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.

We begin our day at Mt. Sterling, Kentucky and discover one of a handful of state named shields for Interstate 64. This particular assembly is found along Kentucky 686 (Indian Mound Drive), a circumferential arterial around the city. KY-686 is signed as east-west, even on the north-south routing of the state route.

This Kentucky 11 shield includes the rarely seen Highway Gothic Series A.

Kentucky 2 north at the beginning of Kentucky 59 near Exit 156 of Interstate 64.

Delaware 1 & 7 at Christiana? No, Kentucky 1 & 7 at Grayson. Kentucky 9 begins nearby and follows the John Y. Brown, Jr. AA Highway west to Interstate 275 near Covington. The AA Highway derived its original name for its intended connections between Alexandria and Ashland. Governor John Y. Brown’s name was added to honor his efforts to get the road built.

Kentucky 67 (Industrial Parkway) nears its southbound end at junction Interstate 64 (Exit 179). Kentucky 67 was built as a new corridor between Interstate 64 and U.S. 23 between 2002 and 2003. Right of way accommodations exist to four-lane the highway should capacity needs demand it. Additionally it appears provisions for a possible southern extension were built into the interchange design with Interstate 64.

U.S. 52 merges with Interstate 64 between Exits 1 and 6 from Kenova to West Huntington. Construction along their cosigned section is underway involving the replacement of the Twelve Police Creek Bridge near milepost 2. Traffic currently utilizes the eastbound span while a new westbound span is under construction. Drivers will shift to the new span on December 1 as crews dismantle and build a new eastbound bridge.

U.S. 52 leaves Interstate 64 and travels an expressway north through West Huntington to the Nick Joe Rahall II Bridge over the Ohio River. Known as the West Huntington Expressway, the alignment of U.S. 52 to Ohio was constructed in 1965 initially between I-64 and Jefferson Avenue and signed as West Virginia 94 until 1979. The Ohio River bridge was built in 1968 and reconstructed in 1998. Tolls were collected on the span until the mid 1980s.

Interstate 64 based sign posted along Ohio 7 at the trumpet interchange with U.S. 52 north of the Nick Joe Rahall II Bridge. Ohio 7 was extended to replace the original U.S. 52 alignment from the original 6th Street Bridge west when the highway shifted to the Rahall Bridge in 1979. This section of freeway opened in 1961; old U.S. 52 across the Ohio River was renumbered as Multi-state Route 527.

U.S. 35 shifted to a new expressway alignment emanating from Exit 44 of Interstate 64 northward 12 miles to a point north of Fraziers Bottom. This roadway is part of an overall plan to four-lane U.S. 35 from Putnam County to the Ohio state line at Henderson. Sections of the southern section of U.S. 35 opened from south to north between Fall 2008 and June 2009. Work is ongoing from Beech Hill west to a 1997-completed section of expressway at Henderson. Construction on the new U.S. 35 alignment between Fraziers Bottom and Beech Hill was unfunded, but a recent approval by Putnam County commissioners may see the remaining 14.6-mile stretch completed as a toll road. Mason County commissioners passed a resolution approving tolls as well, so the new road, when completed, will carry a $4 toll for passenger vehicles. Old U.S. 35 from Fraziers Bottom to U.S. 60 at Nitro is now signed as West Virginia 817.

A new eastbound Interstate 64 bridge over the Kanawha River, between Dunbar and South Charleston, opened on September 9, 2010. Construction started on the 2,950 foot span in June 2007. The concrete box girder span is the longest in North America.

The second Kanawha River crossing of Interstate 64 takes the freeway east with U.S. 119 onto a viaduct through to the merge with Interstate 77 (Exit 59).

Scenery along the West Virginia Turnpike southbound after Exit 79. Cabin Creek Road winds from Dawes to Giles nearby. Just east of this scene is the Memorial Tunnel bypass section near Standard.

Heading south toward the massive William C. Brown Bridge over the Piney Creek on the East Beckley Bypass. The East Beckley Bypass joins U.S. 19 (Eisenhower Drive) in southeast Beckley currently, but is slated to end at West Virginia 41 (Stanaford Road) by summer 2011. ARRA money helped pushed the stalled project forward.

Clearview based signs posted at the Interstate 77 southbound merge with Interstate 81 outside Wytheville.

U.S. 121 is slated for the Coalfields Expressway in southwestern Virginia and West Virginia, not at Fort Chiswell!

It almost appears as if this U.S. 11 shield is a Virginia 11 shield because of weathering. What may be the case is that an original Virginia shield was recycled as a U.S. highway shield. Either way the sign is located along Main Street south in Marion.

Crossing the South Fork of the Holston River along Interstate 26 east (south) in Kingsport, Tennessee. We rounded out the day’s drive via I-26 to U.S. 25 southward into South Carolina.

Sources:

• KentuckyRoads.com – AA Highway.
• KentuckyRoads.com – KY 67.
• "I-64 Construction Update." WSAZ, April 24, 2010.
• U.S. Route 52 in West Virginia @ Wikipedia.org.
• Ohio State Route 7 @ Wikipedia.org.
• "Putnam commissioners approval tolls on U.S. 35." theCharlestonGazette, September 28, 2010.
• "Commission approves resolution backing U.S. 35 toll." Point Pleasant Register.
• "Part of new Interstate 64 bridge set to open to traffic." Charleston Daily Mail, July 29, 2010.

Ohio 711 was completed on October 24, 2005 after three years of construction. The 3.35-mile state route links Interstate 80 and Ohio 11 with Interstate 680. For years ramp stubs sat unused at Interstate 80 and Ohio 711 existed as a short spur from Interstate 680 (Exit 3A) to Martin Luther King, Jr. Boulevard.

Ohio 711 travels a viaduct from U.S. 422 (Martin Luther King, Jr. Boulevard) westward over the Mahoning River to junction Interstate 680.

An original button copy diagrammatical sign for Exits 4B/A, west of downtown Youngstown, was replaced with a new overhead assembly. The number of Interstate 680 originated from the Ohio Turnpike as Interstate 80N. A partial "Y" interchange provides only westbound access to the urban loop from Interstate 76 at the south end.

Approaching the Turnpike bump of Interstates 80 and 76. New diagrammatical overheads were installed on the westbound approach.

Westbound Interstate 76 at the partial-cloverleaf interchange with Martha Avenue (Exit 25). Ohio 241 was shifted from its Massillion Road alignment to Seiberling Street north and Martha Avenue west to end at Ohio 18 (Market Street) adjacent to Exit 25 in 2009.

U.S. 224 upgrades to Interstate 277 west at Exits 4B/A with Interstate 77 in Akron. Interstate 277 travels 4.14 miles west to Interstate 76 and was completed by 1970.

Interstate 76 draws to a close at a recently reconfigured interchange with Interstate 71. U.S. 224 continues west to Lodi.
A $70.4-million project wrapped up on August 4, 2010 to widen Interstate 71 to six lanes surrounding Interstate 76 and concurrently modify the interchange connections. What was originally a trumpet interchange to trumpet interchange connection was expanded to include two new ramps and two modified ramps. Westbound Interstate 76 gained a new ramp to Interstate 71 north (Exit 1B) in the process.

Heading west on the outer loop of Interstate 270 at Exit 22 with Ohio 315 in north Columbus. A major resurfacing project commences west of this junction and southward to Exit 17. Project studies at Ohio 315 involve a potential upgrade of the interchange to include two new directional ramps (the two Ohio 315 ramps to Interstate 270).

Interstate 680 and Ohio 315 interact in an odd series of ramps due to the confluence of the Olentangy and Scioto Rivers nearby. Much of the final portion of Interstate 670 westward to Interstate 70 parallels the Scioto and the urban loop was the last to be completed in Ohio, opening fully in 2003.

Approaching the Park and Goodale Street cut and cover tunnel on Interstate 670 east near Exits 4A/B (junction U.S. 23). Interstate 670 yields several ramps ahead with Interstate 71 and U.S. 40. Additionally the freeway splits into separate roadways for the eastbound and westbound mainline between North 4th Street and junction Interstate 71.

Trying to remain along the Interstate 670 eastbound mainline through the junction with Interstate 71 is tedious. Only one through lane is providing and weaving traffic concerns with the departure of Exit 5B and the merge of the northbound Interstate 71 on-ramp.

ITS mileposts for Interstate 670 continue beyond Interstate 270 along the U.S. 62 freeway spur to Styger Road at Gahanna.

Though not signed as such, the Exit 30 collector/distributor roadway along side the freeway mainline provides a local/express configuration for Interstate 270 northbound from Interstate 670 to the Sunbury Road under pass south of Ohio 161.

Traveling the short overlap of Interstate 70 west & 71 south through downtown Columbus. ODOT’s I-70 I_71 South Innerbelt Corridor Study addresses congestion and design elements with the urban freeway.

The only known Interstate 70 Ohio shield still posted.

72 miles north of Interstate 275 is this mileage sign posted along Interstate 71 south.

Traveling through the trenched section of Interstate 75 south through the city of Lockland. The two carriageways of the freeway separate between Exit 13 and the junction with Ohio 126 (Exit 10). Commuter congestion results from the Exit 13 c/d roadway merge, the on-ramp from Ohio 126 east, and the on-ramp from Ohio 4.

Traffic slows to a crawl due to the left-hand merge of Interstate 71 south onto Interstate 75 at the Brent Spence Bridge over the Ohio River. A joint study between ODOT and KYTC remains underway to address congestion and capacity issues with the overwhelmed Brent Spence Bridge. Potential construction is still years away however.

Classically shaped U.S. 50 trailblazer posted along Freeman Street south ahead of West 8th Street. Freeman Street sees ramps to both U.S. 50 west and east at West 6th Street to the south.

Interstate 71 and 75 southbound split.

Interstate 71 was widened between 2006-07 from 3.2 miles north of Exit 57 through to the Kentucky 35 interchange. Expansion of the Exit 57 off-ramp from Interstate 71 south occurred in 2004. These improvements were completed to improve access to the Kentucky Speedway nearby.

Approaching the interchange with Interstate 265 south and Kentucky 841 (Gene Snyder Freeway) along Interstate 71 south. This sign advises motorists that the Gene Snyder Freeway does not continue west to Indiana. Eventually it will become a part of seamless Interstate 265 with Indiana’s section. Known as the East End Bridge, the new Ohio River crossing will carry six lanes. The construction time table remains uncertain. More information is available at The Ohio River Bridges Project of Kentucky and Indiana.

Sources:

• Ohio State Route 711 @ Wikipedia.org.
• Ohio State Route 241 @ Wikipedia.org.
• Interstate 670 (Ohio) @ Wikipedia.org.

Clearview based signage replaces button copy signs throughout the Akron and Cleveland area Interstate system. This particular sign bridge resides along Interstate 77 north ahead of Interstate 277 west and U.S. 224. U.S. 224 follows all of Interstate 277 and much of Interstate 76 to the west. The highway continues the freeway east to Kelly Avenue near Akron Fulton International Airport.

Traveling virtually alone on the Innerbelt freeway of Ohio 59 north into downtown Akron. This 2.24-mile freeway spur connects Interstates 76 & 77 with the central business district of Akron at Main and Howard Streets. Connections at the south end only provide access to Interstates 76-77 west and from I-76-77 east to OH-59 north. Like other partially completed and underutilized freeways, the Innerbelt has been considered for partial or total removal to reclaim land lost by its construction.

Interstate 77 travels west and merges with Ohio 21 (former U.S. 21) southwest of Montrose. U.S. 21 joined Interstate 77 when the freeway opened between Ghent and a point one mile south of the Ohio Turnpike in 1964. U.S. 21 was downgraded to Ohio 21 in 1971.

Partial interchanges between Interstates in Cleveland are not that uncommon. There is no interchange between Interstate 271 and the Ohio Turnpike, the merge of Interstate 90 west onto Interstate 80 east includes no access to the turnpike east, and here on Interstate 77 north, a direct ramp to Interstate 271 south is not provided.

Work is underway from Brecksville along Interstate 77 north to junction Interstate 480 (Exit 156) to add a lane in each direction. The project entails the freeway between Oakes Road (south of Exit 149) to Rockside Road (Exit 155). Completion is expected by Fall 2011.

Interstate 77 draws to a close at the ramp split to Interstate 90 west, Interstate 90 east, and East 9th Street (a ramp to East 14th Street south to U.S. 422 / Orange Avenue).

Cleveland’s Public Square represents the nexus of U.S. and State highways radiating out from downtown. The four-block area surrounds the intersection of Ontario and Superior Streets within the central business district. Ending/beginning here are U.S. 42, U.S. 322, U.S. 422 and historically U.S. 21. State highways that begin/end here as well include Ohio 8 and Ohio 14 and historically Ohio 43 and Ohio 87.

Ontario Street southbound from Superior Avenue carries U.S. 20 one block to Euclid Avenue east from Public Square. The stretch doubles as the eastbound beginning of U.S. 422 and historically the southbound start of U.S. 21. The blacked out area on these hand painted signs once included U.S. 21.

U.S. 322 begins along Superior Street east with U.S. 6 after Ontario Street. The two travel in tandem to East 13th Street, where U.S. 322 dog legs to Chester Avenue east.

U.S. 42 begins and follows U.S. 6 & 20 west along Superior Avenue onto the Veterans Memorial Bridge, a steel arch bridge opened in 1917, across the Cuyahoga River. U.S. 42 turns southward from Superior Street onto West 25th Street opposite the U.S. 6 & 20 northward turn to the Cleveland Memorial Shoreway (Ohio 2).

Traveling high above the Cuyahoga River along Ohio 2 (Cleveland Memorial Shoreway) eastbound, with Cleveland Browns Stadium lurking. This stretch of freeway was originally slated to carry Interstate 90. Nowadays talks surround dismantling the elevated freeway to open the lakefront to downtown.

Beginning at Exit 184B, signs for Interstate 90 east coincide with Interstate 271 south… The two never overlap and their junction does not occur until Exit 188.

The Interstate 271 Local/Express roadway system begins at Exit 189 of Interstate 90 and leads southward to Interstate 480N and U.S. 422 (Exit 28B). Access to the express roadway for motorists emanating from Interstate 90 east is not available until midway between the tri-level stack interchange of I-271′s north end and Exit 36 (Wilson Mills Road). Travelers heading west on Interstate 90 may access both roadways.

Interstate 480N is the connector between the Interstate 480 mainline west of Interstate 271 at Maple Heights and the U.S. 422 freeway junction with Interstate 271 at North Randall. ITS markers display Interstate 480N shields and the ODOT straight line diagram also references the Interstate highway. The east-west connector otherwise is more or less U.S. 422 and does not include any exit numbers. Pictured here is the westbound end, a partial "Y" interchange.

A grassy swath lies west of the Exit 169 split diamond interchange along Interstate 90 eastbound, a leftover from the unconstructed Parma Freeway. Had the Parma Freeway been constructed as envisioned, the freeway would have started at State Road near the Ohio Turnpike and proposed Cleveland Bypass (predecessor to today’s I-271) and ran northward to parallel West 65th Street to the Cleveland Memorial Shoreway. The Exit 244 partial "Y" interchange of Interstate 71 and roadway stubs from the freeway spur north of Interstate 71 to Denison Avenue are also remnants from the cancelled freeway.

Traveling through "Dead Man’s Curve", where Interstate 90 merges with Ohio 2 and the Cleveland Memorial Shoreway. This tight trumpet interchange remains from the 1959 design of the freeway network here and involves a 90 degree turn for motorists remaining along the Interstate 90 mainline.

Interstate 490 connects East 55th Street and adjacent Interstate 77 with Interstates 71 & 90 in central Cleveland. The freeway doubles as the mandatory truck route for Interstate 90 through traffic between Interstates 71 and 77. Pictured here is the westbound beginning of the 2.43-mile route. Completed in 1990, Interstate 490 was the only portion of the Interstate 290 / Clark Avenue Freeway proposal between central Cleveland and Interstate 271 at Shaker Heights to be built.

Interstate 71 begins at the nearly symmetrical stack interchange with Interstate 90 and Interstate 490. A short distance south of its beginning, Interstate 71 splits with the southbound beginning of Ohio 176 (Jennings Freeway). The Jennings Freeway connects I-71 with Interstate 480 at Brooklyn Heights while Interstate 71 turns west from Ohio 176 to Linndale. The stretch between Interstate 90 and Exit 244 (unconstructed Parma Freeway) is known as the Innerbelt Freeway.

Interstate 71 expands at Exit 244 for the Parma Freeway. A wide median was intended to carry the Parma Freeway mainline in tandem with Interstate 71 until its southerly turn through Brooklyn.

A partial "Y" interchange provides access to the Interstate 271 northbound beginning only from Interstate 71 north. Early proposals for Interstate 271 saw the route turn west along what is currently Interstate 480 to Interstate 71.

Like all of the other Cuyahoga River freeway bridges, Interstate 271 spans the waterway high above. Separate bridges carry the north and southbound carriageways of the rural freeway. The northbound and original span opened in 1968. The higher southbound bridge was completed in 2006.

A new partial "Y" interchange was added to Interstate 271 at Exit 18 to bring Ohio 8 travelers onto the northbound freeway. It was constructed ahead of a project to upgrade Ohio 8 to limited access standards from Interstate 271 south to a $47.5-million interchange between Ohio 8 and the Ohio Turnpike (Interstate 80).

Interstate 480 absorbs Ohio 14 east from its split with Interstate 271 south at Oakwood to its eastern conclusion at Streetsboro. The trumpet interchange and access road to Interstate 80 (Ohio Turnpike) represents the end of I-480 as Ohio 14 downgrades from a freeway to an at-grade arterial.

Poorly designed Clearview-fonted signs abound along Interstate 79 in and near Erie. These panels see the lower case letters vertically centered with respect to the Capitalized first letter…

The first southbound shield of U.S. 19, posted along Peach Street south at Myrtle Street in Erie, Pennsylvania.

More Clearview spacing nonsense along Interstate 79 south ahead of Interstate 90.

Interstate 376 begins where Pennsylvania 760 ends at the cloverleaf interchange with Interstate 80 near Sharon. Extended initially in June 2009 to Interstate 79 over the previously signed east-west portion of Interstate 279, Interstate 376 grew to 85 miles in length by November 6, 2009. The north-south route overtook Pennsylvania 60 and Pennsylvania 60 Toll between Interstate 80 and Interstate 79 west of Pittsburgh. This left a segment of Pennsylvania 60 north of Interstate 80 into Sharon, which was redesignated at Pennsylvania 760.

These text-button copy signs are still kicking along Interstate 376 eastbound at U.S. 422 (Exit 12A). This stretch of roadway dates back to 1975.

New sign bridges and guide signs are replacing the originals (this particular sign bridge should be replaced soon) along the New Castle Bypass at the junction with the Beaver Valley Expressway. Interstate 376 overtakes Pennsylvania 60 Toll here.

The ticketed system of the Pennsylvania Turnpike begins after the Exit 28 junction with Interstate 79. Current construction commences at the Warrendale main line Toll Plaza on widening of the four-lane roadway to six overall lanes from the toll plaza to Exit 38 (Pennsylvania 8). Work began on June 9, 2009 and is expected to be completed by late fall of 2012.

Work nearing completion involves the replacement of the Pennsylvania Turnpike Allegheny River Bridge near Exit 48 with Pennsylvania 28. Construction focuses on expanding Interstate 76 between mileposts 46.56 and 49.54 to six overall lanes and improving ramps at the Allegheny Valley Interchange. The original Allegheny River bridges opened on December 26, 1951 and were removed from service by June 2010.

The cloud deck associated with Tropical Storm Nicole’s remnants and a strong cold front gave way to a brilliant sunset west of Pittsburgh. Exit 72B departs in this scene for parallel Boulevard of the Allies to provide access to Interstate 579 north and the Liberty Bridge south.

What was originally the west end of Interstate 376 is now the south end of Interstate 279.

Interstate 279 begins and crosses the Fort Duquesne Bridge and quickly meets the northbound beginning of Pennsylvania 65 (Ohio River Boulevard) north to junction U.S. 19 (West End Bridge).

Night fell soon after wards and after shooting some video in the Steel City, we headed west to Business Loop Interstate 376, the Findlay Connector (Pennsylvania Turnpike 576) and Interstate 376 west to Interstate 76 and Youngstown, Ohio. Sadly while on the drive, we passed by a fatal accident on the eastbound lanes just minutes after it occurred on the Beaver Valley Expressway.

Sources:

• Ohio State Route 59 @ Wikipedia.org.
• The Unofficial Ohio State Highways Web Site.
• "Independence, Broadiew Heights, Brecksville: Interstate 77 North goes to one lane tonight." Sun Courier, March 24, 2009.
• Interstate 490 (Ohio) @ Wikipedia.org.
• Beechwood: The Book – Chapter 6: The Clark Avenue Freeway & I-271.
• "Construction season kicks off." The Suburbanite, April 19, 2010.

Signs of construction along U.S. 25 northbound near East Flat Rock south of Hendersonville (compare this scene with this 2007 view). Widening of the two-lane highway is underway to bring it up to four-lane Interstate standards. At-grade intersections with Kay Road and other residential roads will be handled by a new frontage road built along the northbound (east) side of the new freeway. Completion of the overall project is expected by August 2012.

New signs (see the old ones here) posted at Exit 49 (junction U.S. 64) on Interstate 26 west & U.S. 25 north still ignore the fact that U.S. 74 shares the same stretch of highway. Southbound (eastbound) signs also omit the overlap.

Associated with ARRA projects, Interstate 26 at North Carolina 146 work involves the widening of N.C. 146 between N.C. 191 and U.S. 25 near Skyland. The concrete surface of Interstate 26 from Exit 37 north toward Exit 33 is now asphalt. What appeared to be a new configuration of the Exit 37 diamond interchange was nothing more than the building of Biltmore Park Town Square nearby. See the 2007 photo of the same location for the changes to the area.

This diagrammatical overhead is no more as sign changes at Exit 31A of Interstate 26 are the first to indicate Johnson City, Tennessee for the 2003-extension of I-26 northward into the Volunteer State. Sign lighting is also no more. Work on the I-26 Connector between Interstate 240 and U.S. 19 & 23 north of Asheville is still pending. A new 5.1-mile alignment for Interstate 26 will carry the freeway across a new French Broad River crossing and avoid the substandard interchange between Interstate 240 and the U.S. 19 & 23 freeway at downtown Asheville. While ARRA money was allocated to the half-million dollar project, construction is still a few years away.

Clearview-fonted signs are continuing to become the standard within the state of Virginia. Signs for Interstate 381 north at Interstate 81 now are now in Clearview.

Not all signs in Virginia are new, as this set of U.S. 52 cutouts continues to live. Cutouts were generally dropped as a standard for route markers in 1970, though a handful of states continued into the mid-70s.

Rains and clouds from the outflow of the short-lived Tropical Storm Nicole fed a storm system stretching northward along the entire East Coast. We hit rainfall in Wytheville and intermittent drizzle and sprinkles northward into West Virginia. This set of Clearview-based signs was one of the few installed along Interstate 77 between Interstate 81 and the WV line. It replaced this previously illuminated set of signs.

The West Virginia Turnpike reaches its highest elevation at Flat Top, 3,252 feet above sea level. From this point northward, Interstate 77 descends to the first of three main line toll plazas along the 95.5-mile toll road. Passenger vehicles are charged $2.00 per plaza. EZPass discounts are only applied to those with a WV EZPass.

Interstate 64 west joins Interstate 77 north along the West Virginia Turnpike for 56.2 miles through to the toll road end at Charleston. Interstate 64 bypasses Beckley to the south en route to Lewisburg and Lexington, Virginia. North of Beckley, the turnpike changes landscape, entering a deep valley along side Paint Creek.

Near milepost 75, Interstate 64 west & 77 north pass over Four Mile Road and a glimpse of the original Memorial Tunnel comes into view. This two-lane tube was bypassed in 1987 with the current four-lane alignment to its north. The tunnel is used today for a variety of testing purposes from terrorist response drills to fire prevention systems. It is not open to the general public.

Interstate 64 west & 77 north span the Kanawha River at the West Virginia Turnpike end. Known as the Bender Bridge, the original span, now southbound, opened in 1954 to coincide with the initial Turnpike completion. The northbound span was added in 1975.

Interstate 79 draws to a close at the ramp split to Interstate 77 north and south. Although most brown sign bridges in Charleston saw their background screens removed, a handful along Interstate 79 retain them.

All signage for Interstate 77 north of the Interstate 79 terminus and south from Ripley was replaced with new panels utilizing Clearview font. Additionally, on-ramps to Interstate 77 now include California-style Freeway Entrance assemblies. Pictured in this scene is the U.S. 33 westbound merge with Interstate 77 north at Exit 138. U.S. 33 uses the freeway through to Exit 146.

U.S. 50 travels along a freeway from Interstate 77 west to the Blennerhassett Island Bridge across the Ohio River. The freeway begins west of the modified diamond interchange with Interstate 77 (Exit 176) and quickly splits with the original U.S. 50 alignment of 7th Street (now signed as West Virginia 618).

The Blennerhassett Island Bridge opened on June 13, 2008 at a cost of $120 million. Known as a Network Arch Bridge, the U.S. 50 span across the Ohio River concludes the Parkersburg south bypass to join U.S. 50 with an expressway bypass of Belpre, Ohio.

A signing oddity occurs with the U.S. 250 Business loop at New Philadelphia, Ohio. Traveling along the U.S. 250 freeway bypass to the south, motorists see green U.S. 250 Business Loop shields on guide signs for the ramps to High Avenue at Schoenbrunn.

Once on the business loop, signs see U.S. 250 Business within a small green guide sign.

A new diamond interchange is nearing completion between Interstate 77 and Tuscarawas County Road 80 in north Dover, Ohio. Work began on September 16, 2009 and completion is expected on November 23, 2010.

Sources:

• "U.S. 25 widening to begin." Times-News Online, June 4, 2009.
• West Virginia Turnpike @ Wikipedia.org.
• Blennerhassett Island Bridge @ Wikipedia.org.

A few highlights from the final day of traveling from the Cincinnati area back south toward the Gulf Coast of Florida…

The start of the morning has us heading north from the Covington area back into Cincinnati over the Brent Spence Bridge. Opened to traffic in 1963, this double-deck cantilever bridge carries Interstate 71 and Interstate 75 traffic from Kentucky into the western downtown area of Cincinnati, where the two interstates depart for Columbus (Interstate 71) and Dayton (Interstate 75), respectively. A study is currently underway to improve traffic flow and to replace the existing Brent Spence bridge. More than likely, a new structure will be built to replace the almost 47 year old bridge spanning the Ohio River.

Heading north on the lower deck of the Brent Spence Bridge toward the downtown area of Cincinnati. Photo taken 11/08/09.

Part of the trek around the Cincinnati area involved traveling Interstate 471. The short 5.75 mile expressway connects Interstate 71 in downtown Cincinnati with Interstate 275 and U.S. Highway 27 in Kentucky east of Covington and Newport. Originally planned in the 1960′s to connect Covington and Newport as the Riverside Expressway, Interstate 471 saw several changes in its controversial routing before being built in its current location. An interesting note about the expressway, the portion south of the Interstate 275 interchange is actually signed as Interstate 471, and not as Kentucky 471, its hidden route designation south of the greater Cincinnati beltway. So, the question must be asked, exactly where does Interstate 471 end? Most would say at the interchange with Interstate 275 but signs show otherwise…

This guide sign warns motorists that Interstate 471 ends 1/2 mile ahead. This sign is actually found just south of the interchange with Interstate 275 before the at-grade intersection with U.S. Highway 27. Photo taken 11/08/09.

Approaching the intersection with Alexandria Pike (U.S. Highway 27) and the beginning of northbound Interstate 471. Photo taken 11/08/09.

First northbound reassurance shield for Interstate 471 just north of the Alexandria Pike intersection and south of the interchange with Interstate 275. Photo taken 11/08/09.

The Smart Fix project along Interstate 40 between exits 388A (James White Parkway) and 389 (Hall of Fame Drive)in Knoxville, Tennessee is now complete and opened to traffic, as of June 12, 2009, 18 days ahead of schedule. The 14-month closure resulted in mainline Interstate 40 through traffic being rerouted onto Interstate 640 to avoid the construction area. The project included the widening of Interstate 40 into a six-lane urban arterial with four auxiliary lanes, rehabilitation and reconstruction of 13 bridges and other improvements, and a complete renovation of the interchange with Tennessee 158 (James White Parkway) at Exit 388A.

Traveling east along Interstate 40 after Exit 388A in Knoxville. This stretch of interstate was closed for 14 months as part of the Smart Fix project, a project at making a 40 year plus old section of Interstate 40 safer to traffic. Photo taken 11/08/09.

Newly reconstructed overpass for Hall of Fame Drive over Interstate 40 at Exit 389. This aesthetically pleasing overpass was reconstructed as part of the Smart Fix project along the interstate between exits 388A and 389. Photo taken 11/08/09.

Met up with fellow road enthusiast Dan Garnell the night before and discussed various topics around Michigan and the Great Lakes. One such item was the tanker fire that destroyed the 9 Mile Road overpass along Interstate 75. Dan told us that the damaged bridge was removed but little progress was made since the demolition on its replacement. The topic is discussed on the AARoads Forum.

The original Nine Mile Road bridge was rebuilt in 2008. Visible work on Interstate 75 at the overpass involves building new bridge supports.

A number of older state-named signs are still placed along the various freeway frontage roads in Detroit. The dated signs are not as prevalent as you would think, especially considering the derelict nature of the many surrounding neighborhoods in the city.

U.S. 12 represents the long survivor of five U.S. highways that once traveled through downtown Detroit. The highway follows Michigan Avenue eastward from Dearborn to its current end at Cass Avenue within the central business district. Our investigation of the end however revealed remnant signage beyond the Cass Avenue intersection through to Griswold Street, three blocks to the east. No end sign is posted.

A final eastbound U.S. 12 reassurance marker resides along Michigan Avenue between Washington Boulevard and Shelby Streets. An additional shield assembly was posted one block further east, but it was missing its U.S. 12 marker. Both assemblies and a companion westbound placard are posted east of the 2005 truncated end at Cass Avenue.

Michigan 85 ends assembly posted at the intersection of Fort and Griswold Streets in downtown Detroit. M-85 constitutes a 22.15-mile route between Interstate 75 Exit 28 and central Detroit. M-85 overtook a portion of M-3 along Fort Street between Clark and Griswold Streets in 2001 when the city of Detroit assumed control of the former state routes in the Campus Martius area.

A whole host of abandoned buildings rise or front the freeway rights of way through Detroit. This large structure looms above the Exit 50 off-ramp to Grand River Avenue at 2nd Avenue and Henry Street.

A short distance west of Exit 50, Interstate 75 enters the Gateway Project area with Interstate 96 and the Ambassador Bridge. As of November 2009, the project is 90% complete, with the remaining portion to be completed under the direction of the Detroit Bridge Company. A jurisdictional dispute between MDOT and the bridge company has resulted in a lengthy lawsuit and unfinished connections between the suspension bridge into Windsor Ontario from Interstates 75 & 96. Direct ramps are to be constructed that in effect extend Interstate 96 directly to the Ambassador Bridge. MDOT’s portions are complete; the bridge company’s have yet to begin. More on the discussion can be found on the AARoads Forum.

Within the Gateway Project area along Interstate 75 north at the split with Interstate 96 west. Note the partially constructed bridge to the right and the sign bridge directing nonexistent traffic onto Interstate 75 south and Interstate 96 west. This span awaits completion of the Detroit International Bridge Company’s portion of the Gateway Project…

Additional work is underway involving Interstate 696 as part of a $67-million bridge and pavement rehabilitation project. Repairs to 50 overpasses along the northern bypass are underway and work is expected to continue through 2010. More details can be found on the MDOT web site. Work next year will focus on upgrading the eastern terminal interchange of Interstate 696 at I-94 to replace pavement, repair bridges, and add freeway lighting.

Three cut and cover tunnels are present along Interstate 696 through the city of Oak Park. This image looks at the second in the series near the Greenfield Road diamond interchange.

Another ARRA project underway is deck replacements on 11 bridges over Interstate 96 within Detroit. Included is the removal of the abandoned railroad overpasses at the Local/Express split within the Davison Avenue (Exit 186B) directional interchange.

Continuing south to Toledo, we checked out the new Glass City Skyway and redrove Interstates 280 and 475 in their entirety. An ARRA project underway in Toledo includes a bridge deck overlay along Interstate 75 in both directions between Exits 200 and 198. Work reduces the freeway to four overall lanes and is expected to continue through October 2010. Another area project is the interchange reconstruction between Interstate 475 and Salisbury Road west and Dussel Drive east (Exit 6). Work here involves widening the east-west arterial as well and is expected to last until November 2011.

New Clearview signage for Exit 6 along Interstate 475 & U.S. 23 north.

Drivers on Interstate 475 north at Interstate 75 will also notice work ongoing with the Auburn Avenue bridge replacement. The original span was removed and new concrete pier supports are rising to the south of the freeway. This project is associated with similar replacements at Douglas Road and Central Avenue done in preparation for an eventual widening of Interstates 75 and 475. This initial bridge work will continue to October 2010. Future Interstate 475 work is discussed at ODOT’s The Future I-475.

Southbound along the Veteran’s Glass City Skyway on Interstate 280 over the Maumee River. The cable-stayed bridge replaced the Craig Memorial Bridge, a draw span still in use below the Skyway, when it opened June 24, 2007.

The Ohio Turnpike began accepting EZPass customers on its 241-mile course in October. Pictured here is the toll plaza connecting Interstate 280 and Ohio 420 with Interstates 80 & 90 near Toledo. Note the addition of EZPass only lanes. Drivers using these lanes must still come to a complete stop however.

Heading south toward Dayton, Interstate 75′s three business loops are unsigned from the freeway mainline. Tim Reichard has their paths covered over at his Highway Browser for those who want to know. Unfortunately we did not consult this list, so we passed them by unknowingly…

Interstate 75 expands to six lanes from Exit 74 southward into Dayton. Construction is complete involving the upgrade of the junction with Interstate 70, also dubbed the Freedom Veterans Crossroads. A new flyover was added from Interstate 75 north to Interstate 70 west to go along with a second directional ramp from Interstate 70 west to I-75 south as well. These movements replaced loop ramps.

Also associated with the I-70/75 reconstruction was the building of a new diamond interchange with Benchwood Road west / Wyse Road east (Exit 59). This exit replaced the folded diamond interchange with Little York Road. Bridge supports and retaining walls feature a soaring airplane motif.

Began in Spring 2005, the $145 million project to upgrade Interstates 70 & 75 interchange was completed this month.

Once within the city of Dayton, Interstate 75 drivers enter another major construction project. Entitled the “Downtown Dayton Sub-Corridor“, the three-phase project involves widening, the eliminating of left entrance and exit ramps, improving the curvature of the roadway, ultimately leading to the eventual construction of a new interchange at downtown to replace multiple off-ramps. Work began in 2007, with Phase 2 slated to begin in 2012.

Phase 1A of the Dayton Sub-Corridor project focuses on interchange upgrades with Ohio 4 and Main Street / Grand Avenue. Pictured here is work at the Exit 55 off-ramp to Ohio 4 east and Webster Street south to Fifth Third Field.

Additional Sources:

1. Veterans’ Glass City Skyway @ Wikipedia.org.
2. Weekly construction updates from ODOT (WTVG).
3. I-70 / 75 Interchange (ODOT).

The eastern end of I-490 at 55th St. The freeway was to have extended eastward.

The beginning of westbound I-490. Two lanes come in from northbound 55th St, and one from southbound – leaving the fourth lane to simply appear after the merge point. The freeway was originally planned in the late 70s as a connector route and opened in September of 1990.

The first westbound interchange occurs with I-77, if you go north here I-77 will almost immediately end at I-90, the innerbelt, in downtown Cleveland. Plans were bandied about several years ago to extend I-490 eastward as originally planned and then northward to I-90 as the “University Circle Freeway”, thus freeing up stresses on Cleveland’s innerbelt. I’m not sure if the plan has been fully dropped or not – maybe a reader can speak up?

The I-77 stack is 4 levels and symmetrical, I-490 goes down to two lanes on the lowest level.

7th St is the only interchange between I-490 and a surface street. The interstate here is 4 or 5 lanes westbound, and offers great views of the industrial river valley below and the Cleveland skyline, albeit through a fence.

I-490 westbound ends at the junction of I-71 and I-90. This is a nearly symmetrical stack, you can’t go northbound/eastbound on I-90.

The shoreway runs over the Cuyahoga River on a surprisingly new viaduct. The road is literally within spitting distance of downtown buildings on either side.

The elevated portion of the shoreway through downtown is signed as Ohio 2, and is between two and three lanes.

The road offers some great views of the Cleveland skyline, showing especially how the city was built as a strategic location on a bluff overlooking both river and lake. With the planned demolition of this road, these views will be lost.

The previous views looked eastbound, the following two are headed westbound. I-90 is a large and very busy expressway into downtown Cleveland. To the east the driver can see great views of Lake Erie.

 As it splits with Ohio 2, which runs straight ahead, I-90 has a very sharp curve – known locally as dead man’s curve. The road features lit warning signs and rumble strips, but even those don’t seem to help 100% of the time. As America’s longest interstate makes a sharp urban curve, the area directly ahead is littered with bumpers and skid marks!

Eventually, we’ll manage to get all of the downtown Cleveland photos up. Next on the Ohio photography agenda, I-490!

The US 42 end sign in Cleveland’s Public Square

Public Square features specialized brown signs on each side, the one that interested me the most had this seemingly out of place, but accurate, green Ohio Turnpike shield embedded in it.

Unfortunately, much of the square is currently torn up due to construction and some of the signs were down or difficult to photograph. Ontario Street is being rebuilt on this block to add more capacity and more bus lanes, as this is a hub of the bus system in the city.

Euclid Street runs east out of downtown, and hosts US 20. The interstate system in the downtown area is well signed, but there are very few if any standalone signs. Most interstate shields sit on these speciality green background signs mounted on various existing poles.  

More Cleveland soon, including Ohio 2 (The Shoreway), and I-490.