There must be more than a few roads in the country that have been part of a state highway system, decommissioned, and then reinstated somehow.
One example: Washington accidentally deleted SR 304 (a short connector in Bremerton to the naval shipyard and main ferry terminal) because the legislature thought it was deleting SR 306 (a state park route). (Source: this 1993 bill report (http://lawfilesext.leg.wa.gov/biennium/1993-94/Pdf/Bill%20Reports/Senate/2023-S.SBR.pdf))
KY 579 existed in Jackson County up until sometime in the late 1970s/early 1980s, when it was deleted from the state system and turned over to the county.
The road is now state-maintained again, as KY 3444.
Parts of VA 70 and VA 56.
US 48, deleted and restored twice
Quote from: SkyPesos on September 06, 2021, 09:24:43 PM
US 48, deleted and restored twice
OP means on the same roadway...
Also parts of VA 43 (south aproach to BRP) and VA 57 (east of Chatham).
A couple dozen or more South Carolina state highways were downgraded as part of the mass conversion to the secondary system in 1947 that were later returned to the primary system. IIRC the only one that didn't get its number back is SC 106 southwest of Aiken which became SC 302 instead. In more modern times, SC 281 was removed entirely and restored to some of its same routing in Beaufort (though was never taken out of the primary system).
NC did this with a part of NC 212 - deleted some of it near the TN line but restored it when they paved it.
The portion of Route 229 between Creston, CA and the one-lane segment was part of US 466 prior to 1958, then was brought back as a signed route in the late 60s.
Goodyear Road between Benicia and Cordelia had been US 40 originally until the mid-1930s, then was Route 21 starting in the late 40s until the 1960s when the bypass freeway (now I-680) was constructed.
Not sure how long of a gap there was between the signed US 101 days and the portions of former 101 in Soledad (now Route 146) and Santa Margarita (now Route 58). However, there was about a 25-30 year gap between US 101 running down the western alignment from Orcutt to Los Olivos (since moved to the current bypass routing more inland) and Route 135 being assigned to that corridor in 1964.
A subtle one: while the Nimitz Freeway from I-280 to Route 262 has existed for many many years and was always Route 17 until the eighties, there was a gap between the initial phase it was in the Interstate system (1958-1964 or so with 280 and 680) and 1984-present as I-880.
Route 99 was the originally planned I-5 from Wheeler Ridge to Sacramento prior to 1958, and is potentially slated to eventually be an interstate someday after all.
An on-paper one: Route 65 has never been built between Roseville and Orosi, yet at one point there was a legislative gap between Route 152 and Route 104 but that segment has been restored to the route definition.
The portion of M-108 along Nicolet Street in Mackinaw City (all whopping 1.16 miles of it) was decommissioned in 1957 and recommissioned in 1960. (Then decommissioned again in 2010.)
M-30 between US-10 and M-20 in Midland County was decommissioned in 1962 and recommissioned in 2009. About 1.5 miles of this now 5-mile stretch originally was on different alignment with a jog to the west through Sanford. After the county built a bridge over the Tittabawassee River that also connected the two stub ends of North Meridian Road, this stretch of road was transferred to the state.
A maybe: M-143 was decommissioned in 1989, and then the portion in East Lansing (between M-43 and the Lansing city limit, a couple blocks shy of US-127) was re-signed in 2013. I'm not sure if that portion was truly decommissioned and then recommissioned 24 years later, or was always state trunkline and was just unsigned during those years. But for this discussion, I think it counts.
NY 63 between Wayland and Dansville was decommissioned in 1967 when the first section of the Genesee Expressway opened. NY 245, which had overlapped 63, was moved onto the expressway. Presumably, this was to encourage drivers to use the expressway.
By the late 1970s, the expressway – with the I-390 designation and more sections completed – was well-established as the through route, so around 1978 NY 63 was re-established on its former route.
I assume that in the interim it had been inventoried as a state reference route, but I don't know what it would be (per NYSDOT practice, the reference markers were not changed).
A stretch of US 64 was bypassed by a new alignment, got dropped from the highway system...a couple of decades later, it got brought into the state highway system as Oklahoma 134, got dropped from the highway system a year later...then got brought back as Oklahoma 325, which it is to this day.
Quote from: Mapmikey on September 06, 2021, 09:44:44 PM
Quote from: SkyPesos on September 06, 2021, 09:24:43 PM
US 48, deleted and restored twice
OP means on the same roadway...
US 401 fits this. Like US 48, it has also been deleted and restored twice, but in the second time it was brought back it took over part of the route of a previous iteration.
IN 329 was a former alignment of IN 29 that ran from the point where IN 29 veered off onto its new routing, up to IN 25/17 in Logansport.
The route, like many in cities, got turned back over to local control.
However, when the new Hoosier Heartland Hwy was constructed to carry IN 25, IN 25 was re-routed along most of what used to be IN 329, and IN 329 was restored to the remainder.
Do Michigan's Intercounty routes count? Several of them are on former routings of state or US highways, including (among others):
H-40 and H-63 in the UP
F-41 in the northern LP
A-2 and A-45 in west MI
PA 145 in Allentown? It ended at US 22 after the Lehigh Valley Thruway was built as before it had to continue at least to Tillman Street which was original US 22. Whether it continued beyond it like it does now, I am unsure.
Sometime in the eighties PennDOT restored it south of Present US 22.
The routes in Raleigh, NC? Wasn't both NC 50 and US 70 for a short time used the Cliff Benson Beltway after being removed from the city center. Now they are back on the city streets.
What about US 13 in Norfolk and Chesapeake in the Hampton Roads area of VA? It was on I-64 for a short period before being put back on Military Highway.
CA 275 when nobody wanted to take the Tower Bridge off the state's hands.
NC 13 -> highway removed 3 times
NC 295 -> removed then reinstated in 2020, now removed again.
Oh god. Utah is full of these, sometimes with some extra renumberings thrown in as well.
My personal favorite is the north-south route through Aurora, in Sevier County in the central part of the state. The part south of Aurora was originally US 89, but 89 was eventually moved to a bypass (now SR 24) and the entire road from what is now SR 24 through Aurora to US 50 became SR 256. That was dropped in 1969, but then Sevier County got sick of maintaining it and it was restored in 1990 as SR 170. It was then renumbered to SR 260 two years later because apparently it was too confusing to have SR 170 close to I-70.
14600 South in Salt Lake is another good one. The entire thing from Redwood to US 89/91 was added to the state system in 1933 as SR 160, but only two years later it was renumbered to SR 161, which was deleted in 1953. When I-15 was built in the early 1970s, the east end of 146th was realigned, and the easternmost part between the interstate and its west-side frontage road became part of a realigned SR 287. Then in 1984, the entire length of 146th from Redwood to I-15 became SR 140... but in 2016, all of 140 west of 800 West was deleted once again.
Yet another is Brush-Wellman Road in Millard County. Today the easternmost 8 miles of the road is SR 174, created in 1985 to connect US 6 to the Intermountain Power Plant... but from 1968 to 1969, it was part of the much longer SR 215 which continued further northwest all the way to proposed mines in the Topaz Mountains.
The portion of SR 248 east of US 40, added to the route in 1990, was pretty close to the pre-1953 SR 34... although the 40/34 junction was three miles east of today's 40/248 junction, and most of old 34 followed an alignment slightly to the south of 248, the two routes do share the same location for about a mile heading into Kamas.
SR 195, created in 1935, was an L-shaped route connecting Syracuse and Hooper in Davis and Weber Counties. Most of it was removed from the state highway system in 1947, but the removed parts were all added back later as part of SR 127 (1965) and SR 110 (1969).
The highway from Parowan northeast through Paragonah was originally part of US 91. When I-15 was built, it was renumbered SR 76 by the transportation commission...except apparently the state legislature did not agree, and the road was removed from the state system once I-15 was completed. But it was brought back in 1978 as SR 271.
SR 194 was created in 1935 along Orchard Drive in southern Davis County. It was deleted in 1947, restored in 1953 as a new SR 255, and deleted again in 1969.
Old Highway Road from I-84 to Mountain Green was part of the original US 30S, removed from the state system when I-84 was built, then restored in 1985 as part of SR 167. The other part of 167, going over the hill to SR 39 on Trappers Loop Road, was itself a restoration of an earlier SR 85 that had existed from 1935 to 1945: however, only two years later, this entire stretch was relocated to a new alignment about a mile west of the old one.
Parts of SR 196, created in 1998, are along the original alignment of the Lincoln Highway, which was a state highway until about 1920 when the Lincoln moved to Johnson Pass along what is now SR 199.
The entire length of SR 35 was deleted in 1989, but this was probably a mistake as there was a lot of route shuffling going on at the time with multiple routes being realigned due to Jordanelle Dam construction, and 35 was brought back the next year on the exact same alignment.
SR 8 in its current form is a restored portion of old US 91, decommissioned in the early 1970s before being brought back in 1996.
I'm sure there are others. The Utah state highway system has never really been known for its organization.
MD 3 - my understanding is that it formerly ran the length of the Robert Crain Highway from Charles County to Baltimore. Once the Harry Nice Bridge was completed in 1940 and US 301 was routed into Maryland, it fully replaced MD 3 on the Crain Highway into Baltimore (and the orphaned section of MD 3 south of the Nice Bridge became MD 257). Finally, once the initial span of the Bay Bridge was completed in 1952 and US 301 was rerouted to head up the Eastern Shore to Delaware, MD 3 was restored on the Crain Highway from US 50/I-595 to Baltimore.
(Later, the construction of I-97 in the 1980's resulted in MD 3 being truncated out of Baltimore to its present length and MD 3 Business being orphaned.)
I-495 in MD. It was dropped in favor of I-95, but later restored to be concurrent with its parent.
US 13 in Hampton Roads. It originally ran on Military Highway, moved to I-64, and then moved back to Military Highway.
US 17 in Wilmington, NC was where it is now crossing the Cape Fear River, then moved to nearby I-140 to be placed back on that particular bridge.
OH 246 was truncated to end at US 20 (Reynolds rd) in Toledo years ago. Was just extended west to I 475 last month when the new exit opened.
Used to run to US 20 (where 20A) now ends in Williams County.
OH 120 was removed from Cherry St in Toledo 1962 and added back in 1989.
In Canton, Ohio, SR 791 served as a connector between the original alignments of US 30 and US 62. After both routes were realigned onto the same freeway, the route was deleted in the late 1970s. It later came back, this time as SR 297, in the 1990s. SR 297 had previously been a separate route just west of here that was on Whipple Avenue.
When US 21 was replaced by I-77, most of its route between Byesville and Lower Salem became county road, with a couple minor state route extensions to avoid creating dangling ends. About 2 years later, ODOT rolled back the state route extensions and created SR 821 to follow US 21's original route.
There are two tiny examples in West Virginia:
Gem Road (Burnsville to Gem in Braxton County)
Gem Road was originally posted as WV-94 from Burnsville to Cogar Hill Road (Copen Road) in the early 1940s. After less than 10 years, the road reverted back to a secondary route. Gem Road got a huge boost in the early-1970s when the newly constructed I-79 was unofficially opened from Sutton to a temporary access road before the Salt Lick Creek Bridge, which was still under construction. In November 1973, this section of I-79 opened and traffic needed to use the Burnsville exit (Exit 79) to access Gem Road. Shortly after, WV-5 was truncated to I-79 to facilitate the construction of Burnsville Lake on the Little Kanawha River. About 1978, WV-5 was extended to the village of Heaters on US-19 using Gem Road, incorporating much of what had been WV-94. Note that the original route of Gem Road crossed Salt Lick Creek into downtown Burnsville, which was removed in the construction of I-79. WV-5 uses Walbash Street (yes, that is the correct spelling) to access Gem Road. A quirk of this arrangement is that now there is a section of old WV-5 from Walbash Street to I-79 which is unnumbered.
Patrick Street in Charleston, West Virginia
When the Crazy Loop was created in the late 1960s for the intersection of US-60, US-35 and US-21, a short section of Patrick Street was "bypassed" using Rebecca Street. The original routing of US-60 eastbound on Patrick Street ended on a steep slope at the T-intersection with West Washington Street, which created huge delays due to heavy truck traffic. All traffic was routed one block west using a gentler grade. However, locals refused to use the Crazy Loop and stayed on Patrick Street. A few years later, that section of Patrick Street was officially redesignated as Connector US-60 (unmarked). Note that US-35 switched to the other side of the Kanawha River after the Silver Bridge disaster, and US-21 was truncated first to Bluefield and later to Wytheville.
Also wondering about this one:
Question Mark: WV-311 near White Sulphur Springs
What is now WV-311 at I-64 Exit 183 was once US-60. In the mid-1940s, the new route through Jerry's Run was completed as Alternate US-60. In 1947, this was commissioned as US-60 and Virginia renumbered the old section US-60 as VA-159 and an extension of VA-311. I originally understood that the then WVSRC (State Road Commission) didn't immediately extend WV-311 into West Virginia along this section. But I am unable to find any evidence. Fun fact: the other section of WV-311 was originally numbered as WV-81. That was conveniently renumbered in 1941 to match VA-311 on both ends (not all that long before I-81 was conceived).
Quote from: Dirt Roads on September 12, 2021, 08:14:32 PM
There are two tiny examples in West Virginia:
Question Mark: WV-311 near White Sulphur Springs
What is now WV-311 at I-64 Exit 183 was once US-60. In the mid-1940s, the new route through Jerry's Run was completed as Alternate US-60. In 1947, this was commissioned as US-60 and Virginia renumbered the old section US-60 as VA-159 and an extension of VA-311. I originally understood that the then WVSRC (State Road Commission) didn't immediately extend WV-311 into West Virginia along this section. But I am unable to find any evidence. Fun fact: the other section of WV-311 was originally numbered as WV-81. That was conveniently renumbered in 1941 to match VA-311 on both ends (not all that long before I-81 was conceived).
Here is proof West Virginia directly renumbered that tiny bit of US 60 as WV 311. Go to page 9 here of the 1947 Virginia request, which included a letter from West Virginia:
https://na4.visualvault.com/app/AASHTO/Default/documentviewer?DhID=b117d315-34e6-ea11-a98a-ff9beffbfef8&hidemenu=true
If you are not familiar with the AASHO website to see old documents, you can instead go here first, then you can search VA and route 60 and click on 1948's pdf - https://grmservices.grmims.com/vsearch/portal/public/na4/aashto/default
M-69 between east of Randville was initially redesignated with that number in 1926 and extended to Bark River in 1930. This whole section was transferred back to the counties in 1960 and then transferred back to the state in 1993. The counties tried several times to give it back to the state during those 33 years.
Quote from: Dirt Roads on September 12, 2021, 08:14:32 PM
Question Mark: WV-311 near White Sulphur Springs
What is now WV-311 at I-64 Exit 183 was once US-60. In the mid-1940s, the new route through Jerry's Run was completed as Alternate US-60. In 1947, this was commissioned as US-60 and Virginia renumbered the old section US-60 as VA-159 and an extension of VA-311. I originally understood that the then WVSRC (State Road Commission) didn't immediately extend WV-311 into West Virginia along this section. But I am unable to find any evidence. Fun fact: the other section of WV-311 was originally numbered as WV-81. That was conveniently renumbered in 1941 to match VA-311 on both ends (not all that long before I-81 was conceived).
Quote from: Mapmikey on September 12, 2021, 09:13:20 PM
Here is proof West Virginia directly renumbered that tiny bit of US 60 as WV 311. Go to page 9 here of the 1947 Virginia request, which included a letter from West Virginia:
https://na4.visualvault.com/app/AASHTO/Default/documentviewer?DhID=b117d315-34e6-ea11-a98a-ff9beffbfef8&hidemenu=true
If you are not familiar with the AASHO website to see old documents, you can instead go here first, then you can search VA and route 60 and click on 1948's pdf - https://grmservices.grmims.com/vsearch/portal/public/na4/aashto/default
Many thanks. The AASHTO website works differently than the last time I visited (some time ago).