next exit.

Interstate 496 exits Lansing and enters Eaton County on the approach to Interstates 69 & 96, its western terminus. I-69 & 96 combine for 5.20 miles on the west side of Lansing.

Interstate 96 joins Lansing with Detroit by way of an overlap with Interstate 275 between Novi and Plymouth. I-96 merges with I-275 south at a pervasive interchange that joins Interstate 696 (W.P. Reuther Freeway) with M-5 (north and east). Originally I-96 followed the M-5 freeway to Grand River Avenue, ending as Business Spur I-96 leading east to downtown.

Interstate 96 turns east at the Interstate 275 interchange with the M-14 freeway leading east from Ann Arbor.

A few state-named shields remain in service for Interstate 96 in Livonia. Outside of a green box sign or two in Detroit, remaining shields for I-96 across the state are neutered.

Interstate 96 widens to incorporate a local/expressway configuration from Exit 180 (Outer Drive) east to Exit 186B (Davison Avenue). The express carriageways only see slip ramps onto the local carriageways and otherwise are exit free. Speed limits vary between the two roadways with the express lanes seeing a 70 mph limit and the local lanes a 55 mph limit.

The left-hand ramp to Davison Avenue concludes the local lanes of Interstate 96 east. A freeway was considered from I-96 to the current M-8 freeway between in the 50s and 60s. While that road never was built, hints of its possible tie in with I-96 remain today at Exit 186B.

Interstate 75 leaves the Fisher Freeway for the Chrysler Freeway at Exit 51C with Interstate 375 south. The Fisher Freeway spurs to Gratiot Avenue (M-3 / former U.S. 25).

I-375 defaults onto Jefferson Avenue, 0.167 miles of which comprises unsigned Business Spur I-375. The arterial connects the Chrysler Freeway with the beginning of the John C. Lodge Freeway (M-10). Midway between the two freeway end points is Woodward Avenue (M-1) and the entrance to the Windsor Tunnel to Ontario, Canada. The Tunnel opened in 1930 and carries a $4.00 cash toll.

A series of tunnels carry the beginning of M-10 (John C. Lodge Freeway) under COBO Center and Fort Street (M-3) ahead of the junction with Interstate 75. M-10 follows all of the John C. Lodge Freeway from downtown Detroit to Interstate 696. The highway number is a vestige of its days as the final stretch of U.S. 10. U.S. 10 was truncated from Detroit to Bay City in 1986.

State-named shields are extremely rare in Michigan as a whole, but they are more of an uncommon occurrence in Detroit, as many city-installs still function today. A crop of Interstate 94 signs referring to the road as the Ford Freeway remain in service near the M-10 freeway.

Even more rare are city-installed signs for the Lodge Freeway retaining the old U.S. 10 designation and 1948 shield specifications.

Outside of the central business district, a wooden sign holds on for life from the days when U.S. 10 traveled to downtown.

Traveling east along the M-8 (Davison Freeway) between Michigan 10 and the Woodward Avenue (M-1) off-ramp. The Davison Freeway connects two sections of Davison Avenue through Highland Park. Constructed in 1944, the trenched freeway traveled a short distance, but was proposed to run west to the Jeffries at U.S. 16 and east to Mt. Elliot Avenue and south to the current path of Interstate 94.⁴

A high-speed stack interchange joins Michigan 8 (Davison Freeway)and Interstate 75. The freeway was a locally maintained facility until 1997, when MDOT took control of the route and modernized it.⁴

The John Lodge Freeway becomes a trenched freeway from Exit 11 northwest to Exit 14C (Southfield Road). M-10 was given a facelift and modernized in 2006-07. The route is very reminiscent of the Vine Street Expressway (Interstate 676) in Philadelphia.

M-10 and Interstate 696 share a brief confluence ahead of junction U.S. 24 (Exits 18A/B) at Southfield. M-10 leaves the freeway network for Northwestern Highway beyond the “The Mixing Bowl” interchange.

M-39 begins from the M-10 freeway via a partial “Y” interchange and leads south along the Southfield Freeway to Dearborn and Allen Park. Modernization of the Southfield Freeway was undertaken in 2011.

Exit numbers along the Southfield Freeway count down to the interchange with Interstate 94. While the freeway portion of M-39 ends, the state highway does not, as the road turns southeast along Southfield Highway to conclude just beyond Interstate 75.

Interstate 94 & U.S. 12 combine for four miles to bypass Ypsilanti. The two part ways at Saline, just east of the I-94 interchange with U.S. 23 at Ann Arbor. Forthcoming Exit 180B doubles as the westbound beginning of Business Loop I-94 through Ann Arbor as well, with the loop following the US 23 freeway briefly north to Washtenaw Avenue.

U.S. 23 constitutes a full freeway from Interstate 75 at Flint to the right angle turn of Interstate 475 at Toledo.

Construction is underway along Interstate 475 east leading toward the terminus with Interstate 75 (Exits 20A/B). Work involves upgrading the interchange between the two freeways, widening I-75 north from I-475 to six lanes, and adding a new diamond interchange with ProMedica Parkway that replaces the Exit 19 off-ramps to Ohio 120 (Central Avenue) and on-ramps from Kelly and Upton Avenues. Completion is expected in fall 2013 on the $63.88-million project.

Old button copy signs remain in use along Interstate 75 southbound at the Exit 203B off-ramp to U.S. 24 and Ohio 51. U.S. 223 once tied into downtown Toledo from Sylvania as well. Ohio 51 follows the alignment truncated by 1987.⁵

Exit 59 between Interstates 80 & 90 and Interstate 475 lacks a direct connection, despite it being touted as the way to the Ohio Turnpike from U.S. 23 south entering the state. Motorists must use a stretch of U.S. 20 and local road, Dussel Drive to make a connection to the Perrysburg to Sylvania route.

Interstate 69 appears for the first, and perhaps one of only three times Ohio, along Interstates 80 & 90 west on a mileage sign posted 38 miles out from Angola, Indiana.

A diamond interchange resides between the Ohio Turnpike Westgate and Indiana Toll Road Eastgate. This exit does not require separate toll facilities due to its placement between the two mainline barriers.

Interstate 69 represents the first exit of the Indiana Toll Road for Interstates 80 & 90 west. A trumpet to trumpet interchange and access road connect the two roads just north of Angola.

The first of eight interchanges along Interstate 69 south at Fort Wayne joins the route with Indiana 1 (Dupont Road) at Exit 116. The next exit represents the southbound beginning of Interstate 469, a 30.83-mile bypass completed in 1995. U.S. 30 follows the belt loop east to Exit 19 near New Haven.

U.S. 24 ties into Interstate 469, one mile north of the southbound split with U.S. 30 east. U.S. 24 is presently being upgraded to expressway standards from Fort Wayne east to the Ohio State line as part of the Fort to Port corridor. Visible just east of I-469 were concrete carriageways of the future four-lane highway.

Like many other Indiana cities, the US highway network is confined to area bypasses or adjacent Interstate highways. U.S. 33 and 24 make the connection to their surface routes leading west from Fort Wayne via Interstate 69 north from Interstate 469.

U.S. 27 is the lone holdout remaining within the Interstates 69 and 469 freeway loop. The US highway however has the distinction of ending in Ft. Wayne, having suffered a lengthy truncation from near Grayling, MI by 2002. Exit 111 represents the north end point of the 1,364 mile route.

Most instances of U.S. 27 signage north of Fort Wayne were removed. However a few signs, such as those posted along Interstate 469 north, allude to the former overlap with I-69 north to Lansing.

Clouds appears on the southern horizon that were ahead of an approaching cold front. As we headed toward Indianapolis, traffic gradually increased as sunlight decreased.

Indiana 67 joins Interstate 69 south from an expressway extending the Muncie Bypass west to Daleville. The state road follows the freeway south to Pendleton. See Thomas Decker’s guide on AARoads for photos of the Muncie Bypass.

Interstate 69 currently draws to a close at the Indianapolis Beltway (Interstate 465). SR 37 follows the freeway from Exit 6 south to join I-465 in an implied overlap along the east side of the city. Exit 0 will be renumbered presumptively to 184 when I-69 is extended southwest from Indianapolis to Evansville in the coming years, bringing the total mileage in the state to 341.⁶

Sources:

1. Michigan Highways: Historic US-25 (page 2).
2. Michigan Highways: Highways 20 through 29
3. Michigan Highways: Highways 250 through 696
4. Michigan Highways: Highways 1 through 9
5. U.S. Route 223 @ Wikipedia.org
6. Re: I-69 Control Cities @ AARoads Forum.

Approaching the Combs-Hehl Bridge, a pair of cantilever bridges spanning the Ohio River between Kellogg Avenue in Cincinnati and Fort Thomas, Kentucky, along Interstate 275 west (inner loop). These bridges opened in 1979 and carry six lanes of travel. More info on the span can be found at Cincinnati-Transit.net.

A short distance west of the Combs-Hehl Bridge is directional interchange with Interstate 471 and the U.S. 27 connector. U.S. 27 travels high above the beltway via Alexandria Pike in this scene. Construction underway along Interstate 275 involves concrete pavement replacement for both directions of the freeway within Campbell County and the addition of cable barriers along the highway median. Eastbound work will be completed by December 1, 2011; westbound construction commences on April 1, 2012 and lasts through September 1, 2012.

Spanning the Ohio River again via the Taylor-Southgate Bridge of U.S. 27. This cantilever bridge opened in 1995, replacing the original Central Bridge that was demolished by late 1992. Bridge placards from the 1890-built cantilever truss bridge were restored and mounted at both ends of the Taylor-Southgate Bridge.

Heading into downtown Cincinnati, we documented the west end of U.S. 22 and the north end of U.S. 22. U.S. 22 & Ohio 3 follow a one-way street couplet of 7th (eastbound) and 9th (westbound) Streets between Main and the U.S. 27-42-52-127 couplet of Central Avenue and Plum Street. U.S. 22 & Ohio 3 end at the intersection of Central Avenue and 6th Street (Ohio 264), sharing an overlap with U.S. 27-52-127. U.S. 25 has a simpler end, concluding at the Ohio state line along the Clay Wade Bailey Bridge with U.S. 42 & 127.

U.S. 27 north & U.S. 52 west (and U.S. 50 Truck west) follow Central Avenue northward from Mehring Way to 3rd Street (U.S. 42 & 127). The U.S. 50 mainline parts ways with Interstate 71 above after sharing a brief overlap from Fort Washington Way to the east. U.S. 42 & 127 combine with U.S. 27 & 52 along Central Avenue beyond 3rd Street.

Reassurance shields for U.S. 27-42-52-127 follow the Central Avenue intersection with 4th Street and the northbound on-ramp to Interstate 75.

U.S. 22 & Ohio 3 begin at the Central Avenue intersection with Ohio 264 (5th Street) east. A six-way overlap with U.S. 27-42-52-127 continues for two blocks. Pictured here is the first shields for U.S. 22 & Ohio 3. North for U.S. 22 should display East.

U.S. 22 & Ohio 3 part ways with U.S. 27-42-52-127 (Central Avenue) for 7th Street eastbound and follow that street through to Gilbert Avenue. U.S. 42 also splits here but is not acknowledged along the two-block overlap with 7th to Elm Street northbound.

U.S. 22 & Ohio 3 west follow Main Street one block north to make the connection between 8th and 9th Streets in downtown Cincinnati. 9th Street carry the tandem west to Central Avenue.

U.S. 27-52-127-42 eastbound / southbound utilize Plum Street southbound from Ezzard Charles Drive through the turn onto 6th Street west to Central Avenue and Ohio 264. This photo looks at the southbound block of Plum between 8th and 7th (U.S. 22 & Ohio 3 east) Streets.

U.S. 27 & 42 follow 3rd Street west under the Interstate 71 and U.S. 50 ramps to Interstate 75 and turn again onto the Clay Wade Bailey Bridge to Covington, Kentucky. U.S. 25 used to follow this bridge fully, but now ends at the state line. “JCT” was added to this button copy overhead to indicate the truncation of U.S. 25 from Ohio.

U.S. 25 begins formally at the Kentucky state line, midway across the Clay Wade Bailey Bridge over the Ohio River. The US Route travels 750 miles south to Brunswick, Georgia, but originally continued all the way north to Port Austin, Michigan. The route north from Cincinnati was vastly replaced by Interstate 75 and so Michigan and Ohio truncated the route wholly from their jurisdictions by 1974.

Westbound end shield assembly for Ohio 562. Following the Norwood Lateral, Ohio 562 provides a freeway connection between Interstate 71 at Norwood with Interstate 75 at St. Benard. Completed in the 1970s to coincide with Interstate 71 construction, the freeway utilizes a portion of right of way originally allocated for a 1920s subway system.

Interstate 74 carried us westward to Indianapolis from Cincinnati. A new six-ramp partial-cloverleaf interchange opened July 9, 2008 at Greensburg.¹ The exit brings U.S. 421 westbound onto the freeway for its overlap through to the Indianapolis Beltway and also serves a new Honda auto assembly plant constructed to the west.

Once I-74 reaches Interstate 465, the designation shifts to the south side of the Indianapolis Beltway between Exits 94 and 73. A freeway spur continues the I-74 mainline otherwise to Southeastern Avenue (former U.S. 421). ITS (Intelligent Transportation Systems) mileposts continue for Interstate 74 until the the stub overtakes old U.S. 421. This is not a unique scenario to just this location, as Interstate 670′s ITS markers continue along the U.S. 62 freeway spur from its end at Interstate 270 at Columbus, Ohio.

We opted for a revisit of Interstate 70 through the Circle City. Pictured here is the merge with Interstate 65 southbound along the east side of the central business district. The two freeways share 2.13-miles of pavement and a lengthy collector/distributor roadway system (Exit 83A) acts as local lanes to the express lanes of the freeway mainline.

Part of the work involved with the Accelerate 465 project to reconstruct the Indianapolis Beltway includes a redesign of the former directional-cloverleaf interchange with the Sam Jones Expressway. When the expressway first opened in 1969, it served as the main route to Indianapolis International Airport from downtown and points eastward. A new terminal for the airport opened in 2008 west of the beltway by Exit 68 of Interstate 70, reducing the traffic along the Airport Expressway. Renamed in 2007 after local civic leader Sam Jones, the west end of the expressway is now being redesigned to utilize a standard diamond interchange with Interstate 465. Traffic lights will govern all movements between the north-south freeway and now downgraded arterial.

Work of Accelerate 465 entails all of the beltway from Mann Road northward to 56th Street. Construction is completed north of the 38th Street (Exit 17) interchange and in portions between Interstates 70 and 74. A major component of the work otherwise is the upgrade of the former cloverleaf interchange with Interstate 74 west and Crawfordsville Road (former U.S. 136) east at Exit 16. Work focuses on eliminating the I-74 freeway stub to Crawfordsville Road, adding ramps to U.S. 136 (Crawfordsville Road) west of the beltway, and replacing the antiquated loop ramps with high-speed ramps. This will truncate U.S. 136 to its new interchange with the beltway and provide two continuous lanes for Interstate 74 west and east from and to the beltway.

Another new interchange to open along Interstate 74 in 2008 is the Exit 68 diamond interchange with Ronald Reagan Parkway at Brownsburg. Funded by the Major Moves initiative, the exit is part of an overall plan for a new 15-mile north-south roadway linking Interstates 70, 74 and 65 to the west of Indianapolis.

Approaching the junction with Interstate 57 along Interstate 74 west in Champaign. Interstate 57 meets Interstate 72 at the next interchange southbound from Interstate 74.

Traveling through a substandard section of Interstate 57 through the city of Kankakee. Road work is presently underway just north of Exit 312 at the interchange with Illinois 50. A $39.5-million project is underway to reconstruct SR 50 from Armour Road to Larry Power Road, rebuild the ramps between the state route and freeway, and replace the Interstate 57 overpass. That work will be underway until December 2013.²

An Interstate 294 trailblazer directs motorists from Interstate 57 north onto Interstate 80 east at Exit 345A. There is no direct connection between Interstate 57 and the Tri-State Tollway presently and U.S. 6 provides the shortest route between the two roads via 159th Street. A proposal is underway to build a new interchange between the two highways at a cost of $580 million.

Interstates 80 & 294 combine along the southeastern most portion of the Tri-State Tollway through to the merge with Interstate 94 (Bishop Ford Freeway / Calumet Expressway) at SR 394. Major reconstruction occurred here between January 2005 and July 2007, resulting in an improved Kingery Expressway (Interstates 80 & 94 east to the Indiana state line).

Sources:

1. "INDOT officially opens revamped I-74." Greensburg Daily News, July 9, 2008.
2. “Kankakee County: I-57 construction clogs traffic” The Daily Journal, November 5, 2011.

Heading north from southern Indiana to the capital city, Interstate 65 continues with four lanes and loads of tractor trailers. The constant beating the pavement takes from the moving freight prompted officials to resurface the route from Whiteland to Greenwood in 2007 as part of the INDOT Major Moves initiative. Expansion of the road to six lanes does not occur until Exit 99.

Interstate 65′s diamond interchange with Indiana 46 was upgraded to a single point urban interchange. In addition to the ramp reconfiguration, decorative arches were added to the Interstate 65 bridges over the state road.

Once in the downtown Indianapolis area, Interstate 65 briefly joins with Interstate 70 on the east side of the central business district. This stretch was rehabilitated in 2003 as part of the “Hyperfix 65/70″ project by INDOT. 33 bridge decks and 35 lane miles of concrete were repaired to go along with capacity improvements as part of a $30-million project. This stretch opened in 1976.

Morning traffic slows toward the Exit 113 split-diamond interchange, the main access point into downtown Indianapolis from Interstate 65 north. Pictured here are stacked ramps built at the split with Interstate 70 over a ghost ramp that was intended to join the freeways with unconstructed Interstate 69.

Encircling the city is Interstate 465, Indianapolis’ beltway and a myriad of vastly unsigned overlaps. They include U.S. 31, 36, 40, 52, 421, and Indiana 37 & 67. Construction is underway on two projects involving the 53-mile loop. The first is emergency work to repair a bridge at the Interstate 69 interchange that was damaged when a propane truck exploded in late October. The freeway was briefly closed in both directions so crews could assess the damage and make emergency repairs. Work currently shifts the westbound direction above the I-69 southbound on-ramp as crews finish repairs.

Additional work along Interstate 465 was completed in 2008 involving pavement rehabilitation from Fall Creek to Interstate 74, joining other recently completed work focused on widening of Interstate 465 between the split with Interstate 74 west and 56th Street. The $74.8-million work included the upgrading of the 38th Street interchange. Construction on this stretch, one of the oldest of the beltway, was completed between 2007 and 2009.

Accelerate 465 entails Interstate 465 southward from Interstate 74 to Interstate 70 on the southwest side of Indianapolis. Upgrading of the freeway will result in 12 foot travel lanes, a 30 foot paved median with jersey barrier within a minimum 216 foot right of way. Interchange improvements are included. At Interstate 74 / Crawfordville Road (U.S. 136), new ramps will join U.S. 136 with both freeways (currently not a direct movement). High speed flyover ramps will be added to the interchange with Interstates 74 and 465 and eliminate some of the loop ramps and associated weaving traffic movements. Work also will upgrade interchanges with West 10th Street, U.S. 36 (Rockville Road), U.S. 40 (Washington Street), the Sam Jones Expressway, and Interstate 70. The Interstate 70 work will replace the eastbound to northbound loop ramp with a 40-mph design speed flyover.

Shifting to the west and a revisit to Interstate 70, construction is complete on both the freeway widening and the new airport interchange and terminal. Interstate 70 includes a long collector/distributor roadway system connecting Interstates 74 & 465 with Ronald Reagan Parkway and Ameriplex Parkway. Indianapolis International Airport constructed its new Colonel H. Weir Cook Terminal on the west side of the airport. A new access road and directional interchange was added from Interstate 70 in the process. The old terminal, located at the west end of the Airport Expressway (since renamed to the Sam Jones Expressway), remains unused at this time.

Sam Jones Expressway westbound at the directional-cloverleaf interchange with Interstates 74 & 465. Upgrading of this interchange entails improving capacity to the southbound to eastbound ramp to two lanes and the addition of c/d roadways to eliminate some of the weaving traffic concerns.

Further north, ramp grading is underway involving the building of a new diamond interchange with East 109th Avenue near the city of Crown Point at milepost 250. Another Major Moves initiative focuses on the reconstruction of the Interstate 65 interchange with Interstates 80 & 94 at Gary. A new collector/distributor roadway was added to the northbound side of Interstate 65 from Ridge Avenue (U.S. 6 Business) to the Northwest Connector. Additionally a new two-lane flyover carries drivers from Interstates 80 & 94 west onto Interstate 65 south.

A slip ramp facilitates the movements from Interstate 65 north onto the adjacent c/d roadway emanating from Exit 258 for the Northwest Connector to Interstates 80 & 94 west.

Once in Michigan, we encountered an unbelievable amount of construction. Many of these projects are related to the American Recovery and Reinvestment Act (ARRA) and involved pavement and shoulder rehabilitation.

Although displayed as under construction on many maps, there was no work evident involving the completion of the U.S. 31 freeway between Napier Avenue and the Interstate 94/196 split. The Record of Decision for this project was issued on August 31, 2004. Drivers between the U.S. 31 stub end and Interstate 94 must utilize Napier Avenue to make the connection.

Signage only haphazardly mentions the U.S. 31 connection from Interstate 94 east to its freeway leading south from Napier Avenue.

One of the many ARRA projects in Michigan focuses on the rehabilitation of Interstate 196 & U.S. 31 north between Exits 22 and 30 in Allegan County. Rehabilitation of the concrete surface is underway to go along with a complete resigning of all shields and exit signs. Included with the Clearview signs are two infamous error assemblies displaying U.S. 31 as Pennsylvania 31! Work also focuses on rehabilitating Interstate 196 from the split with M-6 east to Exit 70 (M-11) and again in downtown Grand Rapids.

Interstate 196 eastbound at the U.S. 131 stack interchange at downtown Grand Rapids. U.S. 131 doubles as hidden Interstate 296 northward to Interstate 96. The designation was signed from 1963 to 1980 according to the official Michigan highway map. Its removal was likely due to redundancy with the longer U.S. 131 routing.
Interstate 196 switches from north/south cardinal directions to east/west at its split with U.S. 31 in Holland.

What is supposed to be signed as Business Spur Interstate 196 was signed as Business Loop on all signage at the U.S. 131 interchange with Franklin Street (Exit 83B). The spur travels west 4.15 miles to Exit 72 of Interstate 196.

And much further north, U.S. 131 is completely closed at the Manistee River in Wexford County. MDOT is replacing the 1950s-era bridge and the entire freeway is blocked at the M-42 folded-diamond interchange. Ridiculously long detours are in place at the last three interchanges of the U.S. 131 freeway directing motorists to M-66 north. Additionally for drivers leading north from Manton, U.S. 131 Business sees signs “Bridge out 7 miles ahead”.

Additional Sources:

1. Interstate 65 – Whiteland to Greenwood (INDOT).
2. Hyperfix 65/70: Indiana closed a major interstate corridor for repairs and reopened it a month ahead of schedule.
3. I-69 SB ramp to I-465 SB site of tanker explosion (AARoads Forum).
4. Interstate 465 (INDOT).
5. INDOT Awards Contracts For I-465 Project.
6. US-31 freeway completion in Michigan.

Widening is currently underway along Interstate 65 in Montgomery, Alabama. This project totals 4.613 miles in length and focuses on replacing the original concrete surface with asphalt while expanding the previous four-lane freeway into six lanes overall. Work exists between U.S. 80 (Exit 167) and the Alabama River bridge. Overhead highway signs along the stretch were replaced during the project. See Progress65 for more details.

New diagrammatical overhead for the split of Interstate 85 north from Interstate 65 north in Montgomery.

Continuing north along Interstate 65, widening is also underway between Exits 262A and 264 in north Birmingham, with additional work slated for next year from Exit 265 to 267. Construction focuses on the building of new collector/distributor roadways that will eventually serve the eastern terminus of Interstate 22 (Corridor X). No work has commenced on the interchange itself, but some land clearing of for the eventual path of the new highway has already occurred.

A look at the ongoing road work along Interstate 65 through northern reaches of Birmingham.

Shifting northward toward Nashville, Tennessee, the long-delayed completion of the Tennessee 840 beltway is moving closer to fruition. 60 of the 78 mile-route is now open to traffic, with crews working on either constructing or developing the final stretch between U.S. 31 and Tennessee 100. Work on 6.1 miles of new freeway between Tennessee 100 to Tennessee 46 (Pinewood Road) is currently underway along this stretch involving grading, drainage, and the building of bridges. Completion of that stretch should occur by 2011. The 7.9-mile segment between Leipers Creek Road and U.S. 31 (Columbia Pike) is also underway, with an opening expected in 2012. This leaves the stretch between Tennessee 46 and Leipers Creek Road, which remains in the developmental stage of work. More info can be found on the TDOT web site.

Departing Tennessee 840 westbound at Exit 28, junction U.S. 31. A roughly 2.5 mile stretch of completed but unopened roadway stems west from the diamond interchange with Columbia Pike.

If you have never driven Interstate 65 leading north from Tennessee, you will be surprised at how busy the corridor is with commercial trucks. The freeway rivals stretches such as Interstate 70 with its high volume of trucking. With many stretches carrying just four lanes, it can be frustrating trying to maintain a consistent speed with all of the tractor trailers around…

Concrete rehabilitation is currently underway along the Interstate 65 drive between Exits 102 and 112. Orange barrels resume again between Exits 121 and 125 on maintenance related work.

What was once a half-diamond interchange at Kentucky 841 (Gene Snyder Freeway)’s end is now simply a signalized “T” intersection. The westbound ramp to U.S. 42 is closed with all traffic using the footprint of the eastbound on-ramp. This is likely in anticipation for construction involving a new Ohio River bridge for Interstate 265. The proposed East End Bridge of Interstate 265 will consist of a six-lane cable-stayed bridge with 300 foot towers and a 17 foot bike/pedestrian path. Construction on the new bridge is slated to begin in 2010 with a targeted completion of 2013. See the East End Bridge page for more details.

Traffic shifts to the left at what was the beginning of the U.S. 42 northbound on-ramp from Kentucky 841.

Within Louisville, construction is underway along Interstate 65 from Exit 132 southward to Exit 125 (Interstate 265). The northbound direction is complete at this time, offering a unobstructed drive into downtown. Southbound work however continues on what is dubbed “Revive 65″, a $28.7-million American Recovery and Reinvestment Act (ARRA) project aimed at replacing the 1988-concrete surface with asphalt.

Interstate 65 utilizes a series of viaducts on its northward approach into downtown Louisville. Pictured here is the Exit 136A off-ramp to Broadway (U.S. 150).

Even though a pair of end signs for Indiana 265 reside at the Exit 10A/B cloverleaf interchange with 10th Street/Indiana 6 north, ITS mile markers continue along Port Road south from the freeway end to milepost 10.0. These markers include Interstate 265 shields as well…

Interstate 781 is the number proposed for a new freeway spur from Interstate 81 to Fort Drum in Upstate New York. This route would enhance access to growing Fort Drum and bypass a current at-grade connection. A page for I-781 resides on the Interstate Guide as well.

Interstate 264 was mentioned as the planned number for the old section of Interstate 70 leading south to the Poplar Street Bridge from the new alignment on its envisioned Mississippi River Bridge at St. Louis.

Lastly, a short section of new Interstate 69 freeway opened between Interstates 64/164 and Indiana 68 as both Indiana 57 and I-69. This is the third section of Interstate 69, tallying just 1.77 miles, now in existance. Construction is underway to extend the road northward to Indiana 64.