- 69, 96, and 287
- 63 in Louisiana
- 14 and 16
- 40 and 322
- 270 in Kansas
- 319 at 98
- most of 400
- 18 at 20
- 25 and 341
I see no use for any of these; if they end at the same point, pick one, otherwise, truncate the one that ends there. Is there any reason why these exist, historical or otherwise? (Note: 270 has its own thread.)
Also, feel free to list more examples.
40 and 322 at least both end at a major tourist destination, Atlantic City. 69, 96, and 287, not so much (Port Arthur TX).
I drove the latter useless triplex on my way to the Shreveport meet earlier this month. If it were a Northeastern state, I'd have guessed "gee, the sign shop workers must have a good union". But not Texas. Maybe its obsession with 69 includes US, not just Interstate, routes.
US 62 and US 85 at the Mexican border, both after lenghty concurrencies with other routes. Their independent sections through El Paso can get away (or become a realigned US 180).
US 23 in Jacksonville. Again, the independent section can become anything else.
US-280 in Birmingham ends concurrent with US-31 at I-20/I-59
US 48 can go on this list now, since it has officially been extended and signed all the way west to Weston, WV, but the reason is to give Corridor H one continuous number.
Is it the only US route that has both ends at an interstate?
319 ends at a former ferry location in Appalachlacola Bay, US 98 used to end on the other side. For some reason 319 never got truncated when the bridge span was built.
Several examples out near me:
Quote from: 1 on March 29, 2018, 02:55:43 PM
14 and 16
US 14 and 16 both end at a major tourist location, Yellowstone National Park. That alone I would be OK with. However, for me the real issue with 14/16 is that they end on a multiplex with US 20, which continues on the other side of the park.
For sure US 16 should end at US 20 in Worland. US 14 is a little harder because there's an alternate route that goes over to Cody and ends at the 14/16/20 multiplex. 14A is closed in winter between its eastern end and US-310, so perhaps that route could become a state route.
US 189 enters Jackson, WY from the southwest concurrent with US 26/89/191, but 189 ends where the other three routes turn north in downtown Jackson. usends.com (https://www.usends.com/189.html) suggests that this was because US 89 was routed west of the Snake River and thus used WY 22 to enter Jackson. 189 went all the way up to Jackson so that it could junction its parent 89 (even though 189 already intersected 89 in Provo, UT). Anyway, since Hoback Junction does exist now, US 189 should probably be truncated back to its inital junction with US 89 (and 26) there. However, that still requires a multiplex with US 191. To completely remove US 189's concurrencies, the north end would have to be truncated back 79 miles to US 191 at Daniel Jct.
US 40's west end is also concurrent with another route, US 189. That's because US 189 used to be routed on today's UT-32, but 189 was moved to run concurrent with 40 when the US 40 freeway was built in 1990 or so. That highway is always referred to as US 40, and in fact 189 wasn't even signed on the 40/189 concurrency until last year.
US 163 for a long time ended at Crescent Jct on I-70, on a multiplex with US 191; that was because 163 was created before US 191 was extended through this area. US 163 hasn't been signed north of Bluff (its junction with US 191) since 191 was extended in 1982, but Utah didn't apply to AASHTO to officially truncate 163 to Bluff until 2008. AASHTO approved of this change, but even now UDOT still internally lists a silent 163/191 concurrency between Bluff and Crescent Jct (https://www.udot.utah.gov/main/uconowner.gf?n=22466527758941030)).
US 277 is another route that ends on a concurrency, in this case with US 62. According to usends.com (https://www.usends.com/277.html), 62/277 used to use surface roads into Oklahoma City, where 277 ended at its junction with parent US 77. The US routes in OKC were moved onto interstates in the 1960s, and 277 was truncated back to the point where it joined the freeway. This has resulted in a useless multiplex with US 62, and 277 no longer intersects its parent US 77.
Minnesota has a pair of these:
US 218 (with US 14): so 218 can connect to I-35.
US 53/71: much like I-69/94, so both routes connect to the border crossing in Internatiknal Falls.
Historically, US 77 may have duplexed with US 12 to US 75 at Ortonville, but that's a bit ambiguous if that ever existed. There would have been no reason for that one.
Quote from: hbelkins on March 29, 2018, 04:18:58 PM
US 48 can go on this list now, since it has officially been extended and signed all the way west to Weston, WV, but the reason is to give Corridor H one continuous number.
Is it the only US route that has both ends at an interstate?
US-10 qualifies (its western end is at I-94 and its eastern end is at I-75)
US 399 used to multiplex US 99 to US 466 in Bakersfield, I always found that one a little on the strange side when the natural north terminus would be US 99. The multiplex can still be seen on the 1963 California state highway map city insert:
https://www.davidrumsey.com/luna/servlet/detail/RUMSEY~8~1~239530~5511853:-Verso--State-Highway-Map,-Californ?sort=Pub_List_No_InitialSort%2CPub_Date%2CPub_List_No%2CSeries_No&qvq=q:caltrans;sort:Pub_List_No_InitialSort%2CPub_Date%2CPub_List_No%2CSeries_No;lc:RUMSEY~8~1&mi=30&trs=86
US 466 was co-signed with US 93 to US 66 in Kingman. Interestingly US 466 predated US 93 over the Hoover Dam.
Quote from: CNGL-Leudimin on March 29, 2018, 03:08:31 PM
US 62 and US 85 at the Mexican border, both after lenghty concurrencies with other routes. Their independent sections through El Paso can get away (or become a realigned US 180).
US 23 in Jacksonville. Again, the independent section can become anything else.
US 23 I believe was done so that Atlanta to Jacksonville had one continuous route. Now that I-75 and I-10 together function for a freeway connection, I am surprised that AASHTO did not truncate US 23.
Some more former examples in California:
US 40 and US 50 ran together for about 9 miles between US 101 in San Francisco and today's MacArthur Maze interchange in Oakland from the 1930s to 1964. (At one point - though I can't remember the map that showed this - this involved using Market Street and then a ferry from SF to Oakland, though the more familiar versions all involved the concurrency running along the Bay Bridge)
US 60 and 70 were concurrent at their west terminus in Los Angeles at the San Bernardino Split interchange with US 101, IIRC this was because US 70 was primarily extended west to give LA a second transcontinental route - and 70 never had independent mileage in its entire existence in California, either being co-signed with 60, 99, or later I-10.
US 6's "west" (more like south but curled over) terminus in Long Beach was concurrent with the then-Alternate US 101 (now Route 1) in Long Beach, as was US 91's southern terminus (but from the other side of Alternate US 101)
IIRC US 80 and US 395 ran concurrently for a few years into downtown San Diego (including a stretch along today's Route 163/Cabrillo Freeway) before terminating at the old US 101 routing along Harbor Drive
Quote from: 1 on March 29, 2018, 02:55:43 PM
- 69, 96, and 287
- 63 in Louisiana
- 14 and 16
- 40 and 322
- 270 in Kansas
- 319 at 98
- most of 400
- 18 at 20
- 25 and 341
I see no use for any of these; if they end at the same point, pick one, otherwise, truncate the one that ends there. Is there any reason why these exist, historical or otherwise? (Note: 270 has its own thread.)
Also, feel free to list more examples.
Quote from: CNGL-Leudimin on March 29, 2018, 03:08:31 PM
US 62 and US 85 at the Mexican border, both after lenghty concurrencies with other routes. Their independent sections through El Paso can get away (or become a realigned US 180).
US 23 in Jacksonville. Again, the independent section can become anything else.
62 & 85 drive me nuts.
I always though that US 46 ending midspan on the GWB was strange. I know NY did not want anymore US routes, but it should have ended at US 1 & 9 in Palisades Park or later at I-95 in Fort Lee.
However, US 46's existence is odd too, as it was not only out of the grid, but connected US 611 to NYC. In other words a primary highway acting as a spur of a 3 digit child of another US route. Back in the pre I-80 days my dad says to continue west of NJ from US 46 you had to use US 611 to US 6 to go points west, so it should have been really a 2 digit child of US 6, more like a US 306 or US 106 instead of what was the latter where NY again screwed up and chose NY 52 to be what should have been US 106.
Quote from: texaskdog on March 29, 2018, 07:18:05 PM
Quote from: 1 on March 29, 2018, 02:55:43 PM
- 69, 96, and 287
- 63 in Louisiana
- 14 and 16
- 40 and 322
- 270 in Kansas
- 319 at 98
- most of 400
- 18 at 20
- 25 and 341
I see no use for any of these; if they end at the same point, pick one, otherwise, truncate the one that ends there. Is there any reason why these exist, historical or otherwise? (Note: 270 has its own thread.)
Also, feel free to list more examples.
Quote from: CNGL-Leudimin on March 29, 2018, 03:08:31 PM
US 62 and US 85 at the Mexican border, both after lenghty concurrencies with other routes. Their independent sections through El Paso can get away (or become a realigned US 180).
US 23 in Jacksonville. Again, the independent section can become anything else.
62 & 85 drive me nuts.
How about 77 & 83? Why does US 83 continue east of Harligen anyway? Hopefully with I-69E being there and US 77 possibly being truncated maybe TxDOT will petition to have it end at I-69E and not go further east.
Quote
I see no use for any of these; if they end at the same point, pick one, otherwise, truncate the one that ends there. Is there any reason why these exist, historical or otherwise? (Note: 270 has its own thread.)
Historically there used to be way, way more of these, both short and long. It was common practice to sign a route to the city center instead of it ending where it first runs into the other US highway just outside town.
Ones that are no longer around (certain I am failing to list many more):
US 701 at US 17
US 52-78 at one time duplexed to their endpoint
US 78 at US 17 before 1934
US 321-601 (then later just 321) at US 17 (I-95 jct)
US 74-76 east once ended together
US 258 at US 60 Fort Monroe
US 60-117 ended together in Virginia Beach
US 11 and US 65 both used to uselessly end in New Orleans
US 311 and US 220 in Madison NC
US 58-421 used to end together at Cumberland Gap
US 321 used to have a useless duplex to end in Bristol
US 220-309 used to end together
US 26 at US 101 Astoria
US 197 and US 830 used to end together
US 23-27-31 used to end together
US 31 into Mobile
US 302 into Montpelier
US 84 into Brunswick GA
US 280 into Savannah
US 82 into Las Cruces
US 180 east end several spots
US 219 into Princeton WV
US 17 into Fredericksburg
US 264 east end
US 117 with US 421 into Wilmington
US 411 into Bristol
Current examples not yet mentioned:
US 264 at US 64 Raleigh
US 360 at US 58 Bus Danville VA
US 211 at US 29 Bus Warrenton VA
US 42 and US 322 useless multiplex with US 6 to end in Cleveland
US 221 at US 460-501 Bus Lynchburg VA
US 25 at US 42-127 Cincinnati
US 33 at US 250 Richmond VA
US 340 at US 15 Frederick MD
US 17 at US 11-50-522 Winchester VA
US 401 north end with US 1
US 176 with US 25 Bus Hendersonville NC
OP did a really good job of pointing out really asinine ones. Some terminal duplexes make sense, because drivers using the terminating route will want to know how to reach the route hosting its terminus, and vice versa. US218 at I-35 is a good example of this--signing US218 along that stretch of US14 will help I-35 traffic find its way to US218, and vice versa. It's a good communication practice.
As for US69/96/287 and the others mentioned in the OP, come on, man what the hell. Why are these here
Quote from: 1 on March 29, 2018, 02:55:43 PM
- 69, 96, and 287
- 63 in Louisiana
- 14 and 16
- 40 and 322
- 270 in Kansas
- 319 at 98
- most of 400
- 18 at 20
- 25 and 341
I see no use for any of these; if they end at the same point, pick one, otherwise, truncate the one that ends there. Is there any reason why these exist, historical or otherwise? (Note: 270 has its own thread.)
Also, feel free to list more examples.
They exist as a trail blazer. Leaving AC for a tourist, you may forget that 322 ends and 40 takes you the rest of the way. It is to basically show you how to get out of the location with what US routes that road surface leads to.
US 69 and US 380 in Greenville, Texas. 380 nominally terminates at the 69 junction on the northwest side of town, but the highways are co-signed to I-30.
Quote from: Road Hog on March 30, 2018, 12:21:18 AM
US 69 and US 380 in Greenville, Texas. 380 nominally terminates at the 69 junction on the northwest side of town, but the highways are co-signed to I-30.
That's likely due to the fact that US 380 continues (more or less) due west from the I-30 trajectory east of Greenville and functionally serves as a northern DFW bypass (although over the years the north suburbs have reached and crossed 380). Its regional role is more relevant to I-30 traffic than US 69 traffic, hence the relatively short multiplex.
US 72-Ends in Chattanooga TN, but could end in Kimball TN
US 81-Ends at I-35W in N Ft Worth TX, but could end at Bowie, TX
US 26 used to qualify until the OTC decided it was useless: The overlap on US 101 from Astoria at US 30 to the split between Seaside and Cannon Beach.
I actually miss that one.
Quote from: ftballfan on March 29, 2018, 05:41:20 PM
Quote from: hbelkins on March 29, 2018, 04:18:58 PM
US 48 can go on this list now, since it has officially been extended and signed all the way west to Weston, WV, but the reason is to give Corridor H one continuous number.
Is it the only US route that has both ends at an interstate?
US-10 qualifies (its western end is at I-94 and its eastern end is at I-75)
So does US 2's western segment, I-5 on the west end and I-75 on the east end.
Michigan really doesn't have a ton of US highways. US 10 use to run multiplexed with US 23 and I-75 as well as US 24 just to end in Detroit it now ends in Bay City about 110 miles north of Detroit. I can think of a state highway example that it seems to make no sense but the purpose I believe is to let people know that the route is there and the example I'm talking about is M-43 ending at I-96 after multiplexing with M-52 for it's last mile or so. US 223 ends multiplexed with US 23 for some reason and that one really doesn't make any sense, as a matter of fact US 223 really doesn't make any sense anyway it does end both ends at other US highways but it's only about 45 miles long and could be downgraded to a state highway. At least if that happened then they could eliminate the stupid multiplex it has with US 23.
Quote from: Mapmikey on March 29, 2018, 08:36:38 PMUS 264 at US 64 Raleigh
Hopefully US-264 will be truncated back to Zebulon once it becomes I-587 between Zebulon and Greenville.
Quote from: Flint1979 on March 30, 2018, 04:09:25 AM
Quote from: ftballfan on March 29, 2018, 05:41:20 PM
Quote from: hbelkins on March 29, 2018, 04:18:58 PM
US 48 can go on this list now, since it has officially been extended and signed all the way west to Weston, WV, but the reason is to give Corridor H one continuous number.
Is it the only US route that has both ends at an interstate?
US-10 qualifies (its western end is at I-94 and its eastern end is at I-75)
So does US 2's western segment, I-5 on the west end and I-75 on the east end.
US 7 as well (I-95 and I-89).
Quote from: froggie on March 30, 2018, 08:44:20 AM
Quote from: Flint1979 on March 30, 2018, 04:09:25 AM
Quote from: ftballfan on March 29, 2018, 05:41:20 PM
Quote from: hbelkins on March 29, 2018, 04:18:58 PM
US 48 can go on this list now, since it has officially been extended and signed all the way west to Weston, WV, but the reason is to give Corridor H one continuous number.
Is it the only US route that has both ends at an interstate?
US-10 qualifies (its western end is at I-94 and its eastern end is at I-75)
So does US 2's western segment, I-5 on the west end and I-75 on the east end.
US 7 as well (I-95 and I-89).
I think there are a lot more examples. I was assuming that US 7's north end was at the border though.
US 24 is another one it turns in Toledo to go north so it has a northern terminus which is I-75, it's western terminus is I-70.
US 27 ends at I-195 in Miami and I-69 in Fort Wayne so I think this one counts.
US 46 ends at I-80 on the west and I-95 on the east.
US 48 which was mentioned and I guess the cause of this whole conversation. US 48 use to go from Morgantown, WV to Hancock, MD but all that was replaced by I-68 and I don't think the current US 48 was a part of that route either.
US 101 starts and ends at I-5 with 1,500 miles in between each end.
US 181 goes between I-37 and I-35 ending on both sides.
US 276 has it's ends at I-40 and I-385.
US 290 goes between I-610 and I-10 with 275 miles between each end.
US 380 goes between I-25 and I-30.
US 412 which shouldn't even be numbered as such between I-25 and I-65.
Those are the one's I can find.
Quote from: Max Rockatansky on March 29, 2018, 06:41:29 PM
US 399 used to multiplex US 99 to US 466 in Bakersfield, I always found that one a little on the strange side when the natural north terminus would be US 99. The multiplex can still be seen on the 1963 California state highway map city insert:
https://www.davidrumsey.com/luna/servlet/detail/RUMSEY~8~1~239530~5511853:-Verso--State-Highway-Map,-Californ?sort=Pub_List_No_InitialSort%2CPub_Date%2CPub_List_No%2CSeries_No&qvq=q:caltrans;sort:Pub_List_No_InitialSort%2CPub_Date%2CPub_List_No%2CSeries_No;lc:RUMSEY~8~1&mi=30&trs=86
US 466 was co-signed with US 93 to US 66 in Kingman. Interestingly US 466 predated US 93 over the Hoover Dam.
Most likely the 399 multiplex over 99 into central Bakersfield was simply to provide a terminus at a major regional city -- as well as also providing a single U.S. designation for a route from the principal E-W artery in the area (US 466) to the coastal area NW of Los Angeles, simplifying navigation.
I believe US 264 used to end concurrent with US 64 at either Roanoke Island, Manns Harbor, or Whalebone Junction. This was changed by NCDOT in I think 2000. However I'm not entirely sure when.
QuoteI believe US 264 used to end concurrent with US 64 at either Roanoke Island, Manns Harbor, or Whalebone Junction. This was changed by NCDOT in I think 2000. However I'm not entirely sure when.
All the way to Whalebone. Truncated in 2003....not long after the new US 64 bridge across Croatan Sound (and bypassing Manteo) opened.
Kentucky has a couple of former examples. US 641 used to be concurrent with US 60 all the way to Henderson, and there have even been some pictures posted of it being signed in Evansville. US 68 also used to run concurrently with US 62 and then US 60 to end in downtown Paducah.
Quote from: sparker on March 30, 2018, 03:35:11 PM
Quote from: Max Rockatansky on March 29, 2018, 06:41:29 PM
US 399 used to multiplex US 99 to US 466 in Bakersfield, I always found that one a little on the strange side when the natural north terminus would be US 99. The multiplex can still be seen on the 1963 California state highway map city insert:
https://www.davidrumsey.com/luna/servlet/detail/RUMSEY~8~1~239530~5511853:-Verso--State-Highway-Map,-Californ?sort=Pub_List_No_InitialSort%2CPub_Date%2CPub_List_No%2CSeries_No&qvq=q:caltrans;sort:Pub_List_No_InitialSort%2CPub_Date%2CPub_List_No%2CSeries_No;lc:RUMSEY~8~1&mi=30&trs=86
US 466 was co-signed with US 93 to US 66 in Kingman. Interestingly US 466 predated US 93 over the Hoover Dam.
Most likely the 399 multiplex over 99 into central Bakersfield was simply to provide a terminus at a major regional city -- as well as also providing a single U.S. designation for a route from the principal E-W artery in the area (US 466) to the coastal area NW of Los Angeles, simplifying navigation.
When you think about it, in a roundabout way that mindset makes sense. Suppose you cross the country on US 70 from the east coast. Would it not make more sense to have an XO US Route end somewhere important like Los Angeles as opposed a place out in the boons like US 60 in Globe? I would imagine a lot of the leftover US Routes that end concurrent more or less have the same function. The multiplexed examples with Yellowstone up thread are prime examples showing some viability.
Quote from: Flint1979 on March 30, 2018, 04:17:23 AM
Michigan really doesn't have a ton of US highways. US 10 use to run multiplexed with US 23 and I-75 as well as US 24 just to end in Detroit it now ends in Bay City about 110 miles north of Detroit. I can think of a state highway example that it seems to make no sense but the purpose I believe is to let people know that the route is there and the example I'm talking about is M-43 ending at I-96 after multiplexing with M-52 for it's last mile or so. US 223 ends multiplexed with US 23 for some reason and that one really doesn't make any sense, as a matter of fact US 223 really doesn't make any sense anyway it does end both ends at other US highways but it's only about 45 miles long and could be downgraded to a state highway. At least if that happened then they could eliminate the stupid multiplex it has with US 23.
The M-43 example dates back to the early days of I-96, when M-52 ended at Stockbridge (originally, M-52 was mostly in Lenawee County with M-92 running between Clinton and Stockbridge) and M-47 (now M-52) ended at M-43 west of Webberville)
Quote from: ftballfan on March 31, 2018, 10:52:40 PM
Quote from: Flint1979 on March 30, 2018, 04:17:23 AM
Michigan really doesn't have a ton of US highways. US 10 use to run multiplexed with US 23 and I-75 as well as US 24 just to end in Detroit it now ends in Bay City about 110 miles north of Detroit. I can think of a state highway example that it seems to make no sense but the purpose I believe is to let people know that the route is there and the example I'm talking about is M-43 ending at I-96 after multiplexing with M-52 for it's last mile or so. US 223 ends multiplexed with US 23 for some reason and that one really doesn't make any sense, as a matter of fact US 223 really doesn't make any sense anyway it does end both ends at other US highways but it's only about 45 miles long and could be downgraded to a state highway. At least if that happened then they could eliminate the stupid multiplex it has with US 23.
The M-43 example dates back to the early days of I-96, when M-52 ended at Stockbridge (originally, M-52 was mostly in Lenawee County with M-92 running between Clinton and Stockbridge) and M-47 (now M-52) ended at M-43 west of Webberville)
There's another state example where M-54 and M-83 meet east of Birch Run, and then run together in a backwards concurrency to I-75. This one is a leftover from the construction of the I-75 freeway; US-10 used to run along what is now M-54 and then continued northwesterly on the now un-signed Dixie Highway. As the freeway was opened in stages, parts of old US-10 were changed into state highways.
I suspect that a number of short concurrencies exist to ease in signage. Suppose US-X ends at US-Y, and US-Y ends a few miles later at US-Z. On a large-scale map, it would look like they both ended at Z anyway; only in a city inset would one be able to tell that X ended. Someone looking at the map, driving on Z, would know they needed to use X to get to their destination. But they only find an intersection for Y, and they get lost. The way to resolve that would be to either sign Y as "To X" or to sign them both for that short section. The latter was probably considered to be better.
I suspect
Quote from: SteveG1988 on March 29, 2018, 11:08:16 PM
Quote from: 1 on March 29, 2018, 02:55:43 PM
- 69, 96, and 287
- 63 in Louisiana
- 14 and 16
- 40 and 322
- 270 in Kansas
- 319 at 98
- most of 400
- 18 at 20
- 25 and 341
I see no use for any of these; if they end at the same point, pick one, otherwise, truncate the one that ends there. Is there any reason why these exist, historical or otherwise? (Note: 270 has its own thread.)
Also, feel free to list more examples.
They exist as a trail blazer. Leaving AC for a tourist, you may forget that 322 ends and 40 takes you the rest of the way. It is to basically show you how to get out of the location with what US routes that road surface leads to.
That is exactly what US 63 in LA does. In fact, IMO, US 63 should never have been extended southward from its original terminus in northeast Arkansas. But then again, I don't operate ARDOT.
Louisiana really didn't want US 63. When signing the overlap, DOTD just bolted the US 63 shields underneath all of the US 167 shields. They didn't care about the height between the ground and the bottom of the sign. Nor did they put END or BEGIN assemblies at the I-20 junction where US 63 officially ends.
If you are driving on I-20 and you are looking for the US 63 exit....FORGET ABOUT IT!!!! DOTD never made new BGSs reflecting the change. In fact, the BGSs only show US 167. There has always been a concurrency of US 167 & LA 146 through Ruston ever since the interstate was built in 1959, but DOTD never listed it for interstate travellers to see. They sure as hell ain't gonna list a highway they didn't want to have in the first place.
___________________________________________________________________________________________________
In contrast: US 65 used to be cosigned with US 84 from Clayton, LA to the US 61 junction in Natchez, MS. US 98 terminates on the MS River bridge at the MS state line. So in MS, you had a US 65/84/98 concurrency between US 61 and the river. IMO, this was a wonderful way to point motorists (in MS) in the right direction to major highways. So what does DOTD do? They truncate 65 to Clayton and extend US 425 from Bastrop down to the river, and MSDOT obliges by extending 425 from the river to US 61. A more important US highway was truncated and ignored so that a much less important highway (which, by the way, 425's northern terminus is just south of Pine Bluff, AR at US 65!!!) could be brought in, running concurrent with US 84. What I am saying is...DOTD keeps missing the mark on trailblazing major routes.
Quote from: cjk374 on April 01, 2018, 11:57:33 AM
In contrast: US 65 used to be cosigned with US 84 from Clayton, LA to the US 61 junction in Natchez, MS. US 98 terminated on the MS River bridge at the MS state line.
FIFY. It now terminates at US 84 east of Natchez, even if signage doesn't reflect the current state of affairs.
US-35 use to have it's northern terminus at US-12 in Michigan City, Indiana. INDOT submitted an application in October 2008 to AASHTO for the removal of US-35 between US-12 and the east junction of US-20. INDOT still has US-35 overlapping US-20 to the interchange between SR-212 and US-20 for whatever reason. A TO US-35 sign on I-94 would work fine without US-35 multiplexing US-20 for a mile just to end while it's multiplexed.
Why not have US 287 end in Bowie and make the whole stretch south of it US 81?
Why not end US 62 at US 83?
Why not have US 85 replace all of US 285, but turn south at Fort Stockton into Big Bend?
The south end of US 202 in Delaware does this thread one better by running concurrent over a major interstate in I-95 only to hop off it and run concurrent over a minor state route (DE141) and randomly ending at the intersection with US 13/40 in the random city of New Castle. Bear in mind 202's original routing took it through Wilmington to a more logical endpoint in town.
In Ohio, US 36 used to multiplex with US 250 for its last 25 miles until it ended at US 22 in Cadiz. The thinking was apparently that a 2-digit US route should end at another 2-digit US route. The overlap was removed and US 36 was truncated back to Uhrichsville around 1970.
Quote from: Flint1979 on March 30, 2018, 04:17:23 AM
Michigan really doesn't have a ton of US highways. US 10 use to run multiplexed with US 23 and I-75 as well as US 24 just to end in Detroit it now ends in Bay City about 110 miles north of Detroit. I can think of a state highway example that it seems to make no sense but the purpose I believe is to let people know that the route is there and the example I'm talking about is M-43 ending at I-96 after multiplexing with M-52 for it's last mile or so. US 223 ends multiplexed with US 23 for some reason and that one really doesn't make any sense, as a matter of fact US 223 really doesn't make any sense anyway it does end both ends at other US highways but it's only about 45 miles long and could be downgraded to a state highway. At least if that happened then they could eliminate the stupid multiplex it has with US 23.
US 10 dropping down to detroit never made any sense, glad it doesn't do that anymore. And you're right us 223 doesn't need to be a us highway
Quote from: silverback1065 on April 03, 2018, 04:39:06 PM
Quote from: Flint1979 on March 30, 2018, 04:17:23 AM
Michigan really doesn't have a ton of US highways. US 10 use to run multiplexed with US 23 and I-75 as well as US 24 just to end in Detroit it now ends in Bay City about 110 miles north of Detroit. I can think of a state highway example that it seems to make no sense but the purpose I believe is to let people know that the route is there and the example I'm talking about is M-43 ending at I-96 after multiplexing with M-52 for it's last mile or so. US 223 ends multiplexed with US 23 for some reason and that one really doesn't make any sense, as a matter of fact US 223 really doesn't make any sense anyway it does end both ends at other US highways but it's only about 45 miles long and could be downgraded to a state highway. At least if that happened then they could eliminate the stupid multiplex it has with US 23.
US 10 dropping down to detroit never made any sense, glad it doesn't do that anymore. And you're right us 223 doesn't need to be a us highway
US 10 to Detroit sure made sense from 1926 to nearly 1970.
Michigan has had three examples of using numbers for routes that sort of violate the system but the examples are/were only in Michigan and don't extend to other states.
US-24 running north and south between it's northern (should be eastern) terminus and the Ohio line.
US-10 running north and south between Bay City and it's southern (should be eastern) terminus in Detroit. No longer exists with US-10 now ending at I-75 in Bay City.
I-69 running east and west between Lansing and it's eastern (should be northern) terminus.
Having a US highway running north and south in that area made sense before I-75 was built but since I-75 is there now there was no need for US-10 to go to Detroit any longer. It was actually moved off of Woodward Avenue and onto the Lodge Freeway at one point. The Lodge now uses the number M-10.
Quote from: Mapmikey on March 29, 2018, 08:36:38 PM
US 17 into Fredericksburg
I am glad it got extended to the north and west toward Opal and then in the direction of I-66 at Marshall.
Quote from: Mapmikey on March 29, 2018, 08:36:38 PM
US 17 at US 11-50-522 Winchester VA
I do not see the value in this. U.S. 17 could be cut back to where it joins U.S. 50 near Paris. Or it could be pruned even more, back to I-66, with the section between I-66 and U.S. 50 at Paris being downgraded to a secondary highway.
Quote from: cpzilliacus on April 04, 2018, 12:20:57 AM
Quote from: Mapmikey on March 29, 2018, 08:36:38 PM
US 17 at US 11-50-522 Winchester VA
I do not see the value in this. U.S. 17 could be cut back to where it joins U.S. 50 near Paris. Or it could be pruned even more, back to I-66, with the section between I-66 and U.S. 50 at Paris being downgraded to a secondary highway.
Prior to the 1960s extension to Winchester, VA 17 also went all the way into Winchester, since the 1940s when it was rerouted to no longer meet MD 17 at Brunswick MD.
I always thought it would be a good idea to have US 17 replace US 522 north of Winchester and turn 522 south of Winchester back into VA 49 and/or VA 3.
Quote from: Flint1979 on April 03, 2018, 07:14:09 PM
Michigan has had three examples of using numbers for routes that sort of violate the system but the examples are/were only in Michigan and don't extend to other states.
US-24 running north and south between it's northern (should be eastern) terminus and the Ohio line.
US-10 running north and south between Bay City and it's southern (should be eastern) terminus in Detroit. No longer exists with US-10 now ending at I-75 in Bay City.
I-69 running east and west between Lansing and it's eastern (should be northern) terminus.
Since these are/were the terminal sections of these routes (i.e. they don't change direction again), I'm okay with the nonstandard cardinal directions. I would not be okay with, for example, signing I-94 as north-south between Chicago and Milwaukee because the route continues east-west on both sides of that segment.
Quote from: Flint1979 on April 03, 2018, 07:14:09 PM
Having a US highway running north and south in that area made sense before I-75 was built but since I-75 is there now there was no need for US-10 to go to Detroit any longer. It was actually moved off of Woodward Avenue and onto the Lodge Freeway at one point. The Lodge now uses the number M-10.
Getting myself back on topic, there was a useless concurrency of US-10/US-24 between Southfield and Bloomfield Hills when the former was rerouted along the Lodge Freeway and Telegraph Road. US-24 ended at Square Lake Road without even an ENDS sign while US-10 continued north. When this stretch of US-10 was decommissioned, US-24 was extended north along its route to I-75.
Speaking of Michigan, has anyone mentioned US 223 ending concurrent with US 23 just over the Ohio State Line? That route ought to be decomissioned as a US Route entirely.
Quote from: Max Rockatansky on April 04, 2018, 08:10:12 AM
Speaking of Michigan, has anyone mentioned US 223 ending concurrent with US 23 just over the Ohio State Line? That route ought to be decomissioned as a US Route entirely.
The theory is just so US 223 can enter a second state and meet the "300 mile or 2+ states" requirement for US routes.
Quote from: TheHighwayMan394 on April 04, 2018, 03:41:52 PM
Quote from: Max Rockatansky on April 04, 2018, 08:10:12 AM
Speaking of Michigan, has anyone mentioned US 223 ending concurrent with US 23 just over the Ohio State Line? That route ought to be decomissioned as a US Route entirely.
The theory is just so US 223 can enter a second state and meet the "300 mile or 2+ states" requirement for US routes.
That's just it, even in Michigan the route really isn't that entirely worthy of being a US Route. I say just bump it down to a Trunkline and call it a day.
Quote from: Max Rockatansky on April 05, 2018, 12:32:22 AM
Quote from: TheHighwayMan394 on April 04, 2018, 03:41:52 PM
Quote from: Max Rockatansky on April 04, 2018, 08:10:12 AM
Speaking of Michigan, has anyone mentioned US 223 ending concurrent with US 23 just over the Ohio State Line? That route ought to be decomissioned as a US Route entirely.
The theory is just so US 223 can enter a second state and meet the "300 mile or 2+ states" requirement for US routes.
That's just it, even in Michigan the route really isn't that entirely worthy of being a US Route. I say just bump it down to a Trunkline and call it a day.
I've already mentioned that US-223 should be downgraded to a state highway and the multiplex with US-23 would be gone.
Also US-46 then violates the 300 mile or 2+ states requirement. It does not enter Pennsylvania or New York. On the eastern end it ends on the New Jersey side of the GWB.
Quote from: cjk374 on April 01, 2018, 11:57:33 AM
In contrast: US 65 used to be cosigned with US 84 from Clayton, LA to the US 61 junction in Natchez, MS. US 98 terminates on the MS River bridge at the MS state line. So in MS, you had a US 65/84/98 concurrency between US 61 and the river. IMO, this was a wonderful way to point motorists (in MS) in the right direction to major highways. So what does DOTD do? They truncate 65 to Clayton and extend US 425 from Bastrop down to the river, and MSDOT obliges by extending 425 from the river to US 61. A more important US highway was truncated and ignored so that a much less important highway (which, by the way, 425's northern terminus is just south of Pine Bluff, AR at US 65!!!) could be brought in, running concurrent with US 84. What I am saying is...DOTD keeps missing the mark on trailblazing major routes.
US 65 used to extend even further than Natchez, all the way to New Orleans, duplexed with US 61.
US 98 was truncated to US 84 in Bude a few years ago.
I agree about the US 63 fiasco and the US 425 fiasco. The highway from El Dorado to Hazen deserves to be a US highway, but there is no real practical number for it without it being a single state route. One solution that works a lot better than US 63 ending at I-20 is for it to follow LA 9 from Junction City to at least Homer, if not all the way to US 71 in Campti. It could even follow US 71, LA 486 and LA 6 to end at I-49 west of Natchitoches. If you want to get even more ridiculous, have it follow LA 117 to Leesville, US 171 to DeRidder and LA 27 to at least I-10 at Sulphur. You could also extend it to LA 82 at Holly Beach, which would eliminate the U shaped LA 27.
US 425 should still end at US 65 or at least US 84. US 65 should go at least to US 84, if not all the way to US 61.
And US 425's northern terminus is the big I-530/US 63/US 65/US 79/US 65B/US 425/AR 190 super interchange.
Quote from: bugo on April 08, 2018, 08:16:04 PM
And US 425's northern terminus is the big I-530/US 63/US 65/US 79/US 65B/US 425/AR 190 super interchange.
ARDOT extended US 425 from the Citgo truck stop (AR 81 to the paper mill) to the south end of I-530 et al? It has been several years since I was there, so I had no idea it was extended. When did that happen?
*US 169 ends at Memorial Drive in Tulsa triplexed with US 64 and OK 364/Creek Turnpike.
*US 266 ends at US 64 duplexed with OK 2. OK 2 used to go further north, following US 64 to Muskogee, US 69 to Vinita, today's OK 2 to Welch and US 59 to the Kansas border. OK 2 also used to follow US 271 all the way to the Texas line.
*The aforementioned US 62/277 duplex. US 277 was there before US 62 was commissioned in Oklahoma, and they truncated it at I-44 instead of at US 62. The only independent segment of US 277 in Oklahoma is from west of Elgin to just west of Ninnekah.
*OK 99 is duplexed with US 377 throughout US 377's entire length in Oklahoma, including the illegitimate section north of Madill.
*US 177 is duplexed with OK 199 at its end at Madill. OK 199 continues to the east. US 177 from Dickson to Madill is a former alignment of US 70 and US 177 was extended east to end at the new US 70.
*OK 33 ends at Main and Dewey in downtown Sapulpa duplexed with OK 66. OK 97 ends at that junction and Alternate US 75's signed end is at the same intersection as well (Alt US 75 officially follows OK 66 to at least as far north as I-44 and possibly all the way to the southern I-244/US 75 split in Red Fork.) OK 33 used to end in West Siloam Springs and when it was truncated, it was truncated to Main and Dewey for some unknown reason.
*OK 15 meets OK 74 west of Billings and follows 74 south to US 64/412 where it ends and 74 continues south. The reason is because OK 15 used to follow US 64 to Enid, US 412 to Woodward and today's OK 15 to the Texas line (OK 15 has two segments, as does OK 2.)
*Until around 1985, OK 7 followed OK 3 from Atoka to Broken Bow, where it ended at US 70 and US 259. OK 3 did and still does continue along US 70/259 to Idabel, where it splits and heads east to the Arkansas border.
*West of Okarche, OK 3 is duplexed with many different highways: US 81, OK 33, US 270, US 281, OK 51, US 60, US 183, OK 34, (former OK 15), OK 136, US 54, US 64, US 56, US 287 and US 385.
*OK 51 follows US 270 from Hucmac to Seiling, then follows US 60 all the way to the Texas line.
There are probably others in the Sooner State that I missed.
Outside of Oklahoma, US 56 and 412 end together at I-25 in New Mexico.
Quote from: cjk374 on April 08, 2018, 09:05:55 PM
ARDOT extended US 425 from the Citgo truck stop (AR 81 to the paper mill) to the south end of I-530 et al? It has been several years since I was there, so I had no idea it was extended. When did that happen?
July 11, 2001
Quote
WHEREAS, U. S. Highway Route 425 serves a major travel
corridor between Pine Bluff, Arkansas and Bastrop, Louisiana; and
WHEREAS, the numbering of this route presently begins at
its junction with U. S. Highway Route 65 east of Pine Bluff; and
WHEREAS, to enhance identity of the route, a logical
beginning point would be Interstate Route 530 in Pine Bluff.
NOW THEREFORE, the Director is authorized to petition the
AASHTO Route Numbering Committee to extend the U. S. Route 425
designation over U. S. Route 65 to the junction of I-530 in Pine Bluff as
shown on the attached sketch.