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).

On the mountain pass between Chama, New Mexico, and Cumbres, Colorado – both states call this one highway 17. The sky was dark blue, just after sunrise – the snow is that bright, and there is just that little atmosphere, at 10,000 feet.

Sunset over the plains of northeast New Mexico. Old US-64 (now state highway 325) near Capulin Volcano.

An undisclosed location in northeast New Mexico, home to my friend Dale. Certainly no old signs to be found anywhere.

Getting up early for the yellow yield sign.

Here’s a very old white guide sign … with a new shield bolted on top. I am quite sure that someone could make a crowbar discovery of an older COLO 184 black and white shield under there.

We turn off 160 onto highway 84, which just barely extends into the state from New Mexico.

And, look at that, we’re in New Mexico. But only briefly – we’ll be crossing between the two several times.

Highway 17, coming north from Chama across the mountains, back into Colorado.

The top of the pass.

Do not ask me how this photo came out these colors. Setting the white balance so the snow is white turns the trees in the sun … bright orange!

Further down highway 17, about to cross the main ridge of the Rockies.

And now we’re back on 160.

In one of the small towns on 160 is this extremely new-looking yellow yield sign. It is facing the southern sun, so if it were actually old, it would be a lot more faded. Someone definitely pulled out the wrong signing manual, and good for them!

The last known old-style shields in Colorado. They dropped the state name in 1971, and brought it back in the late 1990s, but this older style with the small numbers is next to impossible to find.

Now that is how to correctly display one’s cattle brand!

Too bad, because that is the old US-85/87 alignment heading over Raton Pass.

There’s one final old-style interstate shield in Colorado … yep, it’s just before the state line.

Who wants a decrepit old stop sign? Yes, this was once red and white, and now it is there for the taking, in a tree, somewhere in northeast New Mexico. In fact, not too far from where I’m staying for a few days.

At some point, it snows. I might be staying more than a few days!

Quick, let’s measure how much fell, using the handy-dandy rocket-launcher-looking precipitation collector!

A ridge of wind-blown snow.

The universal gesture for surrender.

Grim and frostbitten Saskatchewan.

Snow and ice, for everyone’s benefit.

Nothing like a snowstorm in the rockies!

Snow and ice and old signs everywhere.

One more.

Oddly, not a single bit of snow on the trees.

This one must’ve taken one for the team.

Time to venture out some.

NM-325 is old US-64 heading past Capulin Volcano.

Here, old 64 heads through Folsom.

Back at the ranch.

Strange, the snow didn’t shovel itself in our absence.

Certainly the best time of day to view old reflectorized signs.

Try not to drive quite so fast through the front yard.

One more view, of house and mortar.

And back home we go. We’re all the way across New Mexico by the time dawn approaches – this is a truck stop on I-40 in Arizona at the US-191 turnoff.

I’m not sure who came up with this, ahem, design concept.

Arizona used some colored loop route shields in the early 2000s, but apparently they suffered from fading problems, so the state abandoned them. There are still a few of them floating around the Phoenix area.

And here is black loop 303. Loop 202 was brown.

This is a horrible photo, but it does show this shield style, which California does not use often.

A view of Chuckwalla Valley Road in Riverside County, which is an old alignment of US-60/70, complete with 1940s style white railing.

Indio is not content to be precisely at sea level.

A 1930s porcelain Auto Club sign on old US-60/70.

And that wraps up that trip!

The only button copy sign in Nevada. This one is very, very old.

Ominous clouds over old US-91 in southern Utah.

Red rock country. Utah, everybody.

Highway 95 at sunset.

Highway 95 somewhat past sunset. This wide-angle shot (about 140 degrees field of view!) is made possible by a fisheye lens and a rectilinear conversion tool. Large version of image is 7000 pixels wide!

On top of the creatively named Mountain Pass between southern California and Las Vegas, just north of Baker. Don’t mind the foreground – I combined several exposures and kept the stars in place.

Las Vegas under the fog.

How old is the button copy sign? That’s a scraped off US-91 shield on the back of the sign! There’s a 466 on the other side, and you can go here to see some actually clear (daytime!) photos of the shields. US-91 was gone by 1974, US-466 by 1971 … and that style of sign dates back to before 1963!

Sunrise, somewhere in southern Utah on old US-91.

The business loop in St. George.

Unlike Nevada, Utah is filled with button copy signs.

Do not get eaten by cows.

Red rocks on Utah state highway 14, heading east from Cedar City.

What’s this, we’re driving into a snowstorm?

Turning north onto highway 143, and looking back west at the one remaining patch of clear sky.

About to hit the top of the pass (10420 feet). And yes, I did make this photo black-and-white. It wasn’t quite that gray out – but it was close!

Just about at the pass.

And coming down now.

There’s really no place to pull over to take pictures, so I employed the Norwegian technique of just stopping in a lane and figuring people are smart enough to go around.

Definitely a view worth stopping for.

This may very well be the oldest interstate shield in Utah … and alas, it lacks the state name. There are none left with the state name, unless you count two in Salt Lake City that have been covered up.

Some cutout shields intended for green sign use made it onto poles on the 70/89 multiplex.

All the green has fallen off of this sign.

The longest gap between services on the interstate system.

Turning south onto state highway 72.

72 ends at 24, and here we head east into red rock country.

Utah features this sort of land for hundreds of miles.

I don’t know what causes the kind of wavy line present in the clouds at upper right.

Now on highway 95, which heads towards the Four Corners area.

Getting close to sunset.

Past sunset, and just north of the Colorado River crossing on highway 95. This is a combination of two exposures – with a single shot, either one has no detail on the ground, or one blows out the skies.

And here is the river itself. If you look carefully, you can see the bridge.

Even further past sunset.

And here we’re finally getting to the bridge.

An extra-wide-angle shot showing all the clouds.

And an actual sign photo to close things off with. Coming up, Colorado to New Mexico.

Started the day on a frosty morning in Petoskey, traveling up U.S. 31 through resort towns by scenic lakes and hills to its end at Interstate 75. Stopped by Fort Michilimackinac State Historic Park in Mackinaw City to view the Mackinaw Bridge in 27 degree wind. The Mackinac Bridge, nicknamed the "Mighty Mac" or "Big Mac", spans the Straits of Mackinac between Mackinaw City and St. Ignace. The Straits connects Lakes Michigan and Huron and separate the Upper and Lower Peninsulas of the state. Traveling a distance of 8,614 feet, the suspension bridge is the third longest in the world. Drivers travel the span for a total of five miles when incorporating its approaches.

The Mackinac Bridge opened on November 1, 1957 after three and a half years of construction to replace ferry services connecting U.S. 23 with U.S. 2 at St. Ignace. Towers of the signature span rise to a height of 554 feet and are sunk 210 feet into the submerged bedrock. Every Labor Day morning two lanes of the span are closed to vehicle traffic for the annual Bridge Walk.

Tolls are levied to cross the bridge in both directions at a rate of $3.00 per passenger vehicle. Speed limits are set at 45 for passenger cars and 20 mph for commercial trucks. There are no shoulders on the bridge and the inside lanes constitute an open steel grid to reduce both its load and improve its wind resistance.

Interstate 75 draws to a close at the customs station just north of the Exit 394 diamond interchange with Easterday Avenue in Sault Ste. Marie. The customs plaza lies at the foot of the tolled International Bridge leading north to Sault Ste. Marie, Ontario. Fees to cross the cantilever bridge are set at $2.50 per passenger vehicle.

Business Spur Interstate 75 joins downtown Sault Ste. Marie with Interstate 75 (Exit 392). The spur continues the Great Lakes Circle Tour as well and follows Riverside Drive east to its end near Ashmun Street. Business Loop Interstate 75 through St. Ignace represents the former alignment of U.S. 2. U.S. 2 was shortened 53 miles from its Sault Ste. Marie end in 1983 to Exit 344 of Interstate 75. However the route was removed from State Street in St. Ignace when Interstate 75 first opened.

A look at the northbound ends signage for Business Spur Interstate 75 on Riverside Drive in Sault Ste. Marie. Riverside Drive continues southward from the end to 22 mile Road near Stirlingville.

Business Loop Interstate 75 ends at the U.S. 2 westbound beginning in St. Ignace. This shield assembly is done entirely in Clearview font!

Heading back south onto the Lower Peninsula, Interstate 75 remains somewhat lightly traveled through to its merge with U.S. 23 near Standish. The southbound rest area at milepost 262 is currently closed, but will reopen summer of next year. The freeway expands to six overall lanes from Exit 164 southward to Exit 144 and eight lanes from Exit 144 to Interstate 475’s north end (Exit 125).

Interstate 675 is undergoing major reconstruction involving the northern terminal interchange and the bridge over the Saginaw River. Currently the northbound ramp to Interstate 75 north from Interstate 675 north is closed. Additionally the entire southbound side of the freeway was closed over the Saginaw River until this afternoon (November 13) at 3 pm! An awkward detour was in place from Interstate 675 south for interests to downtown Saginaw utilizing Interstate 75 south to Interstate 675 north. The work is part of a $42-million improvement project on the freeways deteriorating bridges. Construction on the northbound side, which is currently relegated to one through lane across the river, is slated to begin in March 2010.

Northbound Interstate 675 travelers squeeze through one lane across the Saginaw River through to Exit 3 (M-58). The restriction will remain in place throughout the winter season leading to a complete closure of the river span when construction resumes in the spring.

Interstate 475 provides the urban loop joining the downtown area of Flint with Interstate 75 to the north and south. Surprisingly, the freeway carries a 70 mph speed limit throughout its 16.99-mile routing. The freeway carries six lanes from Exits 13 to 4. Interstate 75 meanwhile stays west of the city, meeting Interstate 69 near the GM Truck and Bus Assembly Plant. While passing by the factory along I-75 north, we noticed a set of traffic lights hanging above Spielman Drive on the facility grounds. The signals were deactivated at the time, but are visible in street view.

A symmetrical stack interchange joins Interstates 475 and 69 southeast of downtown Flint.

Sources:

1. Mackinac Bridge (Keith Stokes).
2. More construction complications on Interstate 675 in Saginaw County (The Saginaw News).
3. Traffic is flowing again on southbound I-675 (WJRT).

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.

It was a dark and snowy night…

Don’t eat the orange snow. Distant municipal lights provide the mushroom-cloud effect. I took this picture by the side of US-45 in Michigan.

The US-41 bridge in Houghton, Michigan.

Oh, nothing to see here, just the last embossed cutout US shield in the wild. Both that and the M-203 date back to the 1930s, and have definitely been repainted several times.

The oldest shield in Wisconsin, complete with old-style CITY banner. This one, and one just like it further down the same road, date back to about 1958.

Sunrise on the third day, along US-51 in Wisconsin.

Somewhere over the midwest.

State-named shields in Minnesota are getting harder and harder to find.

Passing by the airport on our way out of town.

Wisconsin is not known for paying much attention to shield shape. This one is correctly identified as US-8, yet it appears in the triangle-and-rounded-rectangle state route outline. The “US” dates the sign to the 1970s.

Just several intersections away is this 1962-spec US-8 shield! Good old Barron County, which figures that if the sign was good enough for Kennedy, it’s good enough for you and me.

This is what a correct 1970s US-8 shield looks like.

This one? Not so much.

You guessed it – we’ve reached US-45.

Leave it to the moose to get it right.

The very last county road before the Michigan state line features this very old county route marker, made to a 1950s standard.

The very first reassurance marker features Michigan’s custom font.

We’re in nimrod country.

Snow-covered trees in the high beams.

Another view of the bridge in Houghton.

Grain elevator at sunrise.

Highway 41 heading into the sun.

Well, so much for getting drunk while getting clean.

An old embossed county marker still stands here.

Close-up of the old shield.

We’re back in Wisconsin now, and find this oddly-fonted assembly.

A somewhat older US-141 shield.

State-named I-43 shields float around, but aren’t all that easy to find. This assembly dates back to 1987.

I have no idea who is responsible for this one.

Here we go again mixing up state and US routes.

Somewhere just south of Green Bay.

This gantry is on the road coming off the US-10 ferry at Manitowoc.

Heading into sunset on US-10.

What’s hidden in that tree?

This classic shield is in Sheboygan.

Can’t all be winners.

Here is why we can’t find a state-named I-39 shield in Wisconsin: all the old trailblazers predate the number! Only I-90 trailblazers exist buried in towns.

What does Wisconsin seem to do a lot?

The other old US-14 shield.

Apparently, squirrels come in black outside of Washington, DC.

Squirrels, guide signs …

The state route shields with “WIS” date back to between 1962 and, officially 1982, though new ones still pop up on occasion.

Outline shield and inverse shield on the same gantry.

The only older style US-10 shield I found.

Two blocks over, we get this one.

The rustic route system follows everything from state highways down to goat paths.

One last state-named shield before the airport.

That’s all, folks!

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…

I’ve got this Arizona US 89 on eBay right now.

and am putting in an order for shields in general. Email me at shields@aaroads.com with your request – any state, any number.

two from sunset, tonight here in northeastern New Mexico.

some sign-oriented photos soon … going to be making a small trip this weekend with fellow AARoads contributor Kevin Trinkle; hopefully some good New Mexico, Colorado, Oklahoma, and Texas photos will result from that.