General notes:
*A corridor is a U.S. Route, plus any parallel freeways. Occasionally more than one route connects the same two cities with no substantial difference in between (e.g. Gary-Michigan City or Peekskill-Brewster); they are both in the same corridor.
*Minimal indirectness of only a few miles, where the more direct route is also a U.S. Route corridor, is not counted. The route must be substantially indirect. The bar is lower when the shorter route is a state route.
*Towns bolded are those required as waypoints to make the route direct.
*Minor cutoffs that seem to go through tougher terrain aren't listed.
*The purpose of this is not to list all potential cutoffs. It's to list all indirect sections.
1
*Jacksonville-Augusta-Southern Pines: 17-15
*New Haven-Providence-Boston: 5-CT 15-MA 15-20
*Westerly-Wakefield-Providence: RI 3
*Brunswick-Perry-Calais-Fort Kent: 201-202-2-ME 11
*Warren-Rockland-Rockport: ME 90
*Caribou-Van Buren-Fort Kent: ME 161
These have all existed since the beginning. US 1 was deliberately aligned along the fall line through the Carolinas to serve larger cities, and along the shore in New England.
301
*Callahan-Statesboro-Santee: FL 200-17-15
This resulted from 301's ca. 1947 extension from Summerton (the other end of the 15 overlap from Santee). It seems that the Bamberg-Folkston corridor was desired for a U.S. Route, necessitating the jog west to Orangeburg to make it an extension of 301.
*Bowie-Annapolis-Wilmington: MD 3-40
301 used to end in Baltimore, but was realigned onto the Chesapeake Bay Bridge ca. 1960 as part of a bypass.
2
*Spokane-Glacier-Havre: 10-MT 200-87
US 2 originally ended at Bonners Ferry on 95, but was extended west ca. 1948 to replace US 10 Alternate.
*Wakefield-Iron Mountain-St. Ignace-Sault Ste. Marie: MI 28 (also shorter if going to St. Ignace, cutting back to 2 east of the Seney Stretch)
US 2 has always gone this way (as did the Roosevelt International Highway), and it was probably a better road in the early days.
202 is actually not much longer than the alternates. Danbury adds only about 30 miles and Concord about 40; it's really hard to uncouple it beyond that.
4
*Albany-Rutland-Concord: NE 9
This resulted from 4 replacing 9 (or 9E?) between Glens Falls and Albany ca. 1930. Until then, the two routes were roughly equal between Glens Falls and Concord.
6
*Los Angeles-Bishop-Spanish Fork-Green River: 91-50 (before I-70 across the San Rafael Swell, via Spanish Fork was the most direct route)
This was the result of 6's ca. 1937 extension over the Midland Trail through Nevada. Back in the auto trail days, they may have been comparable, but surely by 1937 cutoffs had made US 91 much more direct.
*Brush-Sterling-McCook: 34
I don't know why, but this dogleg has been present since 1926, as part of US 38, and even earlier on the Detroit-Lincoln-Denver Highway. Both roads were in roughly the same condition in the 1920s, but the cutoff was only a state highway until ca. 1939 when US 34 was extended.
East of Cleveland, 6 is about 25 miles longer than 20 to Boston, with the following cutoff:
*Andover-north of Pymatuning Reservoir-Conneaut Lake: OH 85-PA 285
This was part of US 6's ca. 1932 extension from Erie to Colorado. The cutoff was present at that time, though not all paved, and later one had to go through Hartstown to stay on pavement (this was still more direct than going around to the north). Perhaps there was some uncertainty in the early 1930s when the lake was being created as to whether there would be a bridge, but there's no apparent reason it hasn't been realigned since then.
10
*Garrison-Butte-Forsyth: 12
US 10 was the original route through here; 12 was only extended west to Missoula ca. 1959, replacing US 10N (which turned south at Townsend) and MT 6.
*Miles City-Fargo-Minneapolis: 12
10 and 12 have both roughly followed their alignments here since 1926.
311
*Randleman-Winston-Salem-Danville (entire route): 220-29
311 has always bumped west to serve Winston-Salem; this was the only part kept ca. 1934 when the rest became an extension of 220.
*Winston-Salem-Eden-Danville: 158-29
The 2012 extension from Eden to Danville caused this.
411
*Rome-Cartersville-Chatsworth: GA 53-GA 225
411 has followed the route through Cartersville since it was created ca. 1934. Calhoun-Chatsworth was not then a state highway, but going via Dalton would still have been shorter.
12
*Elma-Lewiston-Missoula: 410-99-10
This was created ca. 1967 when 12 was extended west from Lewiston to replace 410 (except using a better crossing of the Cascades).
*Pasco-Walla Walla-Waitsburg: WA 124
410 had used this alignment since 1926. The cutoff only became a state highway in full in 1951.
212
*Yellowstone-Billings-Belle Fourche: 14-85
This only became more direct when I-90 was built, cutting off major curves in 14.
*Billings-Belle Fourche-Minneapolis: 10-12
The ca. 1939 extension west from Belle Fourche created this.
When 212's west end was Miles City, 12 was more direct than the entire length.
13
*Fayetteville-Greenville-Ahoskie: 301-NC 42
13 was extended to Goldsboro ca. 1956 and Fayetteville ca. 1963. The purpose was presumably to add the Greenville-Fayetteville diagonal to the U.S. Highway system
*Bethel-Windsor-Ahoskie: NC 11
13 was initially extended to Windsor ca. 1952. There was no road southwest from Ahoskie across the Roanoke River until ca. 1967.
213
*Berlin-Easton-Elkton (almost entire route): 113-DE 72-40
Since 1926, 213 has always been the longer route through the Delmarva Peninsula.
16
*Greybull-Buffalo-Clearmont: 14
16 was the original crossing of the mountains from 87 west to Yellowstone (though the route ended at 20 in Worland until ca. 1965). 14 came across on a more direct route ca. 1934.
17 obviously pivots at Norfolk; I won't try to determine the shortest bypass. The same seems to be true of Wilmington to a much lesser extent. 17 was always intended as the route closest to the shore; the extension northwest from Fredericksburg came ca. 1965.
18
*Lusk-Hot Springs-Dodgeville: 20-151
This happened ca. 1970 when 18 was extended rather uselessly from Mule Creek Junction to Orin.
*Pickstown-Canton-Sheldon: SD 46-IA 10-IA 60
18 has always gone here more or less as it does now. There was no Big Sioux crossing at Hawarden on the cutoff until ca. 1935, and for many years after that it was unpaved.
*New Hampton-West Union-Postville: IA 24-52
18 has always jogged south here, and the cutoff became a state highway ca. 1929, but was not fully paved until the 1950s.
19
*Bradenton-Atlanta-Bluefield: 301-FL 200-17-21
19's extension ca. 1930 from Tallahassee to St. Pete made it indirect, adding on a section along Florida's west coast that might have made more sense as part of a different route such as 231.
*Atlanta-Murphy-Asheville: 23
19 was the original connection between Atlanta and Asheville. 23 came through ca. 1930 on a better route.
*Mars Hill-Cane River-Spruce Pine-Bluff City: 23-11E
23 overlapped 19W in this area until ca. 1952, when it was moved to the more direct route, leaving behind a bloody useless 19W.
119
*Weston-Buckhannon-Grafton: 19-50
This was part of 119's ca. 1934 extension from Morgantown. Since 19 already existed, 119 needed another route to Weston.
219
*Elkins-Johnstown-DuBois: 250-119
The ca. 1937 extension into West Virginia created this.
20
*Idaho Falls-Yellowstone-Shoshoni: 26
20 was extended west from Yellowstone into Oregon ca. 1940; 26 came west to Idaho Falls ca. 1951, mostly replacing a (possibly never-signed) US 20 Alternate.
*Cody-Greybull-Thermopolis: WY 120
US 20 has always followed this route through Greybull, which was a better road in the 1920s.
120
*Ridgway-Williamsport-Reading (entire route): 219-PA 153-322-422
This cutoff was not more direct until current PA 153 was paved northwest of Penfield in the 1960s, by which time US 120 only went to Lock Haven.
220
*Roanoke-Cumberland-Hughesville: 11-15
This was created ca. 1934 when 220 was extended through Virginia.
221
*Wrens-Boone-Lynchburg: 1-SC 121-21-29
221 was extended south from Greenwood ca. 1954, though it was already not necessarily the most direct route.
*Shady Grove-Quitman-Valdosta: CR 14-FL 145-GA 31
Presumably they wanted to keep it off of secondary roads (CR 14 was SR S-14).
*Linville-Blowing Rock-Boone: NC 105
NC 105 did not exist until ca. 1956.
321 obviously pivots around Boone. It was extended from Boone to Johnson City ca. 1961, but didn't really become problematic until the ca. 1981 extension to Eaton Crossroads.
*Eaton Crossroads-Maryville-Greeneville: 70-11E
Presumably they wanted it to bypass Knoxville to the south.
*Maryville-Gatlinburg-Newport: 411
And serve Gatlinburg, I guess.
421
*Winston-Salem-Lexington-Michigan City: 52-21-35
This was created ca. 1951 when 421 was extended through Kentucky and Indiana.
521
*Georgetown-Sumter-Charlotte (entire route): SC 51-SC 151-601-74
521 has followed this route since it was created ca. 1933.
222
*Penn Hill-Quarryville-Willow Street: PA 272
This has been part of 222 since the beginning. PA 272 (then 72) has existed since the 1930s.
522
*Culpeper-Winchester-Selinsgrove: 15
This was created ca. 1944 when 522 was extended from Hancock.
23
*Alma-Atlanta-Asheville: 1-221-25
23's ca. 1950 extension from Atlanta to Jacksonville caused this.
*Standish-Alpena-Mackinaw City: MI 76-27
23 has always followed the shore here.
24
*Minturn-Kansas City-Detroit (entire route): 6-12
24 was extended west from Kansas City ca. 1936, replacing 40N to Limon and 40S to Grand Junction via Minturn.
*Minturn-Colorado Springs-Limon: 6-40
The improvement of US 6 east of Minturn made 24 (ex-40S) indirect.
*Minturn-Buena Vista-Hartsel: 6-CO 9
This was not a viable cutoff until 9 was paved.
26
*Bliss-Idaho Falls-Ogallala: 30
This was created by 26's extension west from Idaho Falls ca. 1952.
*Mountain Home-Shoshone-Carey: 20
20 was temporarily put on 26's current alignment when it was extended through Idaho ca. 1940. 26 was added ca. 1952, but was not moved onto the shorter route with 20 when it was improved.
*Arco-Blackfoot-Mountain Home: 20
26 also got second dibs here.
27
*Williston-Tallahassee-Chattanooga: 41
27 was extended southeast from Tallahassee ca. 1949.
*Cincinnati-Fort Wayne-Lansing: 127
27 has always followed its route here; 127 was realigned onto the cutoff ca. 1930.
227
*Richmond-Paris-Georgetown: 25
I suppose they wanted a bypass around Lexington when they extended 227 west from Paris ca. 1930.
29
*Brewton-Troy-Tuskegee: 31-80
29's ca. 1934 extension from Tuskegee to Brewton took it along this less direct alternate to 31.
31
*South Bend-Traverse City-Petoskey: 112-131
31 has always followed the shore here.
231
*Panama City-Dothan-Troy: FL 77-CR 279-FL 79-AL 167
This was created ca. 1935 when 231 was extended south. The cutoff was not all available, and neither was a shorter one on FL 77-AL 109.
*Lafayette-Rensselaer-Crown Point: 52-41 (though you could argue that this is the I-65 corridor)
US 152 was designated along this route ca. 1934 as a longer alternate to 52-41.
431
*Dothan-Columbus-Huntsville: 231
431 was assigned to its current route ca. 1954, replacing 241, which took a similar route since ca. 1930. When 241 was designated, 231 only went north to Montgomery, and the roads north to Huntsville were not all paved.
34
*Hastings-Grand Island-Lincoln: 6
34 was extended west to Grand Island ca. 1935, creating a direct route west from Lincoln via 34-30. Four years later it continued south from Grand Island.
136
*Le Roy-Rantoul-Danville: 150
136 was created ca. 1951, at which time 150 already had the direct route.
41
*Miami-Naples-Williston: 27
41 replaced 94 from Miami to Naples ca. 1950.
*Terre Haute-Veedersburg-Attica: IN 63
41 was always on its current alignment here. SR 63 came along later.
*Abrams-Marquette-Covington: 141
41 always went via Marquette. 141 was extended north from Green Bay ca. 1929.
*Marinette-Spalding-Escanaba: MI 35
This one has existed since the beginning, but the original plan was to continue directly north from Spalding to Marquette. Current US 41 to Escanaba was all paved in 1926, but M-35 was not.
441
*West Palm Beach-Belle Glade-Okeechobee: FL 710
441 has always been here since its extension ca. 1951. But also see US 98.
43
*Berry-Hamilton-Russellville: AL 13
US 43 was created ca. 1934. SR 13 followed US 43 through this area until a new alignment was built in the late 1950s.
49
*Helena-Brinkley-Jonesboro: AR 1
US 49 ended in Jonesboro until ca. 1980.
50
*San Francisco-Stockton-Sacramento: 40
This became part of US 50 ca. 1931. It had been the Lincoln Highway due to the avoidance of water crossings.
Note that, for a while, 50 went Ely-Wendover-Salt Lake City-Green River (since there was no direct paved road), making 40 obviously more direct west of Wendover.
*Kansas City-Jefferson City-St. Louis: 40
50 has always gone here, obviously to serve Jefferson City.
150
*Terre Haute-Vincennes-Paoli: IN 46-IN 37
US 150 always extended west from Paoli to Shoals. Presumably they wanted it to serve Vincennes when it was extended ca. 1934.
52
*St. Paul-Dubuque-Kentland: 12-41
52 was extended from Kentland to Dubuque ca. 1934, and then replaced 55 to St. Paul.
*Cincinnati-Winston-Salem-Charleston: 25-176
52 was also extended southeast from Bluefield ca. 1934, replacing 121 (Wytheville-Lexington), 601 (Salisbury-Florence), and 17 (Florence-Charleston). This created a continuous route, but not the most direct one.
53
*Holmen-Osseo-Eau Claire: WI 35-WI 93
US 53 went via Osseo since the beginning; it appears that 93 was not as good of a road in the early days.
54
*Springfield-Kankakee-Chicago: 66 (surprisingly, 54 was only about 15 miles longer, and most of that disadvantage was lost with I-55 curving around to bypass every town)
This was created by 54's extension from Springfield ca. 1942.
55
*Davenport-Clinton-Dubuque: 61
55 was extended from Dubuque to Davenport ca. 1932, following the bend of the Mississippi rather than 61's straight line.
56
*Marion-Herington-Gardner: KS 150-50
56 directly replaced the stairstepping 50N here, which had existed since 1926. 50S became 50 and was gradually improved with diagonals.
158
*Mocksville-Elizabeth City-Whalebone Junction (entire route): 64
This was created ca. 1942 when 148 was extended from Murfreesboro.
258
*Jacksonville-Tarboro-Smithfield: 17-13-VA 32 (interestingly, staying on 17 from Windsor is the same length as 258 all the way)
258 was extended from Murfreesboro to Franklin ca. 1940 and to Fort Monroe ca. 1945. This brought the arcing corridor through Tarboro back east to the straighter route through Williamston.
59
*Laredo-Tenaha-Winnipeg (entire route): 81
This was created when 59 and 96 swapped ca. 1939.
*Nacogdoches-Texarkana-Heavener: 259 (all of 259)
59 was created ca. 1934 with this alignment. The future 259 did not exist until ca. 1960, and became 259 ca. 1963. Interestingly, there were plans to realign 59 onto a cutoff like this: http://www.txdot.gov/tpp/hwy/us/us0059.htm
*Miami-Lawrence-St. Joseph: 69-71
Until ca. 1934, this part of 59 was 73W, but past Lawrence it continued north on current 159 to Horton.
*Nortonville-St. Joseph-Craig: 159 (note that 159 originally went north to Craig rather than east to near Mound City, making this formerly all of 159)
When this was created ca. 1934, there was a ferry at Rulo. The bridge was built in 1939 and 159 was extended over it ca. 1945.
SEE PAGE 2 FOR 60-101 (https://www.aaroads.com/forum/index.php?topic=9540.msg224368)
63
169
371
60 and 66 intersected three times historically. Afton to Vinita, OK (multiplex); Amarillo (brief multiplex); Los Angeles (60 ends at 66). any of those indirect routes for one another?
Quote from: NE2 on May 26, 2013, 03:55:58 AM
10
*Miles City-Fargo-Minneapolis: 12
*Fargo-
Motley-Detroit Lakes-St. Cloud: 52 (pre I-94 even)
61
*Dubuque-
La Crosse-St. Paul: 52
*La Crosse-
St. Paul-Duluth: 53
*Red Wing-
Miesville-Hastings: MN 316
169
*Shakopee-
Minneapolis-Elk River: MN-CR 101 (even by today's suburban routing)
Quote from: agentsteel53 on May 26, 2013, 08:13:08 PM
60 and 66 intersected three times historically. Afton to Vinita, OK (multiplex); Amarillo (brief multiplex); Los Angeles (60 ends at 66). any of those indirect routes for one another?
LA-Amarillo is about the same if you use the Vaughn-Amarillo shortcut instead of 60 all the way. Amarillo-Vinita is much closer than I expected (the Goog says 437 on 66 (avoiding tolls, so using I-40 but not I-44) and 443 on 60).
Quote from: Molandfreak on May 26, 2013, 08:29:35 PM
*Fargo-Motley-Detroit Lakes-St. Cloud: 52 (pre I-94 even)
Nine miles longer. Not enough to list, since the shortcut is a U.S. Route. And it's a former 10N-10S split.
Quote from: NE2 on May 26, 2013, 09:47:24 PM
LA-Amarillo is about the same if you use the Vaughn-Amarillo shortcut instead of 60 all the way. Amarillo-Vinita is much closer than I expected (the Goog says 437 on 66 (avoiding tolls, so using I-40 but not I-44) and 443 on 60).
so 60 is slightly longer than 66 between LA and Amarillo. I wonder how the very first US60 (1931 extension to LA) compares to its contemporary 66, which went in a sideways S in New Mexico, hitting Las Vegas, Santa Fe, and Los Lunas.
Quote from: agentsteel53 on May 26, 2013, 08:13:08 PM
60 and 66 intersected three times historically. Afton to Vinita, OK (multiplex); Amarillo (brief multiplex); Los Angeles (60 ends at 66). any of those indirect routes for one another?
I count 4: LA, Amarillo, Afton, and Springfield.
Quote from: bugo on May 27, 2013, 01:58:12 AMSpringfield.
did they actually intersect?
I thought 66 followed what is now Business Loop 44, and 60 followed 413 and Secondary D. they get close (about 1-2 miles) but together?
For US 34:
Hastings-Grand Island-Lincoln: US 6 plus (West) O Street.
Quote from: DandyDan on May 27, 2013, 04:58:56 AM
For US 34:
Hastings-Grand Island-Lincoln: US 6 plus (West) O Street.
Hmmm, yeah. I decided not to count that, but on a second look it's definitely indirect enough. Thanks.
How about for US 1 Folkston- *Augusta-Columbia*- Petersburg US 301?
Is it because the two corridors are long and not straight?
I used the * because my dumbass computer is for some unknown reason refusing to let me go bold on this. I even tried using word document and bolding it, then copying and pasting, and then it would paste to here in normal lettering. Obviously, its time to get this thing cleaned!
Quote from: roadman65 on May 27, 2013, 09:21:15 AM
How about for US 1 Folkston- Augusta- Columbia- Petersburg US 301?
Is it because the two corridors are long and not straight?
Are you sure 301 is actually shorter there? (And, more importantly, shorter than 17-15 between Jax and Southern Pines?)
Quote from: NE2 on May 27, 2013, 09:37:07 AM
Quote from: roadman65 on May 27, 2013, 09:21:15 AM
How about for US 1 Folkston- Augusta- Columbia- Petersburg US 301?
Is it because the two corridors are long and not straight?
Are you sure 301 is actually shorter there? (And, more importantly, shorter than 17-15 between Jax and Southern Pines?)
I did not think it was. That is why I am asking, because it is deceiving on the map. I did not know if you forgot or if the distance is not all that different. US 301 does, like you said, go far west as Statesboro, GA which makes its overall routing even longer than I-95. I was unsure if US 301 north of Santee made up for it.
Good point. I will have to check on it.
Just checked on Wikipedia and actually US 1 between those two points is only 3 miles longer than its child. Hard to believe, but also not surprised either.
Quote from: NE2 on May 26, 2013, 03:55:58 AM
27
*Williston-Tallahassee-Chattanooga: 41
*Cincinnati-Fort Wayne-Lansing: 127
227
*Richmond-Paris-Georgetown: 25
I was going to point out that 27 now ends at Ft. Wayne, but since you listed 227, you're obviously considering historic routes.
How about Chattanooga to Cincinnati for 27 and 127? 27 is the more direct route.
How about this one for US 29?
LaGrange-Newnan-Atlanta-Athens: GA 109-US 27A-GA 362-GA 85-GA 138-US 78
A difference of only seven miles, but mostly following just state routes.
Quote from: NE2 on May 26, 2013, 03:55:58 AM
61
*Wayland-Davenport-La Crosse-St. Paul: MO-IA 27-218-63-52
FTFY
US 80 used to loop through Phoenix multiplexed with US 60/70/89. AZ 84 was a more direct route between Gila Bend and Tucson, which is why it was supplanted by I-8.
On US 23 you could add US 441. Atlanta is a pivoting point for US 23 in Atlanta. Remember US 23 is Georgia's longest US highway. It junctions with US 441in McRae in South Central GA and then meets it again in North GA near Cornelia where both routes concur into NC.
Keeping with the Georgia theme:
US 129, Macon-Athens-Gainesville, has a couple options.
US 23-Halls Bridge Rd-GA 36-GA 138-US 78-GA 11-GA 53-GA 13 (14 miles; 12 miles if you stay on US 23 to GA 36)
US 23-GA 83-GA 11-GA 53-New Cut Rd-GA 60 (14 miles; 12 miles if you use GA 124 instead of New Cut Rd)
US 280, Cusseta-Richland-Americus-McRae: GA 26-US 341 (10 miles)
US 1, Folkston-Waycross-Wrens-Augusta: US 301-GA 129-GA 121-US 25-GA 56 (12 miles)
US 411, Rome-Cartersville-Chatsworth: GA 53-GA 53 Spur-US 41-GA 225-GA 52 (15 miles, almost a quarter of the distance)
Quote from: hbelkins on May 27, 2013, 02:21:30 PM
How about Chattanooga to Cincinnati for 27 and 127? 27 is the more direct route.
The Goog (with avoid highways checked) shows 342 for 27 and 347 for 127. Taking 25 north of Lexington gives 337. 10 miles out of 340 on other U.S. Routes is not enough to list.
Quote from: Eth on May 27, 2013, 04:37:00 PM
How about this one for US 29?
LaGrange-Newnan-Atlanta-Athens: GA 109-US 27A-GA 362-GA 85-GA 138-US 78
A difference of only seven miles, but mostly following just state routes.
I don't know. There are just too many like this where it's marginally more direct to use a chain of parallel routes, and here you're just going through Atlanta's suburbs. (Did you mean to include 54 between 85 and 138? And I get even more savings taking 54 from Hogansville.)
Quote from: Molandfreak on May 27, 2013, 06:53:49 PM
Quote from: NE2 on May 26, 2013, 03:55:58 AM
61
*Wayland-Davenport-La Crosse-St. Paul: MO-IA 27-218-63-52
FTFY
Wayland should be Keokuk. Or something.
Quote from: Eth on May 27, 2013, 09:23:51 PM
US 411, Rome-Cartersville-Chatsworth: GA 53-GA 53 Spur-US 41-GA 225-GA 52 (15 miles, almost a quarter of the distance)
Got this one already. The others... again, you get some savings, but often I have even more direct routes listed (like US 280, Columbus-Blitchton).
All done.
Before the US 20 bypass opened in South Bend/Elkhart, US 33 ran all the way into South Bend. US 33 was the most direct route between South Bend and Fort Wayne (76 miles), but anybody making that trip would have used the slightly less direct US 31/US 30 (85 miles) since that route is 4 lanes the entire trip with far fewer stoplights.
Locally you can say that from Bowers Hill, VA to Norfolk, VA that US 13 and US 460 go wayward from the route that US 58 takes. I know its not that much of a significant difference and it is on a small scale, but US 58 is the shortest route there.
US 13 follows Military Highway that loops through Chesapeake and US 46o goes south to Chesapeake with US 13, but then goes due north into Norfolk to cross US 58 in Downtown.
Across the state you have US 11 that does not take the straightest path through Roanoke either. VA 117 is the shortest way from Salem to Hollins.
I've started adding some historical context to each entry.
Well this really shits in my Wheaties: The message exceeds the maximum allowed length (20000 characters).
So 1-59 are in the first post and 60-101 are below.
60
*Vaughn-Clovis-Amarillo: 54-66
This was created ca. 1932, when 60 was extended west from Amarillo to replace parts of 366 and 70. The result was 60 and 70 bumping at Clovis.
*Paducah-Owensboro-Louisville: 62-31W
60 has always followed the Ohio here. 62 was created as a direct route across central Kentucky ca. 1930.
160
*Walsenburg-Trinidad-Winfield-Pittsburg: CO 10-50-400
US 160 was extended west from Trinidad ca. 1934. But even in those days before 400, 160 was still longer than the Trinidad-Pittsburg alternate via Dodge City and then 154-54-69.
*Springfield-Branson-Poplar Bluff: 60
160 was extended east from Springfield ca. 1954.
460
*Mt. Sterling-Roanoke-Lynchburg: 60-501
460 came west into Kentucky ca. 1947. Interestingly, both this part of 501 and 460 from Lynchburg east to Burkeville were part of original 60.
*Salyersville-Paintsville-Prestonsburg: KY 114
It's not clear when KY 114 was paved, but it was by the mid-1950s.
61
*Laplace-Baton Rouge-Memphis: 51
51 and 61 have existed here since 1926, with 51 following the shorter route through central Mississippi, and 61 along the river.
*Keokuk-Davenport-La Crosse-St. Paul: 218-63-52 (of course you can also bypass Keokuk)
Again, 61 follows the Mississippi River. 63 was extended through this area ca. 1934, completing the shortcut.
*La Crosse-St. Paul-Duluth: 53
53 and 61 have followed their current routes here since 1926.
*south of Hastings: MN 316
This right-angle turn has always existed. MN 316 came much later.
62
*Lawton-Anadarko-Chickasha: 277
277 got first choice of routing here when it was created ca. 1930. 62 was created soon after and got the longer route through Anadarko.
*Oklahoma City-Paducah-Columbus: 66-40
The ca. 1932 extension of 62 northeast from Maysville took it on the rest of a big curve to Columbus, where it met the more direct 66-40 route.
*Springdale-Rogers-Alpena: 412
Arkansas finished paving AR 68 in the late 1950s, but never moved US 62 onto this more direct route. Instead it became part of the new US 412 ca. 1989.
*Corning-Piggott-Sikeston: 67-60
62 was created ca. 1930, when 60 had already taken the best route here. Perhaps there were plans for a bridge at Dorena-Hickman.
*Versailles-Georgetown-Cynthiana-Old Washington: 60-68
And again 62 got sloppy seconds.
*Columbus-Youngstown-Buffalo: 23-42-20
Here too, 62 came through the area later, with some major stairstepping contrasting with the straight diagonals of 42 and 20.
63
*El Dorado-Memphis-Hardy: 167
63's ca. 1999 extension created a big right angle at Memphis. But on both sides it evens out into a north-south alignment at roughly the same longitude, so a cutoff would solve the indirectness.
*Ottumwa-Oskaloosa-Waterloo: IA 21
When US 63 came through this area ca. 1934, there was no direct IA 21 (parts were present as an unpaved road). The route was finally completed in the early 1980s. See also unbuilt IA 402 (http://www.iowahighwayends.net/ends/ia402.html).
64
*Bloomfield-Boise City-Tulsa-Warner: 550-85-66-266
64 was an original 1926 route east of Raton, but the extension west past Bloomfield didn't come until ca. 1974. However, it had gone down to Santa Fe since ca. 1932 (replacing 485), making 66-266 still a better route to Warner. The indirectness is in part due to the mountains in New Mexico and in part due to stairstepping in Oklahoma.
*Guymon-Alva-Enid: 412
As with Arkansas and 62, Oklahoma had a better alignment for 64 (also paved since the late 1950s), but didn't make it a U.S. Route until 412 was extended ca. 1994.
*Murphy-Rutherfordton-Morganton: 19-70
64 was the first route directly east from Chattanooga, coming through ca. 1933. The direct route from Murphy east to Rutherfordton was about the same length as using 19 to Asheville and 74 (now 74A) back down to 64 at Bat Cave, but 64 was sent back northeast from Rutherfordton, making 19-70 by far the best route to Morganton.
*Morganton-Lenoir-Statesville: 70
64 originally overlapped 70 here, but was moved onto its own (longer) alignment ca. 1990. Interestingly, east of Statesville, 64 is the shorter route (due to 70 going north to serve all the big cities).
264
*Zebulon-Belhaven-Manns Harbor (entire nonredundant route): 64
264 has been a longer southern loop off 64 since the loop was completed ca. 1951.
165
*Bastrop-McGehee-Little Rock: 425-65
*Dumas-Stuttgart-Little Rock: 65
The ca. 1982 extension of 165 to Little Rock took it along an indirect route, not only in that it was heading northeast and now turned northwest, but also in that the extension itself was indirect from the pivot at McGehee.
466
*Barstow-Las Vegas-Kingman: 66
466 was created ca. 1934 as a longer alternate to 66 through Las Vegas (plus the piece west of Barstow).
666
*Sanders-Gallup-Monticello: 191
666 had gone from Gallup north to Cortez since 1926, and ca. 1938 it was extended south to Douglas. It was only with the ca. 1970 extension to Monticello, replacing part of 160, that 666 got its indirect routing, but 191 did not cut through northeastern Arizona on a newly-improved cutoff until ca. 1982. Then ca. 1992 191 replaced 666 to the south, giving the direct route one number.
67 sort of pivots at St. Louis but there's no obvious single cutoff. This came about ca. 1930 when 67 was extended to Rock Island.
68
*Paducah-Glasgow-Maysville-Xenia: 62-31W-42
68 has crossed Kentucky since 1926, and it was even less direct at first, turning north from Glasgow (?) along current 31E to Bardstown and then southeast on 150 to Perryville. The Glasgow-Perryville cutoff was added in the 1940s or early 1950s, but a larger flaw was present thanks to the ca. 1930 creation of 62, a shorter route between Paducah and Maysville (though 62 had its own problems east of Versailles). The ca. 1933 extension of 68 north to Toledo made an indirect routing much worse.
69
*Beaumont-Denison-Kansas City: 96-59-71 (yes, you can bypass Texarkana to the west)
69 was extended south from Kansas City ca. 1935, but it combined two separate corridors: former 73E and 73 to Atoka and a new route from Denison to Port Arthur (which was 271 southeast of Tyler). (Incidentally, Denison-Port Arthur would have been an early opportunity for Oklahoma to get Ada-Stroud added to the system, with the former Denison-Madill cutoff where Lake Texoma is now.)
169
*Kansas City-St. Joseph-Mankato-Minneapolis: 69-65
169 was created ca. 1930 to fit between 65/69 and 71.
*Minneapolis-Grand Rapids-Virginia: 61-MN 33-53
When it was created ca. 1930, 169 extended north to International Falls on current 53 (which was a paved state route from Duluth). 53 replaced 169 north of Virginia ca. 1934. Incidentally, MN 6 would have been an about-equal cutoff to International Falls, but was not paved until later.
70
*San Bernardino-Las Cruces-Memphis: 66-266-64
70 originally ended at Holbrook, but was rerouted ca. 1932 to El Paso and ca. 1934 to Socal. In the early days of 66 curving through central New Mexico, 70 might have been more comparable in length.
*Portales-Clovis-Muleshoe: NM 202-FM 1760
This cuts off the bump with 60 at Clovis formed ca. 1932. The cutoff came along much later.
*Lexington-Greensboro-Raleigh: 64
70 was first through this area, serving the major cities. 64 came through ca. 1933 and took a shorter but less populated route.
71 has some long cutoffs that end up using 169 to Grand Rapids and then MN 38-MN 6. In the early days when 71 first ran here, current MN 6 was unpaved.
271
*Tyler-Mt. Pleasant-Paris: 69-TX 37-TX 154-TX 19
271 was extended through Tyler ca. 1930; this alternate was not yet paved.
*Tyler-Gladewater-Gilmer: TX 155
Neither was this.
*Antlers-Clayton Lake-Clayton: OK 2
This cutoff wasn't a state highway until the late 1950s.
*Poteau-Panama-Fort Smith: OK 112
271 here dates to 1926; 112 came in the mid-1950s.
371
*Coushatta-Magnolia-De Queen (entire route): 71
*Minden-Springhill-Magnolia: LA 159-AR 19 (also a cutoff for 79!)
371 was created ca. 1994 as a whole new route.
73
*Atoka-Kansas City-Sioux City (entire historic route): 75
73 was created in 1926, presumably serving as a loop off 75 to Kansas City. (Note that 73W bypassed Kansas City through Lawrence.)
76
*Chattanooga-Dalton-Hiawassee: 64-NC 69-GA 17
76 was extended west to Chattanooga ca. 1932. 64 came by ca. 1933, and it appears that the connection across the state line was also there by then.
277
*Carrizo Springs-Del Rio-Abilene: 83
277 was extended from Del Rio to Carrizo Springs ca. 1952.
377
*Junction-Mason-Brady: 83-190
This segment of 377 formerly carried both 183 and 283 until ca. 1951. The 190 part of the cutoff became FM 42 in 1949 and US 190 in 1977.
178
*Pickens-Anderson-Greenwood: SC 8-123-25
178 was extended north from Anderson ca. 1937, creating a pivot there.
278
*McGehee-Greenville-Clarksdale: future I-69 (without this cutoff, the whole extension is indirect)
*Tupelo-Amory-Hamilton: 78
278 was extended west from Amory ca. 1998, creating both of these.
79
*Minden-Homer-Magnolia: LA 159-AR 19 (also a cutoff for 371!)
79 was created ca. 1935. This cutoff also seems to have been present, but may not have been a good road.
80
*Gila Bend-Phoenix-Tucson: AZ 84
*Benson-Douglas-Lordsburg: AZ 86-NM 14
These two bumps in 80's routing existed since 1926. Arizona soon built cutoffs, which later became I-10's alignment.
*Las Cruces-Midland-Weatherford: 82-NM 529-180
180 was created ca. 1944 between El Paso and Weatherford, cutting off part of 80. The west part of this more direct cutoff became 82 ca. 1961 (it was already an improved road). NM 529 came later, but other connections were available.
*Geneva-Macon-Danville: GA 96-GA 358
Macon was bypassed by SR 96 in the late 1950s.
180
*Springerville-El Paso-Snyder: 60-380-66-84
This was created ca. 1961 when 180 was extended northwest from El Paso to replace 260.
280
*Columbus-Americus-Blitchton (entire original route): 80
280 was created ca. 1931 as a longer loop off 80.
81
*Manvel-Hamilton-Joilette: ND 44
81 has gone through Hamilton since 1926; the more direct ND 44 (which I-29 follows) was improved later.
281
*Brownsville-McAllen-Alice: 77-TX 141
281 was extended to Brownsville ca. 1934, replacing 96 south of Alice. 77 came down ca. 1945 (though the road was already paved).
*Churchs Ferry-Rocklake-Dunseith: 2-ND 3
281 was extended north from Rocklake in the 1940s and rerouted west to the Dunseith crossing in the 1960s. Both alignments stairstep, but 2 is at a slight angle.
83
*Brownsville-Laredo-Abilene: 281-87-283-84
83 was extended into Texas ca. 1931, deliberately curving east at Laredo to follow the Rio Grande to Brownsville.
183
*Vernon-Clinton-Woodward: 283-OK 6-OK 34
183 was extended south through Oklahoma ca. 1940. The cutoff on 34 existed but was a worse quality road.
*Woodward-Buffalo-Coldwater: OK 34-KS 1
This was also created ca. 1940, but the cutoff was not built until the mid-1950s.
*Bassett-Long Pine-Springview: NE 7
83 originally followed this corridor (since ca. 1931), and in fact used the current NE 7. This became 183 ca. 1944. As the area roads were improved, the route through Ainsworth was paved first, so 183 was moved to it, probably in the late 1960s.
84
*Santa Rosa-Waco-Waycross: 66-287-82
*Abilene-Brownwood-Waco: 80-TX 6
84 was extended from Dothan across Texas ca. 1934 and into New Mexico ca. 1938, with a marked pivot in central Texas that caused both of these.
85
*El Paso-Albuquerque-Las Vegas: 54-NM 219-84
85 (and I-25) takes a longer route through central New Mexico to serve Albuquerque and the Santa Fe Trail. When 54 was extended to El Paso ca. 1935 it formed a suitable cutoff.
285
*Vaughn-Santa Fe-Denver: 54-NM 219-84-85
285 has gone this way since it was created ca. 1936.
*Alamosa-Monte Vista-Salida: CO 17
285 has followed this route since it was created ca. 1936, but the cutoff was not paved for some time afterwards.
385
*Fort Stockton-McCamey-Odessa: TX 18-80
385 was created ca. 1958 on its current alignment. Both routes were available, but it took the longer one through McCamey.
*Lamar-Burlington-Sidney: 287-CO 59-36-CO 63-138-CO 113-NE 19
This part of 385 was also formed ca. 1958. Apparently there was a gap in SH 59, however.
87
*Cuero-San Antonio-Amarillo: 183-84-83-287
87 was extended into Texas ca. 1934, replacing 385 north of San Antonio.
*Grass Range-Great Falls-Havre: MT 19-191-MT 66-2
A ca. 1949 extension from Great Falls to Havre produced this strange pivot. (Until ca. 1934, 87 continued northwest from Great Falls to Piegan.) However, back in those days, there was no improved road north of Grass Range.
*Billings-Grass Range-Moore: MT 3
This was part of US 87E from 1926, and was initially a better road than MT 3.
89
*Phoenix-Wickenburg-Prescott-Flagstaff: AZ 69-AZ 79
US 89 was designated here in 1926. SR 79 apparently didn't exist until the 1950s, when it was being planned as the I-17 alignment. (SR 69 already provided a shorter route to Prescott.)
*Logan-Yellowstone-Choteau: 91-287
89 was extended north from Utah ca. 1934, taking a longer route through Yellowstone compared to 91 to the west.
*Yellowstone-Great Falls-Choteau: 287
287 was designated here ca. 1965 on roads that had been paved since the 1930s.
189
*Evanston-Kemmerer-Hoback Junction: WY 89-UT 16-UT 30-WY 89-ID 61-89
189 was created here ca. 1939. Both routes were available, but the longer one was chosen. (But what about Alpine to Hoback Junction? A 1937 map shows no road there, and 89 off to the east on 189.)
90
*Van Horn-Del Rio-Houston: 80-290 (both the original route to San Antonio and the realignment to Houston)
90 and 290 were both created in 1926, taking different routes through west Texas. 290 was realigned through Austin to Houston ca. 1934.
*Lake Charles-Morgan City-Slidell: 165-190 (of course, I-10 now makes the cutoff shorter)
190 was extended through this area ca. 1935 after the Krotz Springs Bridge opened in 1933.
190
*Temple-Milano-Hearne: TX 53-FM 485
US 190 used FM 485 between Cameron and Hearne from ca. 1935 until 1976, when it was moved to a longer route via Milano.
*Bryan-Madisonville-Huntsville: TX 30
US 190 has gone via Madisonville since ca. 1935, but SH 30 didn't exist west of Roans Prairie to Bryan-College Station until 1961.
*DeRidder-Kinder-Elton: LA 26 OR Merryville-DeRidder-Longville: LA 110
This jog in 190 has existed since it was extended ca. 1935.
91
*Idaho Falls-Butte-Helena: 20-ID 87-MT 87-287
91 came through here first in 1926. It was a while before the road over Raynolds Pass (SH 87) was improved.
191
*Price-Rock Springs-West Yellowstone: 6-91-20 (this includes former 191)
In 1926, 191 initially went from Idaho Falls to West Yellowstone. It was later extended north, and ca. 1981 the south end was cut back to West Yellowstone (the original segment had become part of 20). Soon after, 191 was extended south through Yellowstone, replacing 187 and part of 163, with new alignment along the way. But it was more direct to go through Salt Lake City and up the old alignment.
*Yellowstone-Bozeman-Livingston: 89
191 was extended north to Bozeman ca. 1934. An extension ca. 1963 took it east on 10, crossing 89 at Livingston before turning north at Big Timber. Still, sticking with 191 was a better route for through traffic, as it avoided the main part of Yellowstone, until 191 was rerouted through Yellowstone ca. 1982.
93
*Crystal Springs-Pioche-Ely: NV 318
93 has followed the alignment through Pioche since its extension ca. 1932. The cutoff was not improved until later.
95
*Yuma-Las Vegas-Hawthorne: 80-99-395-6-NV 360
95 was extended to Blythe ca. 1938 and past Yuma ca. 1961. From Blythe, 95 through Las Vegas is slightly shorter than going west to San Bernardino, but from Yuma the San Berdoo route is shorter.
*Las Vegas-Fallon-Cranbrook: 93
The ca. 1938 extension created this situation, where 93 is a shorter route if continuing into Canada.
195
*Lewiston-Spokane-Sandpoint (entire former route): 95
195 was created in 1926 as a loop off 95 through Spokane.
395
*through Susanville: CR A3
This sharp turn has been present on 395 since it was extended to San Diego ca. 1934. The cutoff was paved by the 1950s.
197
*Shaniko Junction-The Dalles-Maryhill (entire former route): 97
197 was created ca. 1952 as a western loop off 97 to cross the Columbia on a new bridge (rather than the ferry on US 97).
98
*Panama City-Apalachicola-Newport: 231-FL 20-FL 267
98 was extended ca. 1952 to follow the Gulf coast; cutting across the center of the Panhandle is shorter.
*Okeechobee-Belle Glade-West Palm Beach: FL 710
Until a few years ago, US 98 used SR 700. This was initially intended as a temporary alignment, presumably with SR 710 as the final routing. But it was never moved.
101
*Los Angeles-San Luis Obispo-San Francisco-Astoria-Olympia: 99
*Aberdeen-Forks-Port Angeles-Olympia: 12-410
The loop around the Olympic Peninsula has existed since 1926.
*Astoria-Ilwaco-Naselle: WA 401-830
SR 401 did not provide a through route from Astoria until the 1950s or 60s.
Quote from: agentsteel53 on May 26, 2013, 10:34:34 PM
I wonder how the very first US60 (1931 extension to LA) compares to its contemporary 66, which went in a sideways S in New Mexico, hitting Las Vegas, Santa Fe, and Los Lunas.
With a rough calculation on the Goog I get 1238 miles via 66 and 1136 via 60. But that's probably weighted in favor of 60 because of non-freeway realignments over the years.
History all done.
Interesting point about US 460 and KY 114. When 460 was extended into Kentucky, it ran across what was then, and what is now, KY 40 from Paintsville to Salyersville. The existing alignment of 460 was built in the mid-1970s. When it opened, the KY 40 designation was re-applied to that route.
Quote from: agentsteel53 on May 27, 2013, 02:17:58 AM
Quote from: bugo on May 27, 2013, 01:58:12 AMSpringfield.
did they actually intersect?
I thought 66 followed what is now Business Loop 44, and 60 followed 413 and Secondary D. they get close (about 1-2 miles) but together?
They did intersect in Springfield...that intersection was the western terminus of US 60 in 1926
Quote from: pj3970 on June 02, 2013, 12:01:53 AM
Quote from: agentsteel53 on May 27, 2013, 02:17:58 AM
Quote from: bugo on May 27, 2013, 01:58:12 AMSpringfield.
did they actually intersect?
I thought 66 followed what is now Business Loop 44, and 60 followed 413 and Secondary D. they get close (about 1-2 miles) but together?
They did intersect in Springfield...that intersection was the western terminus of US 60 in 1926
After the extension there was an overlap for a while: http://www.cosmos-monitor.com/mo/map1937/sw-corner.html
The diagonal to Billings was built in the 1940s.
If following US 98, it's .3 mile shorter to take CR 541/CR 41 between Brooksville and Dade City. I only mention this because the control city for CR 541 is Dade City, signed from US 98 south. Silly sods.
Quote from: NE2 on May 26, 2013, 03:55:58 AM
59
*Laredo-Tenaha-Winnipeg (entire route): 81
This was created when 59 and 96 swapped ca. 1939.
*Nacogdoches-Texarkana-Heavener: 259 (all of 259)
259 ends near Page, not Heavener.
Quote
59 was created ca. 1934 with this alignment. The future 259 did not exist until ca. 1960, and became 259 ca. 1963. Interestingly, there were plans to realign 59 onto a cutoff like this: http://www.txdot.gov/tpp/hwy/us/us0059.htm
The AR 41/TX 8 corridor bypasses Texarkana and shaves several miles from the US 59 route. This highway should be signed as US 359 or Alternate US 59.
Quote from: NE2 on December 31, 2013, 01:03:01 PM
If following US 98, it's .3 mile shorter to take CR 541/CR 41 between Brooksville and Dade City. I only mention this because the control city for CR 541 is Dade City, signed from US 98 south. Silly sods.
A similar case: on US 441 northbound in St. Cloud, signs say to use CR 15 to reach Orlando. This is about a mile longer but probably significantly faster than South OBT.
Quote from: NE2 on May 30, 2013, 12:36:36 AM
271
*Tyler-Mt. Pleasant-Paris: 69-TX 37-TX 154-TX 19
271 was extended through Tyler ca. 1930; this alternate was not yet paved.
*Tyler-Gladewater-Gilmer: TX 155
Neither was this.
*Antlers-Clayton Lake-Clayton: OK 2
This cutoff wasn't a state highway until the late 1950s.
*Poteau-Panama-Fort Smith: OK 112
271 here dates to 1926; 112 came in the mid-1950s.
Bugo and I have been debating for years whether 271 ever crossed back into Arkansas near Mena. Some maps indicate yes, others indicate no. If it
did, it only lasted a couple years.
Between Los Olivos and Santa Barbara, Route 154 is shorter than US 101 by 13 miles.
There is no question that it dipped back into Arkansas to end somewhere around Mena, even though the exact terminus is unknown.
Quote from: NE2 on January 09, 2014, 10:37:24 AM
Quote from: NE2 on December 31, 2013, 01:03:01 PM
If following US 98, it's .3 mile shorter to take CR 541/CR 41 between Brooksville and Dade City. I only mention this because the control city for CR 541 is Dade City, signed from US 98 south. Silly sods.
A similar case: on US 441 northbound in St. Cloud, signs say to use CR 15 to reach Orlando. This is about a mile longer but probably significantly faster than South OBT.
Two more that are definitely shorter: westbound on US 190 at Heidenheimer, FM 93 is signed as the route to Belton, and in both directions FM 2095 is signed as the route between Cameron and Hearne.