I didn't put this in General Highway Talk, because they're a dime a dozen in the western half of the US.
Edit: Apparently the mods thought otherwise, which is fine!But in the land of the survey township, this is a pretty rare phenomenon. Generally original highways follow section lines, and even if they don't, there's too many houses, private drives, and intersecting roads to build a freeway directly over them. So the original US or state route is built in one place, and the freeway that replaces it is built somewhere else, running parallel, and you can drive whichever one you like.
I've found two examples in Michigan of a freeway being built directly over the highway it replaced.
- US 131's northbound lanes, just north of Reed City, obliterated about 4 miles of the original US 131 between 7 Mile and 11 Mile roads.
- I-75's southbound lanes were built on top of US 27 between exit 249 (US 127) and exit 254 (BL I-75 Grayling).
Any others?
This is more common on non-Interstates that were gradually upgraded rather than as part of a nationwide plan.
I-64 between Toano, VA and Williamsburg, VA displaced VA 168. In fact the frontage road is the original two lane highway for VA 168 that later became the EB lanes, in which the current EB lanes of I-64 is the former WB VA 168 lanes.
Then I-95 stole the original NB Lanes of US 301 from Jarrat, VA to Carson, VA making a four lane rural arterial into a two lane road.
I-77/81 did this with US 11-52 for a lot of its duplex east of Wytheville.
most of I-77 from Rocky Gap south to SR 606 was built on top of US 21-52.
Mapmikey
I-55 in Chicago. The Stevenson Expressway (1964) from LaGrange Road to about Damen was built directly on top of and obliterated the Illinois & Michigan Canal (1848).
I believe the Bruckner Expressway (I-278) in the Bronx pretty much replaced Bruckner Boulevard where they coincide. The boulevard was relocated to a service road under or around the road.
Also, I-84 entirely replaced CT/MA-15 east of Hartford, but it was a gradual process.
Portions of I-295 in New Jersey did this as to US-130. When I was a kid, part of the road designated as I-295 still had some driveway and car park access in West Deptford Township. When they finally upgraded the highway through that area, they built frontage roads. There are still some extremely sharp turns on some of the ramps through there.
The Fairfax County Parkway (VA-286) is partly a freeway but mostly an expressway with at-grade intersections. It replaced a substantial portion of old two-lane Pohick Road (secondary route 641), a small segment of Rolling Road (secondary route 638), and a portion of Backlick Road (secondary route 617).
Quote from: getemngo on March 21, 2014, 03:05:03 PM
I didn't put this in General Highway Talk, because they're a dime a dozen in the western half of the US.
But in the land of the survey township
???
(https://www.aaroads.com/forum/proxy.php?request=http%3A%2F%2Fupload.wikimedia.org%2Fwikipedia%2Fcommons%2Fthumb%2F8%2F83%2FMeridians-baselines.png%2F640px-Meridians-baselines.png&hash=1d69f1543d45e88aa7471bda73df4ee330814ba5) (http://upload.wikimedia.org/wikipedia/commons/8/83/Meridians-baselines.png)
A western example but still noteworthy: part of the Glenn Highway freeway northeast of Anchorage obliterated a few miles of the old road.
What stings about that is, there is now no alternate highway route of any kind for that stretch, not counting the super-long ferry detour via Whittier and Valdez. That means huge delays from construction on that stretch, which in one case almost made me miss my flight back home. It also means only two ontinuous roads out of Anchorage (the Glenn Highway freeway northeast to Palmer, and the Seward Highway to the southeast) available as evacuation routes.
Quote from: NE2 on March 21, 2014, 04:24:23 PM
Quote from: getemngo on March 21, 2014, 03:05:03 PM
I didn't put this in General Highway Talk, because they're a dime a dozen in the western half of the US.
But in the land of the survey township
???
Dammit, now I want to rewrite my whole post and move it elsewhere. What I meant was,
Quote from: getemngo on March 21, 2014, 03:05:03 PM
Generally original highways follow section lines,
...states where roads generally conform to survey lines instead of the geography. In much of the Midwest, you see a grid of roads everywhere, even in very rural areas. In Wyoming or Nevada, not so much. Or,
Quote from: getemngo on March 21, 2014, 03:05:03 PMand even if they don't, there's too many houses, private drives, and intersecting roads to build a freeway directly over them.
...east coast states that are way too dense for this to happen often, since we've already more or less abandoned the Great Lakes area restriction.
So I was looking for examples primarily from the Great Plains east, where it's less common, I just phrased it poorly. Never mind that everyone else in this topic seems to understand what I meant. :pan:
Many of the freeways in the Detroit area replaced old roads. Much of I-94 was built where Harper Avenue used to be. Much of I-696 was built where 10 Mile Road (in Oakland County) or 11 Mile Road (in Macomb County) used to be. Much of I-75 was built where Stephenson Highway (in southern Oakland County) or Vernor Highway (in Downtown Detroit) used to be. Much of M-10 was built where James Couzens Highway used to be. The service drives were often given the same names as the roads that the freeways replaced.
Quote...east coast states that are way too dense for this to happen often
There's some Mid-Atlantic and Northeast examples already mentioned.
Add to that: I-93 through the Franconia Notch area. Yeah, basically a parkway and not all 4 lanes, but still fully-controlled access.
It's never happened in Florida, except for places where the surface route was kept as frontage roads (very rare on Interstates). The only direct upgrades without frontage roads have been the Sunshine Skyway and Alligator Alley, which were both already toll roads with partial access control.
I-68 destroyed part of the old WV 73 routing east of Exit #10 near Cheat Lake, West Virginia.
I-75 from around Bluffton to Fort Shawnee in Ohio was upgraded from US-25. Forgive me for any inaccuracy caused by relying on memory, rather than checking vintage maps.
In the future, I-69 will absorb most of the current SR-37 route from the Bloomington bypass nearly to I-465, if current plans hold.
Quote from: Brandon on March 21, 2014, 03:39:33 PM
I-55 in Chicago. The Stevenson Expressway (1964) from LaGrange Road to about Damen was built directly on top of and obliterated the Illinois & Michigan Canal (1848).
Yeah, also that I-55 took over part of old US 66 from west of the I-294 Tollway to the Joliet Road split. Hence why Joliet Road exists for US 66 in two places.
Also, IL 126 was longer before I-55 was constructed as I-55 took away Plainfield Road between current Exits 261 and 268. I am to even assume that IL 59 which terminates at I-55 at its southern terminus continued as an arterial as well where I-55 lies south of Exit 251 to some point south of there. Most likely where US 66 joined I-55 south of Joliet.
Quote from: roadman65 on March 21, 2014, 08:25:19 PM
Quote from: Brandon on March 21, 2014, 03:39:33 PM
I-55 in Chicago. The Stevenson Expressway (1964) from LaGrange Road to about Damen was built directly on top of and obliterated the Illinois & Michigan Canal (1848).
Yeah, also that I-55 took over part of old US 66 from west of the I-294 Tollway to the Joliet Road split. Hence why Joliet Road exists for US 66 in two places.
Also, IL 126 was longer before I-55 was constructed as I-55 took away Plainfield Road between current Exits 261 and 268. I am to even assume that IL 59 which terminates at I-55 at its southern terminus continued as an arterial as well where I-55 lies south of Exit 251 to some point south of there. Most likely where US 66 joined I-55 south of Joliet.
Almost. It was IL-66 prior to being taken over by US-66 instead of IL-126, and IL-59 actually ended in Plainfield at US-30.
Quote from: Brandon on March 22, 2014, 12:43:05 AM
Almost. It was IL-66 prior to being taken over by US-66 instead of IL-126, and IL-59 actually ended in Plainfield at US-30.
Believe it or not, roadman65 is correct. IL 66 was renumbered 126 in 1933-34, and IL 59 was extended south from IL 69 (now US 52) west of Joliet (not Plainfield) to southwest of Wilmington in 1937-38, but US 66 didn't move to Plainfield until 1939-40.
Wasn't much of I-70 in Missouri built on top of the original US 40? It seems like for several towns in MO, I-70 is headed straight thru the middle of town until it curves around, plus on the state map, it appears some secondary routes end at the interstate, but not at the interchange, and I have to assume the secondary routes were in existence before the interstates there.
Another Michigan example: I-69 between Charlotte and Lansing was built alongside US-27. The old alignment of 27 still exists as Lansing Rd, but it was converted from 4 lanes divided to 2 undivided with the construction of 69. One of the carriageways was torn up and rebuilt (I think, otherwise it was just repainted) as the interstate.
A similar case exists with I-69 northeast of Lansing where 69 was built right next to the old road (In this case, it's old M-78), but I'm not sure if 78 was ever four lanes.
The portion of US 15 (future I-99) between PA 14 Trout Run and PA 284 Buttonwood fit this. Originally, two new lanes (the uphill lanes in both directions) were built as new parallel lanes. In the past 5 years, the original road, which served as the downhill lanes, were built over top of the old road.
Would not most of the US 50 & US 301 overlap qualify east of Annapolis?
I-74 from Greensburg, IN to east of Indianapolis in some places took out portions of original US 421.
I-95 in SC from exit 33 to exit 22 was built over the top of the northbound lanes of US 17.
Q: Was I-65 in northern Alabama (near the Tennessee line) built on top of US 31 or right beside it?
Another Q: Was I-70 from Hancock MD to exit 168 in PA (Warfordsburg exit) built on top of US 522?
Quote from: amroad17 on March 22, 2014, 06:42:02 PM
Q: Was I-65 in northern Alabama (near the Tennessee line) built on top of US 31 or right beside it?
Goat. SR 251 is original US 31, but it was moved west before I-65 was built (http://cartweb.geography.ua.edu/lizardtech/iserv/calcrgn?cat=North%20America%20and%20United%20States&item=States/Alabama/Counties/limestone/hy_limestone57.sid&wid=500&hei=400&props=item%28Name,Description%29,cat%28Name,Description%29&style=simple/view-dhtml.xsl) and upgraded on the spot.
Quote from: amroad17 on March 22, 2014, 06:42:02 PM
Another Q: Was I-70 from Hancock MD to exit 168 in PA (Warfordsburg exit) built on top of US 522?
No. Warfordsburg Road was US 522 (duh).
Thanks, wasn't sure about the last two items. Just asking based on my observations (which are probably different than someone else's).
Quote from: DandyDan on March 22, 2014, 04:52:01 AMWasn't much of I-70 in Missouri built on top of the original US 40? It seems like for several towns in MO, I-70 is headed straight thru the middle of town until it curves around, plus on the state map, it appears some secondary routes end at the interstate, but not at the interchange, and I have to assume the secondary routes were in existence before the interstates there.
I-70 in Missouri is really an edge case. Generally the Interstate was built very close to but on one side or the other of existing US 40, which then became a frontage road ("outer road" in MoDOT-speak). As a result, these lengths of I-70 are not really new-terrain alignments (since they follow US 40 so closely), but they also do not obliterate the existing road.
In Kansas I-70 and US 40 are also parallel but at a distance which both varies frequently and is usually much greater. Where old US 40 follows an east-west section line road in wide-open western Kansas, I-70 generally cuts through the sections immediately south of it at the halfway mark, so that there is typically a separation of at least half a mile between old US 40 and the current I-70 centerline. Google Maps tends to identify the section line road immediately south of I-70 as "I-70 frontage road," but it is not a frontage road in the usual traffic operations sense--rather, it is a means of providing access to quarter-section parcels that have I-70 running along their northern edges and are not provided alternate access by north-south county section line roads that are carried over I-70 on bridges. (Many north-south section line roads are merely interrupted by I-70 rather than being carried across it, probably to minimize spending on bridges.)
The vast majority of Kansas' Interstate mileage is on new location. Probably the best example of a modern freeway that obliterated a forerunner surface street is Kellogg Avenue in Wichita. However, a considerable length of I-35 in Johnson County from 63rd Street south is built on top of a US 50 relocation which was itself constructed (per USGS 7.5" quads) between 1935 and 1957. At one time there was a trumpet connection between US 50 and 63rd Street which was obliterated when I-35 was built to the north on a new alignment loosely following but not overlapping Merriam Drive, Merriam Lane, and Southwest Blvd.
Indiana is in the process of replacing IN-37 between Bloomington and Martinsville with I-69. For the most part I-69 will override IN-37 directly with new frontage roads built as needed. I believe there is one stretch where a new southbound lane will be built, the current southbound converted to northbound and the current northbound converted to a frontage road.
Admittedly, I suspect this is mainly possible because the current four lane 37 did not fully replace the old two lane route.
West of Des Moines Iowa, Interstate 80 from ~mile markers 100 to 106 was built right on highway 6. I recall being on 6 and seeing the culvert section under construction very close mm 106 back in the 60s. Seems like there were soil movers and flagman too, but the culvert was very long as the amount of fill to level out the 4 laner was going to be 50-60 feet.
There might be other sections of I-80 built atop other roads in Iowa, but that 6 mile stretch I remember vividly because the scale of it all was very impressive.
In Newark, NJ I-78 stole part of Fabyan Place between Winnans Avenue and Lyons Avenue. Then of course from Exits 11 to 18 stole the original US 22 alignment that looked a lot like it does between Lebanon and Somerville with a wide grassy median and turnarounds every quarter mile.
Quote from: pianocello on March 22, 2014, 01:14:12 PM
Another Michigan example: I-69 between Charlotte and Lansing was built alongside US-27. The old alignment of 27 still exists as Lansing Rd, but it was converted from 4 lanes divided to 2 undivided with the construction of 69. One of the carriageways was torn up and rebuilt (I think, otherwise it was just repainted) as the interstate.
A similar case exists with I-69 northeast of Lansing where 69 was built right next to the old road (In this case, it's old M-78), but I'm not sure if 78 was ever four lanes.
It was 4-lane divided. The former WB lanes were removed and became part of the ROW of I-69.
A stretch of I-89 in New Hampshire between the Lake Sunapee area and Lebanon obliterated the old NH-10.
The I-95-US 17 overlap in southern SC. It looks like the former southbound roadway of the preexisting dual 4 lane was converted to a frontage road, the former northbound roadway became southbound I-95, and a new roadway for northbound 95 was built some distance to the east. You can really see it at the ends of the bypasses: http://goo.gl/maps/qPtgI
OT, but does anyone other that me find it annoying when frontage roads are built that close to the edge of a freeway with that wide of a median? To me, it defeats the purpose of having a wide median. :banghead:
I think part of US 17 NB was grassed over so to say. That one overpass that crosses over both I-95 and the Frontage Road originally had both carriageways of the old four lane US 17 fit between the two sets of piers on both sides of the present day frontage road.
I-96 essentially replaced Schoolcraft Rd. between I-275 and Evergreen Rd., even though Schoolcraft never "officially" had any sort of route designation and the name was retained for the service drive that serves that entire stretch of the freeway.
And per the I-96 page on Chris Bessert's Michigan Highways site, a stretch of freeway built in 1957 between Coopersville and Marne (first designated as the US-16 freeway, then redesignated as I-196 and later I-96) completely consumed a stretch of old US-16.
NJ 24 Freeway between JFK Parkway. River Road and Hobart Avenue near Summit, NJ took over the old two lane at grade NJ 24. Some of it became the service roads that are now NJ 124, but nonetheless replaced the old Morris & Essex Turnpike.
I-394 in the west Minneapolis suburbs from I-494 to I-94 was built on top of Wayzata Blvd. (U.S. 12), a busy commercial strip. This was actually a two-step construction project: the first phase was building a reversible HOV lane in the middle of U.S. 12 with signals at the existing intersections. Then, this HOV feature was preserved while the road was upgraded to Interstate standard. The existing boulevard had been very wide with frontage roads, so the number of businesses actually displaced was relatively small.
The only place in Louisiana where an interstate was constructed atop the original road is, to my knowledge, a short stretch between Exits 22 and 23 on I-55 just south of Pontchatoula where the original US 51 was incorporated into the freeway alignment.
Places where the interstate incorporated a later alignment are:
- between the TX state line and just west of the Toomey exit where I-10 used the alignment of US 90 on its approach to the Sabine River bridge (this was not original 90, however; the original US 90 ran to the south)
- the Calcasieu River bridge and approaches which were original constructed for US 90 (here too, the original route ran to the south using a crossing that no longer exists)
- I-49 between Lafayette and the Nuba exit, originally the US 167 expressway (original route was LA 182)
The I-10 Claiborne Elevated might count, but the original Claiborne Avenue does still exist and is traversable.
Off the top of my head:
- Some of I-565 (AL) was built over the existing Alt US 72/AL 20, particularly west of exit 7. New frontage roads were provided along most of the alignment.
- The westernmost 6 miles of US 78/I-22 in Alabama replaced the existing US 78 roadway, with no continuous non-freeway connection.
- I-55 (AR) replaced most of the non-freeway US 61/63/70/79 between West Memphis and Memphis without providing a non-freeway alternative.
- As NE2 suggests above, not common in Florida but you do have J. Turner Butler Blvd (a freeway upgrade of an arterial) and the eastern I-295 (replacing some of St. John's Bluff Road, some of which has since been reconstructed on different location) in Jacksonville.
- Not terribly common in Georgia either, although I-516 was built over part of the former Augusta Highway.
Quote from: lordsutch on March 23, 2014, 09:54:35 PM
- As NE2 suggests above, not common in Florida but you do have J. Turner Butler Blvd (a freeway upgrade of an arterial) and the eastern I-295 (replacing some of St. John's Bluff Road, some of which has since been reconstructed on different location) in Jacksonville.
JTB was always a freeway east of Belfort; the only upgrade was between I-95 and Belfort. I don't think SJB went anywhere public besides the JTB interchange on the south end, so no surface access was removed there.
The Haines Street Expressway was actually originally a surface expressway, including a circle at the Arlington Bridge approach.
The most obvious arterial upgrades are I-595 and SR 826, both of which have frontage roads. And of course US 19.
ON 416 was built on top of ON 16 for much, if not most, of it.
(Envoyé de mon téléphone.)
A-15 south from Candiac to the NY/QC border and TCH-20 between Ste-Rosalie and St-Nicolas was built on the top of the former PQ-9.
A-520 and A-40 from A-520 to Henri-Bourassa Blvd was the former route of PQ-2B also known as Côte-de-Liesse and Crémazie Blvd now acting as service roads.
And parts of the current TCH-185 are being upgraded into A-85.
Texas:
-- Much of I-20 west of Fort Worth and east of I-10 replaced parts of US 80
-- Much of I-10 west of I-20 and east of El Paso replaced parts of US 80
-- Much of I-10 east of I-20 and NW of San Antonio replaced parts of US 290 and US 87
-- Some of I-45 south of Dallas replaced small parts of US 75
-- I-10 in the Houston area largely replaced TX 73 as far east as Winnie
-- A small part of I-20 between Marshall and Waskom was built onto US 80 (their only overlap in TX now)
-- I-40 was built on US 287's alignment between Pullman Rd. and just west of Grand in Amarillo
-- Much of I-37 NW of Corpus Christi was built on TX 9's alignment
-- Much of I-40 east and west of Amarillo was built onto US 66 or used US 66's lanes as service road (and surely the same can be said about parts of I-27 (over parts of US 87 between Happy and Lubbock), parts of I-30 (over parts of US 67 between Dallas and Mount Pleasant), and parts of I-35/I-35E/I-35W (over parts of US 77 and parts of US 81)
At least in my time in Omaha, the West Dodge (US 6, L28B) freeway was built atop the old 4 lane undivided road west of 156th St. and I suspect the road east of 156th St. was a 4 lane undivided road before the present freeway was built. And the US 275 portion of that freeway goes over the old road between Waterloo and Valley.
Of course, Large Sections of I-5 outside of metro areas obliterated US 99 in Washington and Oregon.
SR-526 in Washington was build around Paine Field by destroying Casino Rd (aka SW 84th St) in Mukilteo and Everett.
NS-104 obliterated some major sections of NS-4 in Nova Scotia. I remember driving sections of this roadway while under construction in 1998, and being amazed at how the freeway/expressway was being built, twinning the old road in some sections, completely replacing it in others, and bypassing it entirely in some other places.
The US-24 Expressway in Indiana basically destroyed the old road to the point that you can't even find it in some places. Same with it's spiritual continuation SR-25, at least from Logansport to Delphi (as most of the Delphi to Lafayette section follows the railroad instead of the original roadway).
I-20/59 between mp 97 and 108 in NE Tuscaloosa County and SW Jefferson County, Alabama (Birmingham metro area) were built on top of US-11/AL-5. Parts of I-565 in Limestone County and Madison County, Alabama (Huntsville metro area) were built on top of the since-decommissioned AL-20.
Quote from: 1995hoo on March 21, 2014, 04:03:39 PM
Portions of I-295 in New Jersey did this as to US-130. When I was a kid, part of the road designated as I-295 still had some driveway and car park access in West Deptford Township. When they finally upgraded the highway through that area, they built frontage roads. There are still some extremely sharp turns on some of the ramps through there.
Close. The sharp turns still exist at Exits 15, 16 & 16A, which are about 6 - 7 miles south of West Deptford and the area you referred to. The interchanges in the West Deptford area were all rebuilt to modern standards, including the access to/from the frontage roads.
Quote from: TEG24601 on March 24, 2014, 05:29:26 PM
Of course, Large Sections of I-5 outside of metro areas obliterated US 99 in Washington and Oregon.
California as well: either I-5 or CA-99. most notably, in the Grapevine, the original Five Mile Grade (heading north from Castaic) was once a four-lane expressway, and now is the southbound lanes of eight-lane I-5.
Quote from: lordsutch on March 23, 2014, 09:54:35 PM
Off the top of my head:
- Some of I-565 (AL) was built over the existing Alt US 72/AL 20, particularly west of exit 7. New frontage roads were provided along most of the alignment.
- The westernmost 6 miles of US 78/I-22 in Alabama replaced the existing US 78 roadway, with no continuous non-freeway connection.
- I-55 (AR) replaced most of the non-freeway US 61/63/70/79 between West Memphis and Memphis without providing a non-freeway alternative.
- As NE2 suggests above, not common in Florida but you do have J. Turner Butler Blvd (a freeway upgrade of an arterial) and the eastern I-295 (replacing some of St. John's Bluff Road, some of which has since been reconstructed on different location) in Jacksonville.
- Not terribly common in Georgia either, although I-516 was built over part of the former Augusta Highway.
Do not forget the US 19 freeway in Pinnelas County that was once an arterial. Then you have the Beachline between Boggy Creek Road and SR 436 that was built on or next to the original McCoy Road arterial that was four lanes.
Yeah, McCoy Road is actually a good example, with no extant non-freeway route east of SR 436.
Actually if you remember the RIRO before the Goldenrod Road interchange was built. Being McCoy had no real businesses east of 436, it was easy to transform. They only left the RIRO as one thing they either forgot or being its not interstate who really cared in their minds.
Quote from: vegas1962 on March 23, 2014, 03:57:47 PM
I-96 essentially replaced Schoolcraft Rd. between I-275 and Evergreen Rd., even though Schoolcraft never "officially" had any sort of route designation and the name was retained for the service drive that serves that entire stretch of the freeway.
Actually, Schoolcraft Road was briefly signed "officially" as M-2 when the majority of the Jeffries Freeway was being constructed in the mid-70s.
I-5 between Fort Tejon and the actual Grapevine...it was built directly on top of old US 99.
Also, I-10 between Cabazon and Indio was also built on top of old US 60/99
Quote from: J N Winkler on March 22, 2014, 08:55:06 PM
The vast majority of Kansas' Interstate mileage is on new location. Probably the best example of a modern freeway that obliterated a forerunner surface street is Kellogg Avenue in Wichita. However, a considerable length of I-35 in Johnson County from 63rd Street south is built on top of a US 50 relocation which was itself constructed (per USGS 7.5" quads) between 1935 and 1957. At one time there was a trumpet connection between US 50 and 63rd Street which was obliterated when I-35 was built to the north on a new alignment loosely following but not overlapping Merriam Drive, Merriam Lane, and Southwest Blvd.
According to the KDOT resolutions, this stretch of US 50 was built in or around 1950. I-35 from Olathe to Ottawa was let in 1957. The Wellsville-Ottawa stretch was opened in 1958, the rest was complete by 1960.
I'd probably be more inclined to say that the US 50 relocation was a precursor to the interstate system.
Quote from: route56 on March 27, 2014, 11:05:14 AMAccording to the KDOT resolutions, this stretch of US 50 was built in or around 1950. I-35 from Olathe to Ottawa was let in 1957. The Wellsville-Ottawa stretch was opened in 1958, the rest was complete by 1960.
I'd probably be more inclined to say that the US 50 relocation was a precursor to the interstate system.
If this part of US 50 was built around 1950, then it would have been known an Interstate highway was supposed to run in this general corridor, and the relocation might have been built with room left under bridges for a second carriageway, like the Super Two freeway relocations of US 75 and US 69 in the 1970's. The 1957 USGS 7.5" quadrangle suggests this is the case since the contour lines are offset more to the west of the US 50 roadway than to the east. However, I don't know of a way to obtain definitive confirmation other than to get hold of the original construction plans (this is reason 1,143 why I wish KDOT would set up an online as-builts repository).
HistoricAerials.com has 1959 aerial imagery (already shows I-35, with the Shawnee Mission Parkway cloverleaf in place), 1958 topographic mapping (essentially the same as 1957, with trumpet connection and single-carriageway road), 1954 mapping (no trumpet, what looks like a new US 50 routing in unbordered red), and 1943 mapping (old US 50 city-street routing).
There are sections of old NY 17 literally underneath an elevated section of the current NY 17. One of our members, I believe, has photos on their website.
Among others here in Wisconsin (especially I-43 in northern Milwaukee County), most of I-94 between Milwaukee and Madison obliterated former WI 30. Also, I-(41)/94 in Racine and Kenosha Counties evolved into what it is today over the years on the original routing of US 41 (previously the first incarnation of WI 15).
Mike
The SB lanes of I-24 on the south side of Monteagle TN totally obliterated the old 3-lane 2-way section of US 41/US 64.
In Maryland, Interstate 97 north of MD 32 and south of Business MD 3 replaced the southbound lanes of MD 3. The original southbound roadway was replaced with the northbound roadway of I-97, and a new southbound roadway was built next to it. Because MD 3's roadways were not built adjacent to one another in the area, there was little to no displacement of any businesses or homes. South of the existing terminus of MD 32, the northbound lanes of I-97 follow a formerly two-lane segment of MD 32 that used to terminate at the existing junction of the Exit 5 ramps and MD 178; in fact, the original sign assembly on northbound MD 178 still uses the original signage indicating that MD 32 west is straight ahead.
In Cumberland, Interstate 68 directly replaced US 40 on its elevated downtown bypass and uses the surface alignments on either side of the elevated section as-is, with the only obvious change being the acquisition of access controls. On the eastern side, the original roadbed that leads to the four-lane undivided segment of MD 144 between Bedford Road and the US 220 interchange can still be seen. Further east, in Hancock, the old US 40 bypass around that town was replaced by the easternmost four miles of I-68 and the first three miles of I-70 south of the Mason-Dixon Line.
In South San Francisco and San Bruno, the segment of I-280 between the Avalon Drive and Crystal Springs Road exits supplanted much of the southernmost portion of Junipero Serra Boulevard.
Quote from: txstateends on March 24, 2014, 02:50:55 PM
Texas:
(snip)
Also much of I-35's alignment. It's particularly evident between Temple and Waco, where the freeway plows straight through the middle of Troy and Bruceville-Eddy.
Quote from: djlynch on April 23, 2014, 10:36:45 AM
Quote from: txstateends on March 24, 2014, 02:50:55 PM
Texas:
(snip)
Also much of I-35's alignment. It's particularly evident between Temple and Waco, where the freeway plows straight through the middle of Troy and Bruceville-Eddy.
There is at least one older US 81 alignment between Temple and Waco including thru Bruceville-Eddy and Troy. (Several can be found in both Waco and Temple proper.) I don't know the chronology as definitely as I would like, but some segments look old enough that I think it likely that US 81 had moved from the older (west) alignment to the current location and then I-35 was constructed "on top".
In the 1980's, there were long segments all along I-35 thru Texas where one frontage road was obviously older than the other where it was easy to infer that the old two-lane highway had been converted to function as service road; far fewer of these now.
Modified to add: Troy and Salado have those great old 1950's era bridges (similar to the Austin "lower deck") that I presume date from the original I-35 construction.
Just thought of two more:
I-690 was built over State Fair Blvd. north and east of the Fairgrounds near Syracuse. The part north of the Fairgrounds was upgraded on the spot--where the parking area is now between the relocated State Fair Blvd. and I-690; the part east obliterated where State Fair Blvd. went to Bear Street.
DE 1 obliterated the former Dupont Highway (US 13) for nearly 3/4 mile south of Tybouts Corner. This is where, if you are driving southbound, you can see the original and partly abandoned Dupont Highway to the right.
Oh yes, I forgot this one in NJ. The massive Woodbridge, NJ Tangle (Garden State Parkway, US 9, NJ 440, and NJ Turnpike) had the Garden State Parkway built over previous US 9. Originally the Garden State Parkway was where US 9 is and vise versa. Evidence still shows the former configuration if you look at the New Brunswick Avenue overpass on US 9 NB where there is a faded sign on the right side abutment that reads "New Brunswick Ave." which is typical of the GSP on most of its overpasses identifying the cross roads instead of the usual overhead on the girders or parapet.
Although not a freeway, in Orlando John Young Parkway extension is built over a former section of Carder Road.
I-94 over US 12 east of Saint Paul before it goes into Wisconsin.
I-70 obliterated several significant chunks of the former US 6 between Denver, CO and Green River, UT, the most well known being the Glenwood Canyon section.
More locally, the new US 45 freeway between US(I)-41 in Oshkosh (Algoma Interchange) and US 10 (Winchester Interchange) obliterated a couple of sections of the previous WI 110. On the part just south of US 10, the southbound side of the freeway uses the previous WI 110 concrete.
Mike
Quote from: US81 on April 23, 2014, 01:23:44 PM
Quote from: djlynch on April 23, 2014, 10:36:45 AM
Quote from: txstateends on March 24, 2014, 02:50:55 PM
Texas:
(snip)
Also much of I-35's alignment. It's particularly evident between Temple and Waco, where the freeway plows straight through the middle of Troy and Bruceville-Eddy.
There is at least one older US 81 alignment between Temple and Waco including thru Bruceville-Eddy and Troy. (Several can be found in both Waco and Temple proper.) I don't know the chronology as definitely as I would like, but some segments look old enough that I think it likely that US 81 had moved from the older (west) alignment to the current location and then I-35 was constructed "on top".
In the 1980's, there were long segments all along I-35 thru Texas where one frontage road was obviously older than the other where it was easy to infer that the old two-lane highway had been converted to function as service road; far fewer of these now.
Modified to add: Troy and Salado have those great old 1950's era bridges (similar to the Austin "lower deck") that I presume date from the original I-35 construction.
In the Houston area, there's also I-45 from the Shepherd Curve north to Conroe, which obliterated US 75, and then the Katy Freeway, which only obliterated old US 90 (aka Old Katy Rd) in the recent reconstruction.
CA 99 between I-5 and Union Avenue in southern Kern County was built directly on top of old US 99.
Quote from: txstateends on March 24, 2014, 02:50:55 PM
Texas:
-- Much of I-40 east and west of Amarillo was built onto US 66 or used US 66's lanes as service road .....
That is true of much of I-40 west from Oklahoma City to Barstow. While it's true there are long sections in OK and AZ (especially the stretch from Ash Fork to Oatman), far too much of it was obliterated in TX, NM, and CA.
In Indiana, I-65 obliterated old US 52 from Lebanon to Whitestown Pkwy., and now old 52 is a frontage road (Indianapolis Rd.). Also, I-74 obliterated old US 421 from Acton Rd. to Shelbyville, and now old 421 is a frontage road too (Southeastern Ave. / Michigan Rd.).
Not sure this strictly qualifies, but: Horace Harding Boulevard -> Long Island Expressway in Queens NY.
FL 570 took over part of Drane Field Road which is now a frontage road to FL 570.
I-64 near Williamsburg took over the WB lanes of former VA 168 making the original EB lanes (and first two lane carriageway) into a frontage road.
I-95 took the NB lanes of former 4 lane US 301 between Jarrat and present day Exit 41 near Petersburg. US 301 now uses its original roadway that for a short while were SB only lanes north of Jarrat.
The Vine St Expressway in Philadelphia totally obliterated the original routing of vine street. What remains are access roads with the name vine street. As far as i know though.
(https://www.aaroads.com/forum/proxy.php?request=http%3A%2F%2Fwww.phillyhistory.org%2FPhotoArchive%2FMediaStream.ashx%3FmediaId%3D59793&hash=c3c31a96a9b695fbf1cfa7d3538abc04fe73b92a)
View of the railroad bridge
(https://ruins.files.wordpress.com/2009/04/mediastream.jpg)
I-71 in Cincinnati obliterated parts of Duck Creek Road between exit 5 (Montgomery Road) and exit 8 (Ridge Road). The parts obliterated are the Dana Avenue interchange (exit 5 SB), the Williams Road on ramp, and the massive Norwood Lateral/Ridge Road interchange. There are websites devoted to this: one is duckcreek.org and another is queencitydiscovery.blogspot.com.
If I am not allowed to post these websites, let me know and I will edit this post.
Quote from: SteveG1988 on May 20, 2014, 07:02:26 PM
The Vine St Expressway in Philadelphia totally obliterated the original routing of vine street. What remains are access roads with the name vine street. As far as i know though.
(https://www.aaroads.com/forum/proxy.php?request=http%3A%2F%2Fwww.phillyhistory.org%2FPhotoArchive%2FMediaStream.ashx%3FmediaId%3D59793&hash=c3c31a96a9b695fbf1cfa7d3538abc04fe73b92a)
Are those BOTT'S DOTS??
This picture brings back memories for me. As a child I remember this street just as it is in the photo. It was configured like Roosevelt Boulevard is Northeast Philly, and around Penn Square it was one way westbound while EB had to use Ridge Avenue SE Bound to Race Street to get to the Ben Franklin Bridge.
Yeah it was just when I moved to Florida in 1990 when they had Vine Street dug up to make the current suppressed freeway. I had to wait 8 months to see the finished result as it was my first visit to New Jersey since my move when I got the chance to view the final results.