What was the last Interstate from the original Yellow Book plan (http://www.ajfroggie.com/roads/yellowbook/) to be built? (Note: major realignments such as I-95 around Trenton don't count; everything that will be built has been built.)
If you include the 1957 additions, does the answer change?
It wasn't because the original route of I-64 is still mostly 2 lanes with 4 lane ROW
Quote from: 3467 on January 17, 2015, 12:00:33 AM
It wasn't because the original route of I-64 is still mostly 2 lanes with 4 lane ROW
:banghead:
What was the last one TO BE BUILT? If I ask who the last Repub president was, you don't say some shit like "Romney hasn't won yet".
I'll attempt to narrow it down. The following are incomplete in my 1987 Rand McNally:
*I-10 Phoenix
*I-70 Glenwood Springs (1957 addition)
[I-95 Stuart does not count; the original plan was to use Florida's Turnpike here.]
*I-90 Wallace (I had forgotten that this is generally cited as the last piece - let's see if that's true)
*I-95 Peabody
*I-696 Detroit (original tentative plan was along M-102)
*I-35 Duluth (this piece, north of I-535, may not be original)
*I-35E St. Paul
*I-94 east of St. Paul
*I-494 South St. Paul
*I-93 Franconia Notch
*I-295 Trenton
*I-287 Boonton-Suffern
*I-82 Hermiston (1957 addition)
*I-279, I-579 Pittsburgh
*I-476 Philadelphia
*I-676 Philadelphia
*I-215 Salt Lake City (1957 addition)
*I-70 Richfield (1957 addition)
*I-15 Tremonton
*I-464 Norfolk
*I-295 Richmond (only original north of roughly SR 5)
*I-64 Beckley-Crawley
*I-82 Benton City (1957 addition)
*I-90 Seattle
Next up: compare to 1991.
1991 Rand McNally still shows the following incomplete:
*I-90 Wallace: September 1991
*I-70 Glenwood Springs (1957 addition): October 1992
*I-476 Philadelphia: December 1992
*I-287 Boonton-Suffern: November 1993
*I-295 Trenton: December 1994
So (unless Rand McNally was crappier than usual) I-90 was in fact the last original two-digit. I-70 was the last 1950s two-digit, and I-295 was the last period.
Ohio DOT claims I-670 was the final piece of this state's Interstate system completed (Grandview Ave to OH 315), opening in 2002. That was in the Yellow Book, wasn't it?
Quote from: vtk on January 17, 2015, 06:38:39 AM
Ohio DOT claims I-670 was the final piece of this state's Interstate system completed (Grandview Ave to OH 315), opening in 2002. That was in the Yellow Book, wasn't it?
No, it wasn't.
[edit] It sort of was, but I-70 to the south wasn't.
The "Rockefeller Gap" in I-64 between Beckley and Sam Black Church opened in 1988.
A point of disagreement with your OP: depending on how you define I-95/PA Tpk, one could argue that I-95 still isn't completed yet.
I-35E in St. Paul was completed in October, 1990. This was original mileage.
According to Duluth news media, I-35 in Duluth was completed on October 28, 1992. This includes mileage from 1950s adjustments, so this might beat out I-70 Glenwood Springs.
Quote from: froggie on January 17, 2015, 11:50:37 AM
A point of disagreement with your OP: depending on how you define I-95/PA Tpk, one could argue that I-95 still isn't completed yet.
All of the original I-95 plan that will be built has been built. The proposed interchange was not part of I-95 until the 1980s, and is enough of a realignment that it's not logically the same corridor.
Quote from: froggie on January 17, 2015, 11:50:37 AM
According to Duluth news media, I-35 in Duluth was completed on October 28, 1992. This includes mileage from 1950s adjustments, so this might beat out I-70 Glenwood Springs.
Going by legislative route definitions, I-35 (LR 390) originally ended at I-535, confirmed by http://www.dot.state.mn.us/library/interstate-anniversary-1952-Mar-1957.pdf p. 12. LR 395 (1959) extended it to 10th Avenue East and LR 396 (1984) took it to 26th Avenue East. The 1957 additions include something in Duluth, and since I-535 was already LR 390, this is probably LR 395.
But... a 1991 aerial shows I-35 complete to a temporary connection at 10th East and Superior, and the 1989-90 official says "open late 1989" for this segment. Busted.
I don't believe I-35 ever ended at 535/53. It continued past there and dumped onto Mesaba Avenue (today MN 194) into downtown.
Quote from: froggie on January 17, 2015, 11:50:37 AM
According to Duluth news media, I-35 in Duluth was completed on October 28, 1992. This includes mileage from 1950s adjustments, so this might beat out I-70 Glenwood Springs.
Per Wikipedia's I-35 page (http://en.wikipedia.org/wiki/Interstate_35#History), this northern extension was not in the original plans with the last original construction taking place in Iowa. Don't know how true that is.
I agree that it formerly ended at what is now MN 194.
Quote from: NE2 on January 17, 2015, 06:40:18 AM
Quote from: vtk on January 17, 2015, 06:38:39 AM
Ohio DOT claims I-670 was the final piece of this state's Interstate system completed (Grandview Ave to OH 315), opening in 2002. That was in the Yellow Book, wasn't it?
No, it wasn't.
I disagree, but looking at the thing I can see how different interpretations might be possible. To my eyes, the line on the map clearly goes west from the Spring-Sandusky interchange, not the Spring-Mound Interchange, and the 1960s construction of I-70 further south does not constitute completing that line on the Yellow Book map; on the other hand, the difference between those routes is much less than the discrepancy between YB's depiction of the Outerbelt and what was actually built, and I don't see anyone arguing that they aren't the same freeway.
Quote from: vtk on January 17, 2015, 06:29:52 PM
Quote from: NE2 on January 17, 2015, 06:40:18 AM
Quote from: vtk on January 17, 2015, 06:38:39 AM
Ohio DOT claims I-670 was the final piece of this state's Interstate system completed (Grandview Ave to OH 315), opening in 2002. That was in the Yellow Book, wasn't it?
No, it wasn't.
I disagree, but looking at the thing I can see how different interpretations might be possible. To my eyes, the line on the map clearly goes west from the Spring-Sandusky interchange, not the Spring-Mound Interchange, and the 1960s construction of I-70 further south does not constitute completing that line on the Yellow Book map; on the other hand, the difference between those routes is much less than the discrepancy between YB's depiction of the Outerbelt and what was actually built, and I don't see anyone arguing that they aren't the same freeway.
In the original plans, I-670 would have been I-70 west of either SR 315 or I-71 (depending on what you look at). The southerly routing it currently takes was added later. Per the Yellow Book and earlier plans dating from 1952, I-70 would have run into current SR 315 near US 33, which is the exact route taken by I-670.
If you know it just tell us
Quote from: 3467 on January 17, 2015, 09:41:59 PM
If you know it just tell us
I did after figuring it out, Nixon.
QuoteGoing by legislative route definitions, I-35 (LR 390) originally ended at I-535, confirmed by http://www.dot.state.mn.us/library/interstate-anniversary-1952-Mar-1957.pdf p. 12. LR 395 (1959) extended it to 10th Avenue East and LR 396 (1984) took it to 26th Avenue East. The 1957 additions include something in Duluth, and since I-535 was already LR 390, this is probably LR 395.
The legislative route definitions don't reflect that I-35 was planned all the way to 68th Ave E, then later truncated to 26th Ave E. In fact, the 1984 addition of LR 396 was the Legislature's response to the Duluth City Council voting to terminate I-35 at 10th Ave E.
Quote from: cl94 on January 17, 2015, 06:10:20 PM
Quote from: froggie on January 17, 2015, 11:50:37 AM
According to Duluth news media, I-35 in Duluth was completed on October 28, 1992. This includes mileage from 1950s adjustments, so this might beat out I-70 Glenwood Springs.
Per Wikipedia's I-35 page (http://en.wikipedia.org/wiki/Interstate_35#History), this northern extension was not in the original plans with the last original construction taking place in Iowa. Don't know how true that is.
I agree that it formerly ended at what is now MN 194.
I know it was talked about going at least past downtown One of the original proposals though did have it going further. I believe they chose the middle of the 3 and the tunnels were an afterthought, and that they originally were going to get rid of Leif Erickson Park. At least that's what I heard in the 80s when I lived in Minnesota and went up there twice a year.
yeah..what Froggie said
Last Interstate built... that's easy, US 39. :colorful:
Quote from: WashuOtaku on January 18, 2015, 01:29:57 AM
Last Interstate built... that's easy, US 39. :colorful:
Unless you're being sarcastic, but that isn't an interstate.
Quote from: national highway 1 on January 18, 2015, 04:49:34 AM
Quote from: WashuOtaku on January 18, 2015, 01:29:57 AM
Last Interstate built... that's easy, US 39. :colorful:
Unless you're being sarcastic, but that isn't an interstate.
It is a U.S. Route, however, to continue the unfunny sarcasm.
I-90 in Wallace is often cited as the last traffic signal to be removed, which is true, because I-90 was properly routed onto surface streets. This does not take into account that much of the Interstate Mileage was not built in such a manner, so there were miles on some others that could count, but the Interstate Number was not applied to them until they were completed.
Unfortunately I-69 doesn't count (not in the 1950 or 1957 plan), because then you could say 1992 for the final segments in Pt. Huron.
Quote from: TEG24601 on January 18, 2015, 12:18:45 PM
Unfortunately I-69 doesn't count (not in the 1950 or 1957 plan), because then you could say 2189 for the final segments in Arkansas.
Fixed for you.
When was I-5 north of Lake Shasta to Oregon completed? Late 80s?
I remember seeing maps showing a non-interstate segment.
Quote from: Bickendan on January 19, 2015, 10:45:34 AM
When was I-5 north of Lake Shasta to Oregon completed? Late 80s?
I remember seeing maps showing a non-interstate segment.
Oh crap, I missed that in both 1987 and 1991 Rand McNallies. 1987 has a fairly long section incomplete, with 1991 only a bit between Lakehead and Castella. Bridge dates are 1991 and it's all done on a 1993 aerial.
Well, shit. I have no idea if I-5 or I-90 was completed first.
Funny thing is, I moved from the LA area to Medford Oregon in '89, and there was at least one, two trips back down before '93 and I don't remember any incomplete portions of I-5.
Quote from: Bickendan on January 19, 2015, 01:04:12 PM
Funny thing is, I moved from the LA area to Medford Oregon in '89, and there was at least one, two trips back down before '93 and I don't remember any incomplete portions of I-5.
There were some RIROs but no major intersections.
Quote from: NE2 on January 18, 2015, 04:51:59 AM
Quote from: national highway 1 on January 18, 2015, 04:49:34 AM
Quote from: WashuOtaku on January 18, 2015, 01:29:57 AM
Last Interstate built... that's easy, US 39. :colorful:
Unless you're being sarcastic, but that isn't an interstate.
It is a U.S. Route, however, to continue the unfunny sarcasm.
No, it isn't.
Quote from: bugo on January 19, 2015, 04:55:32 PM
Quote from: NE2 on January 18, 2015, 04:51:59 AM
Quote from: national highway 1 on January 18, 2015, 04:49:34 AM
Quote from: WashuOtaku on January 18, 2015, 01:29:57 AM
Last Interstate built... that's easy, US 39. :colorful:
Unless you're being sarcastic, but that isn't an interstate.
It is a U.S. Route, however, to continue the unfunny sarcasm.
No, it isn't.
You're right. It's funny as hell.
Quote from: NE2 on January 19, 2015, 01:16:57 PM
Quote from: Bickendan on January 19, 2015, 01:04:12 PM
Funny thing is, I moved from the LA area to Medford Oregon in '89, and there was at least one, two trips back down before '93 and I don't remember any incomplete portions of I-5.
There were some RIROs but no major intersections.
What is a RIRO?
Quote from: Avalanchez71 on January 21, 2015, 08:32:04 PM
Quote from: NE2 on January 19, 2015, 01:16:57 PM
Quote from: Bickendan on January 19, 2015, 01:04:12 PM
Funny thing is, I moved from the LA area to Medford Oregon in '89, and there was at least one, two trips back down before '93 and I don't remember any incomplete portions of I-5.
There were some RIROs but no major intersections.
What is a RIRO?
"Right In, Right Out" – like this https://www.google.com/maps/@39.8510756,-82.8043377,158m/data=!3m1!1e3
^People still cheat and turn left there since there's no real barriers. I almost hit someone that was doing it a month or so ago.
Uh, yeah, there's a barrier there, if you count a series of red poles. There are also U-turns just east and west, not for public use. Were people trying to make Michigan lefts?
Quote from: vtk on January 21, 2015, 11:22:52 PM
Uh, yeah, there's a barrier there, if you count a series of red poles. There are also U-turns just east and west, not for public use. Were people trying to make Michigan lefts?
I saw people making both Michigan lefts
and driving wrong-way on the opposite carriageway for a short distance when I lived in the area. Street View shows the tire tracks clearly.
I-95 is not complete to date. I remember that there was a significant porition not complete in Florida in the late eighties.
Mods, please delete Avalanchez71's post.
Yeah, I-95 through Jersey
Quote from: NE2 on June 11, 2015, 03:16:32 PM
Mods, please delete Avalanchez71's post.
Why is that? I answered the question asked. I do recall that segment on I-90 through Wallace as well. My parents were ticked about being dumped off the interstate and I was thirlled to get off the interstate.
Quote from: NE2 on January 17, 2015, 12:45:55 AM
1991 Rand McNally still shows the following incomplete:
*I-90 Wallace: September 1991
*I-70 Glenwood Springs (1957 addition): October 1992
*I-476 Philadelphia: December 1992
*I-287 Boonton-Suffern: November 1993
*I-295 Trenton: December 1994
So (unless Rand McNally was crappier than usual) I-90 was in fact the last original two-digit. I-70 was the last 1950s two-digit, and I-295 was the last period.
Rand McNally is missing I-90 in Seattle - it was still incomplete to I-5 until 1992, per the temp I-90 BGS in Seattle.
Quote from: Avalanchez71 on June 11, 2015, 03:40:00 PM
Quote from: NE2 on June 11, 2015, 03:16:32 PM
Mods, please delete Avalanchez71's post.
Why is that? I answered the question asked.
Quote from: NE2 on January 16, 2015, 11:44:16 PM
What was the last Interstate from the original Yellow Book plan (http://www.ajfroggie.com/roads/yellowbook/) to be built? (Note: major realignments such as I-95 around Trenton don't count; everything that will be built has been built.)
I don't see why one wrong post should be deleted. If the thread contains an error, the only reasonable thing to do is delete the thread and ideally the rest of the subforum, too. Otherwise how will we truly cleanse of the Wrong?
Quote from: Bickendan on January 19, 2015, 10:45:34 AM
When was I-5 north of Lake Shasta to Oregon completed? Late 80s?
I remember seeing maps showing a non-interstate segment.
My recollection is late 80s. I was making a 2-3 trips a year from Seattle to S.F. then. But prior to that, it was near-standard: 4 lanes, 12', shoulders, 55 to 60 mph speed limits, just one place where left turns were allowed. I'm sure there are places that are farther below standard than that in the original interstates that are left. (I-80 S.F., cough cough.)
In Seattle until 1992 you had to get completely off the I-90 freeway onto city streets.
Quote from: kkt on June 11, 2015, 05:33:35 PMIn Seattle until 1992 you had to get completely off the I-90 freeway onto city streets.
Yeah, I can't find an exact date for this, but I'm pretty certain I-90 in Seattle was 1992, while Wallace was September 1991. Kind of funny that Wallace tries to claim the last section of interstate completed when it wasn't even the last section of I-90 in a two-state radius.
I can see a couple of ways that "last traffic light" would still be true for Wallace on I-90 on a technicality (i.e. the Seattle routing had a TEMP banner, so traffic lights in Sodo weren't technically on I-90), but given that traffic lights still exist on interstates today, it's obviously not the last anywhere.
Quote from: Kacie Jane on June 11, 2015, 07:20:33 PM
Quote from: kkt on June 11, 2015, 05:33:35 PMIn Seattle until 1992 you had to get completely off the I-90 freeway onto city streets.
Yeah, I can't find an exact date for this, but I'm pretty certain I-90 in Seattle was 1992, while Wallace was September 1991. Kind of funny that Wallace tries to claim the last section of interstate completed when it wasn't even the last section of I-90 in a two-state radius.
I can see a couple of ways that "last traffic light" would still be true for Wallace on I-90 on a technicality (i.e. the Seattle routing had a TEMP banner, so traffic lights in Sodo weren't technically on I-90), but given that traffic lights still exist on interstates today, it's obviously not the last anywhere.
Nowhere close. I-70 and I-78 have lights. Heck, depending on your interpretation, I-90 has a light at its WT and NYSTA uses standard signals at its toll booths. Thus, one must pass
six lights in New York alone if you want to be literal.
I think what the mean with Wallace was I-90 was designed to exit onto city streets and then restart the freeway on the other end of town. The problem was the tight valley trying to fit in a freeway without destroying a mountain or destroying the town. The other gaps were 'temporary' in design. Not much different than I-70 at Breezwood having "TO" trailblazers to handle traffic. Though the idea of a direct connection has been completely shot down (similar to I-95 north of Trenton, it may have been planned, but it will never happen now).
Right, but it was exactly the same with I-90 in Seattle. You went through the last interchange at Rainier Avenue, and then were funneled onto city streets (the old US 10 alignment, just like Wallace) to continue to I-5. The problem was the hillside and trying to fit in a freeway without destroying the residential neighborhoods.
The gap in Wallace was just as "temporary". They knew I-90 wasn't going to be on the city streets forever; it was just a question of whether they'd build the freeway at-grade through town or on a viaduct on the north side.
What was the proposed routing of I-90 through Wallace, ID, anyway?
Does I-90 still have a super-4 like segment in Montana?
Quote from: CtrlAltDel on June 11, 2015, 10:28:58 PM
What was the proposed routing of I-90 through Wallace, ID, anyway?
The original plan would have required taking about 40% of the town's downtown area.
Mike
Quote from: Kacie Jane on June 11, 2015, 08:07:20 PM
Right, but it was exactly the same with I-90 in Seattle. You went through the last interchange at Rainier Avenue, and then were funneled onto city streets (the old US 10 alignment, just like Wallace) to continue to I-5. The problem was the hillside and trying to fit in a freeway without destroying the residential neighborhoods.
Looks like there was some serious Evel Knievel rampage at I-5 prior to the road being finished!
http://historicaerials.com?layer=1980&zoom=16&lat=47.59286594675785&lon=-122.32040405273438 (http://historicaerials.com?layer=1980&zoom=16&lat=47.59286594675785&lon=-122.32040405273438)
Quote from: Bickendan on June 11, 2015, 11:09:45 PM
Does I-90 still have a super-4 like segment in Montana?
Nope. The segment in question, near the Idaho line, has a jersey barrier now:
https://www.google.com/maps/@47.45101,-115.693849,3a,49.9y,176.99h,76.87t/data=!3m4!1e1!3m2!1senvJsUYMMt6bDBp4RvoCAg!2e0
My understanding is that this barrier dates back to the early 2000s, basically not long after the IHOZ site (which had documented this irregularity) (http://www.ihoz.com/I90.html) last updated.
Quote from: Duke87 on June 12, 2015, 12:39:33 AM
Looks like there was some serious Evel Knievel rampage at I-5 prior to the road being finished!
Here's a view from Beacon Hill in 1982:
(https://www.aaroads.com/forum/proxy.php?request=http%3A%2F%2Fi.imgur.com%2FqkSNZ1B.jpg&hash=e466bccb68f6107bbace919cdf196865ff9074ec)
(Source [very large image]: Washington State Secretary of State Archives (http://media.digitalarchives.wa.gov/WA.Media/do/D43620917437E2BE0C8B8CCB5831C0EB.jpg))
I doubt it was truly the last, but I've heard I-235 OK came in toward the end.
Quote from: Scott5114 on June 13, 2015, 07:48:51 PM
I doubt it was truly the last, but I've heard I-235 OK came in toward the end.
Was it signed simply as US 77 before it was completed? Why wasn't the I-235 extension sent northward? (Disregard the "even = loop odd = spur" argument.)
Quote from: froggie on January 17, 2015, 11:50:37 AM
A point of disagreement with your OP: depending on how you define I-95/PA Tpk, one could argue that I-95 still isn't completed yet.
I was about to ask that question myself.
Quote from: Scott5114 on June 13, 2015, 07:48:51 PM
I doubt it was truly the last, but I've heard I-235 OK came in toward the end.
It wasn't part of the system until 1976.
I-22, when it's finished! :sombrero:😎
Quote from: golden eagle on June 15, 2015, 11:02:45 AM
I-22, when it's finished! :sombrero:😎
Last
original interstate built. Obviously interstates proposed decades later would be completed decades later.
Quote from: cpzilliacus on June 13, 2015, 08:54:18 PM
Quote from: froggie on January 17, 2015, 11:50:37 AM
A point of disagreement with your OP: depending on how you define I-95/PA Tpk, one could argue that I-95 still isn't completed yet.
I was about to ask that question myself.
I see both sides of the argument, and I guess it depends on your definition of "original" in NE2's question and how specific you want to be. An interstate up from Philadelphia to the Pennsylvania Turnpike, then east across the river, then north via the New Jersey Turnpike wasn't part of the original plan; the Somerset Freeway was. So in that sense, I-95 through PA/NJ as we know it today isn't an "original interstate". That said, obviously in a more general sense, I-95 from Wilmington through Philadelphia to New York City
was an original interstate....
But regardless, the answer to the question "What was the last Interstate from the original Yellow Book plan
to be built?" has to be something that
has been built, not something we're still waiting on. So regardless of your interpretation of original, I-95 would still lose at least on a technicality.
Wasn't the last part of I-76 in the NE Denver metro area completed in about 1992, a year or two before I-70 was completed through Glenwood Canyon?
Mike
Quote from: Kacie Jane on June 15, 2015, 06:43:31 PM
Quote from: golden eagle on June 15, 2015, 11:02:45 AM
I-22, when it's finished! :sombrero:😎
Last original interstate built. Obviously interstates proposed decades later would be completed decades later.
I was being smarmy.
Quote from: cpzilliacus on June 13, 2015, 08:54:18 PM
Quote from: froggie on January 17, 2015, 11:50:37 AM
A point of disagreement with your OP: depending on how you define I-95/PA Tpk, one could argue that I-95 still isn't completed yet.
I was about to ask that question myself.
I see both sides of the argument, and I guess it depends on your definition of "original" in NE2's question and how specific you want to be. An interstate up from Philadelphia to the Pennsylvania Turnpike, then east across the river, then north via the New Jersey Turnpike wasn't part of the original plan; the Somerset Freeway was. So in that sense, I-95 through PA/NJ as we know it today isn't an "original interstate". That said, obviously in a more general sense, I-95 from Wilmington through Philadelphia to New York City was an original interstate....
But regardless, the answer to the question "What was the last Interstate from the original Yellow Book plan to be built?" has to be something that has been built, not something we're still waiting on. So regardless of your interpretation of original, I-95 would still lose at least on a technicality.
Quote from: TEG24601 on January 18, 2015, 12:18:45 PM
I-90 in Wallace is often cited as the last traffic signal to be removed, which is true, because I-90 was properly routed onto surface streets. This does not take into account that much of the Interstate Mileage was not built in such a manner, so there were miles on some others that could count, but the Interstate Number was not applied to them until they were completed.
Unfortunately I-69 doesn't count (not in the 1950 or 1957 plan), because then you could say 1992 for the final segments in Pt. Huron.
I have an old Rand McNally with I-69 in Michigan--but there is a parallel road that presumably people used while it was built. However, the road is grey (no US or local route number attached to it).
Quote from: mgk920 on June 15, 2015, 11:44:25 PM
Wasn't the last part of I-76 in the NE Denver metro area completed in about 1992, a year or two before I-70 was completed through Glenwood Canyon?
Mike
I believe the original plan was to have I-76 terminate at I-25. The extension to I-70 was a logical afterthought that was actually completed. I guess the answer lies in how the exits and mile markers were numbered on I-76 in the late 70's/early 80s prior to the extension. If I-25 was the original Mile Marker 0, then you have the answer.
Quote from: jecht on July 03, 2015, 01:03:06 PM
I have an old Rand McNally with I-69 in Michigan--but there is a parallel road that presumably people used while it was built. However, the road is grey (no US or local route number attached to it).
Are you talking about near Port Huron? That would probably be Lapeer Road which used to be M-21.
Northeast of Lansing is Lansing Road which used to be M-78. There is also a Lansing Road southwest of Lansing toward Charlotte which used to be US-27. Both of these served as TEMP I-69 for several years.
Some of these may remain as unsigned state routes; Michigan sometimes does that when a freeway replaces an old road that gets decommissioned.
Quote from: GaryV on July 03, 2015, 05:49:25 PM
Quote from: jecht on July 03, 2015, 01:03:06 PM
I have an old Rand McNally with I-69 in Michigan--but there is a parallel road that presumably people used while it was built. However, the road is grey (no US or local route number attached to it).
Are you talking about near Port Huron? That would probably be Lapeer Road which used to be M-21.
Northeast of Lansing is Lansing Road which used to be M-78. There is also a Lansing Road southwest of Lansing toward Charlotte which used to be US-27. Both of these served as TEMP I-69 for several years.
Some of these may remain as unsigned state routes; Michigan sometimes does that when a freeway replaces an old road that gets decommissioned.
I think those were them--on the '80 Rand McNally I have it shows the "grey" routes. Also, random question: Do state routes have to end at another state route or can they just end randomly? OH-174 starts in Willoughby but ends at Old Mill Road in Gates Mills--rather than another US or OH route.
Quote from: jecht on July 03, 2015, 10:59:34 PM
Also, random question: Do state routes have to end at another state route or can they just end randomly? OH-174 starts in Willoughby but ends at Old Mill Road in Gates Mills--rather than another US or OH route.
Right by my house, IL-178 ends randomly in Lowell, IL, connecting at its southern end to 2 county highways. I think one of them was a former state route, though. I am sure there are hundreds of examples out there, including a few state highways in AK that dead end into pretty much nothing.
Quote from: thenetwork on July 03, 2015, 05:08:49 PM
Quote from: mgk920 on June 15, 2015, 11:44:25 PM
Wasn't the last part of I-76 in the NE Denver metro area completed in about 1992, a year or two before I-70 was completed through Glenwood Canyon?
Mike
I believe the original plan was to have I-76 terminate at I-25. The extension to I-70 was a logical afterthought that was actually completed. I guess the answer lies in how the exits and mile markers were numbered on I-76 in the late 70's/early 80s prior to the extension. If I-25 was the original Mile Marker 0, then you have the answer.
The part of I-76 between I-25 and I-70 was completed well before the last part of the previous surface four-lane US 6 was upgraded to interstate standards through the Brighton/Commerce City area.
Mike
Quote from: Rick Powell on July 03, 2015, 11:12:29 PM
Quote from: jecht on July 03, 2015, 10:59:34 PM
Also, random question: Do state routes have to end at another state route or can they just end randomly? OH-174 starts in Willoughby but ends at Old Mill Road in Gates Mills--rather than another US or OH route.
Not at all. Ohio, like may other states, has many routes that end at non-intersecting routes: SR-53 ends at the Put-In-Bay Ferry, SR-163 ends abruptly just past Marblehead, and there are a handful of state routes in Ohio that end at state parks.
In both Colorado and Utah, there are/were state routes that ended in the middle of a town, sort of as a spur route from a more traversed highway.
Quote from: jecht on July 03, 2015, 10:59:34 PMDo state routes have to end at another state route or can they just end randomly?
They can end pretty randomly in Kentucky.
Quote from: hbelkins on July 04, 2015, 07:21:31 PM
Quote from: jecht on July 03, 2015, 10:59:34 PMDo state routes have to end at another state route or can they just end randomly?
They can end pretty randomly in Kentucky.
Had a 4-digit KY route end at a boat ramp. Boy was that a surprise at 50mph at night. Luckily I stopped in time.
Quote from: Sykotyk on July 05, 2015, 06:32:21 PM
Quote from: hbelkins on July 04, 2015, 07:21:31 PM
Quote from: jecht on July 03, 2015, 10:59:34 PMDo state routes have to end at another state route or can they just end randomly?
They can end pretty randomly in Kentucky.
Had a 4-digit KY route end at a boat ramp. Boy was that a surprise at 50mph at night. Luckily I stopped in time.
In most of those instances, the Corps of Engineers puts up multiple signs saying "Road Ends In Water XXX Feet." The signs must have been missing.
Quote from: Kacie Jane on June 11, 2015, 08:07:20 PM
Right, but it was exactly the same with I-90 in Seattle. You went through the last interchange at Rainier Avenue, and then were funneled onto city streets (the old US 10 alignment, just like Wallace) to continue to I-5. The problem was the hillside and trying to fit in a freeway without destroying the residential neighborhoods.
This argument is moot, since a 1990 aerial shows I-90 already open to I-5: http://historicaerials.com/?layer=1990&zoom=16&lat=47.595&lon=-122.315
Quote from: NE2 on January 17, 2015, 12:45:55 AM
1991 Rand McNally still shows the following incomplete:
*I-90 Wallace: September 1991
*I-70 Glenwood Springs (1957 addition): October 1992
*I-476 Philadelphia: December 1992
*I-287 Boonton-Suffern: November 1993
*I-295 Trenton: December 1994
So (unless Rand McNally was crappier than usual) I-90 was in fact the last original two-digit. I-70 was the last 1950s two-digit, and I-295 was the last period.
I saw somewhere I-480 was still not even completed until August '87! That was the section between Brook Park Road (Exit 17) and westward to W. 150th. You had to get off at the eastbound W. 150th/W. 130th (a slight bend to the right) and take a left on Brook Park, go five miles, and then get on 480 at that point (bridges for the Jennings Freeway were not completed until '98).
Quote from: jecht on December 27, 2016, 10:52:54 PM
Quote from: NE2 on January 17, 2015, 12:45:55 AM
1991 Rand McNally still shows the following incomplete:
*I-90 Wallace: September 1991
*I-70 Glenwood Springs (1957 addition): October 1992
*I-476 Philadelphia: December 1992
*I-287 Boonton-Suffern: November 1993
*I-295 Trenton: December 1994
So (unless Rand McNally was crappier than usual) I-90 was in fact the last original two-digit. I-70 was the last 1950s two-digit, and I-295 was the last period.
I saw somewhere I-480 was still not even completed until August '87! That was the section between Brook Park Road (Exit 17) and westward to W. 150th. You had to get off at the eastbound W. 150th/W. 130th (a slight bend to the right) and take a left on Brook Park, go five miles, and then get on 480 at that point (bridges for the Jennings Freeway were not completed until '98).
And believe me, them were the longest 5 miles of your life!!! Expect at least an hour to go the 5 miles down Brookpark Road on a Friday evening rush hour back then. Why they never attempted to synchronize the lights is beyond me.
Meanwhile, what became just a 2-mile stub called I-490 in Cleveland was completed in 1989 or 1990.
Quote from: thenetwork on December 27, 2016, 11:13:30 PM
Quote from: jecht on December 27, 2016, 10:52:54 PM
Quote from: NE2 on January 17, 2015, 12:45:55 AM
1991 Rand McNally still shows the following incomplete:
*I-90 Wallace: September 1991
*I-70 Glenwood Springs (1957 addition): October 1992
*I-476 Philadelphia: December 1992
*I-287 Boonton-Suffern: November 1993
*I-295 Trenton: December 1994
So (unless Rand McNally was crappier than usual) I-90 was in fact the last original two-digit. I-70 was the last 1950s two-digit, and I-295 was the last period.
I saw somewhere I-480 was still not even completed until August '87! That was the section between Brook Park Road (Exit 17) and westward to W. 150th. You had to get off at the eastbound W. 150th/W. 130th (a slight bend to the right) and take a left on Brook Park, go five miles, and then get on 480 at that point (bridges for the Jennings Freeway were not completed until '98).
And believe me, them were the longest 5 miles of your life!!! Expect at least an hour to go the 5 miles down Brookpark Road on a Friday evening rush hour back then. Why they never attempted to synchronize the lights is beyond me.
Meanwhile, what became just a 2-mile stub called I-490 in Cleveland was completed in 1989 or 1990.
#redlightdistrict
#awkward
:)
Quote
Does I-90 still have a super-4 like segment in Montana?
Quote
Nope. The segment in question, near the Idaho line, has a jersey barrier now:
https://www.google.com/maps/@47.45101,-115.693849,3a,49.9y,176.99h,76.87t/data=!3m4!1e1!3m2!1senvJsUYMMt6bDBp4RvoCAg!2e0
My understanding is that this barrier dates back to the early 2000s, basically not long after the IHOZ site (which had documented this irregularity) (http://www.ihoz.com/I90.html) last updated.
Is this an old United States Route?
US 10. Hard to say if it was 4-laned before conversion to Interstate, though. My (incomplete) collection of MT state maps suggests the Interstate conversion happened in the early 1970s.
Quote from: jecht on July 03, 2015, 10:59:34 PM
Quote from: GaryV on July 03, 2015, 05:49:25 PM
Quote from: jecht on July 03, 2015, 01:03:06 PM
I have an old Rand McNally with I-69 in Michigan--but there is a parallel road that presumably people used while it was built. However, the road is grey (no US or local route number attached to it).
Are you talking about near Port Huron? That would probably be Lapeer Road which used to be M-21.
Northeast of Lansing is Lansing Road which used to be M-78. There is also a Lansing Road southwest of Lansing toward Charlotte which used to be US-27. Both of these served as TEMP I-69 for several years.
Some of these may remain as unsigned state routes; Michigan sometimes does that when a freeway replaces an old road that gets decommissioned.
I think those were them--on the '80 Rand McNally I have it shows the "grey" routes. Also, random question: Do state routes have to end at another state route or can they just end randomly? OH-174 starts in Willoughby but ends at Old Mill Road in Gates Mills--rather than another US or OH route.
OH-174 ends at Old Mill Road because Old Mill Road used to be US 322 before the "bypass" of Gates Mills was built.
So what is the conclusion to this question as posed by the astute NE2?