former U.S. Route ends

[NE2]

Guys... you know about http://www.usends.com/, right?

This is a work in progress. I'll send it to Dale if he doesn't see it here.

1/94 Miami
The Brickell Avenue Bridge did not exist until 1929. It's likely that most traffic crossed the Miami River on the Miami Avenue Bridge before that.

The 1919 Automobile Blue Book has southbound Dixie Highway drivers enter downtown on Northeast 2nd Avenue (which was still US 1 until at least 1928, when Biscayne Boulevard was built, and probably into the 1930s according to maps) to Flagler Street, with 2nd and Flagler as its Miami endpoint. To continue on the Dixie Highway to Florida City, you would head west on Flagler for two blocks and then south on Miami Avenue into Coconut Grove.

Although the Tamiami Trail (US 94) was not completed until 1928, its location feeding into Southwest 8th Street was set by 1915. Traffic would have likely gone directly via 8th to Miami, though Beacom Boulevard to Flagler Street is plausible. The first detailed Miami map I have, from 1936, shows US 94 using 8th to Brickell. (Both 2nd and Biscayne are shown in red north of downtown, with Southeast 2nd Street taking traffic east to Biscayne.)

This means that the original changeover from US 1 to US 94 could have logically been at any of three intersections: 2nd and Flagler, Miami and Flagler, or Miami and 8th. I have a slight preference for Miami and Flagler, since it's the zero point of the address grid, but Miami and 8th also makes sense as the point where SR 27 would have ended at SR 4A (and, in hindsight, is the easiest to modify after the construction of Brickell and Biscayne). The only definite fact is that Brickell and 8th could not have been the end until 1929.

Also see Rob's post.

2 Bonners Ferry
In 1923 the main road used "District 2 Road" and Blume Hill Road. I don't know if this had been bypassed yet in 1926. It had been by 1937 - but note that 2 overlapped 95 into Bonners Ferry. I have no idea where it would have ended along US 95 (which then used Main Street all the way). There's a short stub of the original bridge remaining, which would make a good photo if nothing else.

4 Portsmouth
Maplewood used to feed into Vaughan; this is still true on the 1956 topo. The 1918 Blue Book shows the main road from the south on Middle-Congress (and then Market to the current bypass bridge, as the Memorial Bridge opened in 1923). But the 1941 topo shows US 1 on State, not Congress. This more or less jibes with a 1937 map (seventh image), which implies either Pleasant at State (which you have) or Middle at State.

5 New Haven
I have no idea about the early days. The 1918 Blue Book takes everything to the center of town at Chapel and College.
A 1947 topo takes US 5 around downtown to end on Davenport Avenue at Columbus Avenue (US 1). Then in 1954 it instead turned down East Street to end at Water Street (US 1). A 1956 Gousha also shows this.

14 Winona
This may have been on Gilmore at Junction, which is where US 14 joined US 61 on a 1936 county map and 1937 topo.

18/141 Milwaukee
A 1940 map shows 18 and 141 coming in opposite directions on Highland Avenue to end at 27th Street (US 41). (Note that this map was produced by the county, so may not be accurate wrt state roads.)

19/27 Tallahassee
A 1940 map shows a few possibilities for each: the Monroe/Thomasville split, Monroe at Tennessee (note that US 90 turned here to go via Havana until ca. 1950), or Monroe at Apalachee (at the capitol).

24 Pontiac
US 10 followed Saginaw Street. So if US 24 came in on Orchard Lake Road, it did in fact end under the parking garage.

As for the post-1930 end, it seems to have been at Telegraph and Square Lake, where M-24 began. For example: http://www.davidrumsey.com/luna/servlet/detail/RUMSEY~8~1~212228~5500300:Shell-Map-of-Metropolitan-Detroit-- (M-58 became US 10 in 1961).

28 Florence
US 101 almost certainly used Quince Street and Laurel Street to the ferry before the Siuslaw River Bridge opened in 1936.

28 Ontario
A 1936 map (page 3, 4th map) clearly shows that US 28 used 4th to Oregon (unless it had been cut back to US 30S at Cairo Junction).

29 Tuskegee
Until 1933-34 (maps here), US 29 went north on SR 81 to Notasulga, then east on SR 14 to Auburn. So its end would have been at the square in Tuskegee.

30 Astoria
http://www.oregon.gov/ODOT/HWY/ROW/docs/utility_forms/miscellaneous_forms/hwy_designation_thru_cities_3a.pdf describes the alignments of the underlying routes assigned to US 30 (page 5) and US 101 (page 10) in Astoria in 1935. Both begin at Bond and 8th, not 14th.

In addition, topos show that later US 30 jogged Marine-14th-Commercial until after the bridge was built.

30 Atlantic City
A 1967 map shows federal aid (and presumably US 30) ending on Virginia at Atlantic.

31-43-45 Mobile
A 1937 map shows US 90 going right through downtown Mobile, not around on Broad-St. Louis. A 1940 topo shows the detailed routing: Government-Royal-St. Louis-Joachim to its north end, then east over the railroad. Government/Royal seems like the obvious endpoint. But after the tunnel opened, this intersection was no longer on any route.

34 Grand Island
A 1962 topo shows that the junction of US 30 and N-2, and probable end of US 34, was at 2nd and Wheeler.

35 Charleston
Per NBI the bridge on WV 25 (old US 35) over Two Mile Creek, just west of Iowa Street, is from 1943. Note on the topo on http://www.usends.com/30-39/035/035.html how US 35 there is only red, meaning it was added after the map was first created, and how it replaced a rail bridge. Before that bridge was built, US 35 crossed the creek on Washington Street and either ended at US 21 right after crossing or continued to US 60 (same place as post-1943). The old bridge over the creek still exists, right next to the current one on Washington.

36-152 Indianapolis
A 1937 map (page 2, 5th map) clearly shows US 152 ending on West at Washington, where US 52 turned east onto US 40. US 36 already extended east from Indy, but this would have been a logical original end for it. (Note that it did not touch the later end of US 136 at this time.)

44 Kerhonkson
A 1943 topo shows that US 44 used Minnewaska Trail into Kerhonkson, ending at US 209 about a mile northeast of its current end. Per NBI the current bridge over Rondout Creek dates from 1957.

48 San Jose
At least in 1936, US 101 used 1st-Market-Santa Clara: http://www.cosmos-monitor.com/ca/map1936/insets/sf-vicinity-plus-monterey-co.html So US 48 probably ended on Santa Clara at Market.

48 French Camp
The 1923 Blue Book routes Stockton-SF traffic along French Camp-Harlan (El Dorado had not yet been built). So unless it was built in the next few years, US 48 originally ended on Harlan at French Camp.

48 Mossdale
According to http://www.us-highways.com/us2.htm (and apparently the 1929 log) it was cut back to Mossdale when the 99E/99W split was created. The junction still exists, north of the San Joaquin River and just west of the I-5/SR 120 interchange.

49 Gulfport
A 1937 (?) map shows that Beach Boulevard had not yet been built, and US 49 probably ended a block to the north at 13th Street. (Or two blocks to the north - the 1923 Blue Book routes future US 90 traffic on 14th-25th-13th.)

49 Clarksdale
A 1935 map shows US 61 on 4th. The new alignment was in place by 1938 (1937 per NBI).

50 Ely
The current 50-93 intersection is actually right on the border of Ely and East Ely. If US 50 ended in central Ely, it may have been at Mill Street (old US 6) or 8th Street (rough center of town, where the 1918 Blue Book has the route turn).

50 Annapolis
Per a 1938 map, the ferries to the Eastern Shore left from a dock at the end of King George Street (now within the Naval Academy), so it's plausible that US 50 ended there.

51-61-65 New Orleans
A 1939 map shows these ending on Carrollton at Canal, where US 90 turned (and 11 ending on Broad at Canal). Note that the U.S. Routes left their underlying state routes (LA 1/LA 2). But in 1949 US 90 was back on Claiborne to Canal.

51 Hurley
US 2 moved to its current alignment in 1934-35: http://www.michiganhighways.org/listings/US-002.html

52 Huntington
The 1927 log does show US 52 in West Virginia, "beginning at Huntington on the West Virginia-Ohio State line". A 1933 map shows both the original 1926 bridge feeding into 6th Street and a ferry at 10th Street. Presumably US 52 always used the bridge, ending on 6th at 5th Avenue (that's where a 1937 map appears to show US 60).

52-78 Charleston
A 1937 map implies that the original end of both routes was at US 17 (which went Spring-Meeting-Lee), either on King at Spring or on Meeting at Lee.

53 La Crosse
A 1930 map shows 3rd at State as the only possible end. This jibes with a 1937 map (note that US 16 came in on Campbell and could not have used Main) - though US 61 was probably on Pearl then.

60 Springfield
According to the 1928 map, US 60 began at the Springfield National Cemetery. A 1935 topo shows it coming up Lone Pine to Seminole and turning north on Glenstone at the cemetery (then west on Sunshine to bypass Springfield). This is also the route in the 1918 Blue Book, so there's no doubt that US 60 ended on Seminole at Glenstone.

63 Turrell
A 1936 map shows that US 63 had bypassed Turrell, ending where Highway 77 now crosses Highway 42. According to the revision list in the lower left corner, it was either relocated or the map was updated on July 24, 1939 (or maybe it says 1937, but the bridges date from 1939).

63 Ashland
A 1937 map shows that US 2 was on Front, not 2nd. A 1931 map also appears to show this.

68 Paducah
A 1937 map shows that US 68 may have ended at US 60-62 at the time (note that US 62 followed US 60 to Smithland). If not, it probably ended on Jefferson at 8th (US 45).

The Clark Memorial Bridge (US 60 over the Tennessee) opened in 1931, replacing a ferry at the mouth of Clarks River. A 1929 topo shows the old ferry and that KY 284 is old US 68, putting the original endpoint or merge with US 60 on Old Benton at Clarks River. A 1936 topo shows the new bridge, but US 68 still used KY 284.

68 Maysville
The old ferry landing (used until 1931) was just east of the foot of Market Street; there's now a park there.

69/169 Kansas City
Old maps are not exactly clear about what intersection US 69 ended at US 40. There were two cutoffs that are not apparent from today's grid: a diagonal ("6th Street Trafficway") from Locust and Independence southwest to McGee and 6th, and a spur ("Locust Street Trafficway") from the former between Locust and Oak south to Page and Admiral. A third diagonal from Cherry and 6th to Holmes and 6th was built later.

Eventually US 40 came off the Intercity Viaduct onto 6th, merging with Admiral at Campbell. This can be seen on a 1940 topo.

A 1925 atlas shows that Grand had been widened between 6th and Admiral. This appears to match the 1935 state map, with US 40 going 6th-Grand-Admiral. But older maps are not so clear - it may have instead used 6th-Locust Street Trafficway-Admiral. This gives four possible south ends for US 69, because it could have used either cutoff: McGee and 6th, Grand and 6th, Page and 6th, or Page and Admiral.

72 Bartlett
The 1927 Rand McNally shows that US 70 was not on its current alignment, but on Memphis Arlington Road/Stage Road/Jackson Avenue. US 72 came in on Stage Road, as US 64 does now, but ended at Sycamore View/Bartlett, with US 70 to the right and straight. NBI shows that the bridges on current US 70 west of Bartlett were built in 1926, but one just to the east is from 1929, so it's unclear when US 70 was moved.

73 Atoka
The 1923 Blue Book shows future US 73 coming down the east side of the tracks to this little underpass, then following current US 69 but continuing straight over Muddy Boggy Creek into Ohio Avenue, right on Court, and then what seems to be Mississippi-2nd-California. Assuming this had not been bypassed in 1926, which is borne out by the 1930 bridge on California, 73 ended either on 2nd at California or (more logically) Court at California.

79 West Memphis
I can't find any official maps that show US 79 going north to US 64. A 1936 county map, as well as state maps from 1937 to 1940 show the road north of US 70 as Highway 3, and from 1940 on it's Highway 147; only 1935 and 1936 are ambiguous.

82/84 Brunswick
Official state maps (1989-90) show in the Brunswick inset that US 84 not only overlapped US 17 into Brunswick, but then turned down US 341 to end (presumably) at the junction with US 25. This junction itself has moved - on the 1966 map (the first with a Brunswick inset) it's on G at Norwich (a block past the courthouse). The inset disappears from 1976 to 1984-85, but when it returns the junction has moved to Oglethorpe at Gloucester (where the routes still split).

When US 84 was renumbered US 82 (1990-91 map), it was cut back to south of Brunswick (I-95 per AASHTO's 1989 log).

83 Sterling
The end was about 1/8 mile south of the modern equivalent; US 10 went straight east on 17th Avenue and curved north into Driscoll (1927 Rand McNally). Later (1936 map, page 3 map 1) it turned north at this intersection and east on 43rd Avenue.

84/341 Brunswick
As best as I can tell, the new alignment of US 17 between Waverly and Dock Junction (SR 303 at US 25-341) opened in 1928. Before that, US 17 went the long way around via Haynor Road to Brookman, SR 99 to Sterling, and then south to Brunswick. The 1927 Rand McNally shows that US 84 originally came through Bladen, putting its junction with US 17 (and possible endpoint) on Bladen Road at SR 99. US 341 used Altamaha Park Road-Pennick Road out of Everett, but returned to its current route before Sterling.

87 Rawlins
A 1936 map and 1953 topo show that US 30 used to go Spruce-5th-Cedar, with US 87 therefore ending on 3rd at Cedar.

90 Pine Springs
A 1940 map shows that the end was about 1 mile south of the current end of SH 54.

93 Wells
A 1937 map (page 3 map 1) shows US 93 already on the bypass. The old route can be seen, but is very unclear.

93 Roosville
The original end of US 93 was west of Roosville at "Gateway", which was flooded in 1975 by Lake Koocanusa. A 1936 map shows that it had already been rerouted.

[Avalanchez71]

US 412 used to terminate in Jackson, TN.

[NE2]

US 66 used to not terminate in Alanland, AN.

[us98]

My own best source for early Florida ends is Automobile Blue Book. It's not an ideal source, but 1920's Florida city maps are harder to come by.
Per the 1928 issue:

Orlando: US 441 North to End Apopka Rd (now Edgewater/FL 424), Niagara Ave (also now Edgewater/424), a sharp left on to Colonial to end at US 92 / Orange Ave. Lakeview is shown on the  map as a connecting route. Old Florida State Road 22, the 1920's FL 50, is on Colonial heading east out of town, but Central on the west.

Miami: US 1 / US 94 - It's trickier on this one. US 1 was on modern US 1 to Flagler / 1st st north of the Miami River. The most logical end in the area would have been the Dade County Court House on Flagler. It's hard to tell which way US 94 met US 1. There are three options: Miami Ave Bridge - SW 2nd Ave Bridge or Beacom to Flagler and across the Flagler St Bridge to the DCCH. Best guess is 2nd Ave up to Flagler . Miami Ave would have been Florida 4A to Homestead.

[ChoralScholar]

US 64 used to terminate in Conway, Arkansas.  The portion east of Conway was AR-60.  I could find out exactly when by looking at the historic tourism maps on the AHTD website, but I don't have a great deal of time today.

[NE2]

Part 2 (it's too long for one post):

110 Oshkosh
A 1937 map shows that US 110 was already on Murdock Avenue, ending at Jackson Street (it's unclear if US 41-45 southbound was to the right or straight ahead - per hobsini2 it was probably straight ahead).

112 Elkhart
A 1937 map shows two alignments - the obvious one to Main and Jackson, and the bypass to Lexington west of Elkhart.

113 Pocomoke City
A 1937 map shows US 113 on the bypass but US 13 still on Market Street, putting the end about 1000 ft beyond the current end.

113 Dover
A 1931 topo shows that Governor had not yet become a through route, making the endpoint on http://www.usends.com/10-19/113/113.html the first. That map was probably slightly outdated, since the bridge on Governors Avenue over Puncheon Run was built in 1929 (per NBI; it was replaced in 2009). So the second endpoint was probably on State at Governors north of downtown Dover.

Then came the bypass, which served only US 113 at first (1930s map, 1945 topo). The third end of US 113 (1937 per http://www.us-highways.com/altus2.htm) was therefore on State at Dupont north of Dover. The fourth end (1951 per NBI) was at the new US 13 bypass, also shown on http://www.usends.com/10-19/113/113.html.

119 Morgantown
A 1937 map shows that US 19 stayed on the west side of the Monongahela, following present WV 100 from Westover to near the state line. (There was no bridge at Star City until 1950.) So US 119 crossed the bridge on Pleasant Street and ended at the current south end of WV 100.

119 DuBois
A 1941 map shows that US 119 used Main and Lincoln to end at US 219 a bit north of the current junction. (By 1962 the current route was used.)

There's also a possibility that it ended at US 322 at the corner of Main and Thunderbird, per a 1937 (?) map.

120 Lock Haven
A 1937 (?) map shows that US 220 went Bellefonte-Main-Jay-Water, putting US 120's end on Water at Jay. By 1941 it was on Jay at Main. (Incidentally, it seems that PA 120 followed the north shore of the West Branch Susquehanna between Hyner and Lock Haven until 1928, crossing the bridge on Jay to end at Water.)

120/222/422 Reading
A 1930 map shows US 22 on Penn to 9th, with the ends of US 120 and US 222 on 4th (not 5th) at Penn, and US 422 on Penn at 9th (unless it overlapped US 22 to 4th). By 1940 everything was on Penn and 5th.

121 Lexington
The south end was on 5th, not 6th, at Main. Even relatively modern topos show 6th not making it to Main.

122 Sunbury
A 1937 (?) map shows that US 15 was on current PA 147, and it appears that US 122 ended at it in Sunbury (Market at Front).

123 Jenkins
A 1954 topo shows that US 23 was on the other side of Elkhorn Lake. That puts the former end of US 123 on KY 2550 at KY 805.

129 Gainesville
A 1930s map implies that the end was on Green at Spring. Later topos show US 23 on Broad rather than Spring; Jesse Jewell Parkway and E.E. Butler Parkway are pretty recent.

138 Sterling
A 1936 map shows that 3rd, not 4th, was the main road; this jibes with the 1923 Blue Book and a 1951 topo (note how the US 6 shield is only where 3rd leaves the map).

138 Big Springs
The 1927 Rand McNally clearly shows US 30 jogging south into Big Springs. According to the Lincoln Highway Association, it entered from the east on the north side of the railroad, then west on 3rd, north on Pine (US 138), and northwest to US 30 about a mile west of US 138. US 138 presumably ended on Pine at 3rd.

150 Shoals
NBI gives 1930 for construction of new US 50 between Shoals and Loogootee (a second bridge, over Beech Creek, was also from 1930, but was replaced in 2000). So US 150 ended in Shoals from then until 1934.

150 New Albany
A 1951 topo shows that US 150 joined US 31W on Main at Vincennes. Earlier maps (including one from 1937) are ambiguous about whether it used Main or Spring.

150/168 Mt. Vernon
A 1953 topo shows US 25 using Richmond to Main, and US 150 continuing on Wilderness (now US 25) to the merge with Main. It's not quite clear what a 1937 map is showing, but US 25 left Main before the merge, so US 150 probably turned down Richmond to end at Main.

151 Madison
The 1927 Rand McNally implies that US 51 has always bypassed Madison. If this is true, US 151 likely ended right at the capitol, with US 18 going around, according to a 1937 map. http://www.wisconsinhighways.org/listings/WiscHwys30-39.html#STH-031 says that the predecessor of US 151 began at the capitol.

154 Bucklin
The 1927 Rand McNally shows that the original US 54-154 junction was two miles north of Bucklin, which would put it on current US 400 at "131 Spur". Official Kansas maps are somewhat unclear was to how it changed in the late 1930s, but it's very possible that the junction was never in Bucklin proper.

159 Nortonville
A 1936 map shows that US 159 ended three miles north of Nortonville, at the current junction of US 159 and K-116. By 1968 it was at the current location. There was probably never a time that it ended at Osage and Walnut. Per NBI it was probably moved in 1957.

159 Craig
A 1936 map shows that the future north end of US 159 was probably one block west of the current end of Spur 111.

165 Iowa
A 1932 topo shows that US 165 used LA 383 into Iowa. (According to other topos, it went west from Woodlawn on LA 101.) NBI says the realignment was built in 1937 (also the date on the rail bridge south of I-10 before it was replaced in 2004).

It's possible that old LA 1092 (Miller Street) was the original US 90 (it was the Old Spanish Trail in the 1923 Blue Book).

165 Dermott
A 1936 map shows that US 165 used to end in McGehee. It followed the east side of the railroad from Dermott to Masonville, then turned east on Highway 159 and north on current US 65 to US 278/Highway 4, which then carried US 65. NBI says current US 65 was built in 1938, and according to a 1939 map US 165 was moved at the same time.

180 Deming
A 1937 map shows that US 80 was on Spruce, not Pine.

183 Dresden
State maps through 1937 show that US 183 jogged east and south to end at US 83 in Dresden, where K-123 now intersects K-383.

189 Pigeon Hollow Junction
A 1937 map (page 4 map 2) shows a different configuration, with the endpoint right here.

189 Jackson
A 1940 map shows that the end was already at Jackson - and the reason why: US 89 used to split there rather than at Hoback Junction. It probably ended at the current WY 22 junction.

It's interesting to look at maps from the 1930s. As detailed on https://www.aaroads.com/west/us-089_wy.html the states were unclear on what to do with US 89. A 1937 map shows one point in the negotiations, when Utah had finalized its portion north of Brigham City, and Wyoming had it on US 189 to east of Evanston. A 1937 county map shows it instead going around the south side of Bear Lake, connecting to current WY 89.

191 Brigham City
A 1937 map (page 4 map 1) shows that US 89-91 was on 100 South, so when US 191 was extended there it probably ended on Main at 100 South. US 89-91 was later moved to 200 South (now SR 90), which was not bypassed until 1971 (per NBI).

199 Crescent City
Until 1929 (when the Hiouchi Bridge was built), US 199 entered the Crescent City area from the east over Howland Summit. A 1929 (?) topo shows this alignment, as well as the probably original US 101: Humboldt-Howland Hill-Elk Valley. So US 199's original end was probably on Howland Hill at Humboldt.

209 Kingston
A 1939 topo shows US 209 ending on Ulster Avenue at US 9W. A 1942 topo instead shows US 9W going east on Broadway, presumably ending at Chester Street.

210 Carlton
A 1954 topo shows US 210 overlapping US 61 into Carlton, where US 61 turned north onto MN 45 and MN 210 began straight ahead. MN was created in 1947 according to http://www.steve-riner.com/mnhighways/r152-218.htm.

It also shows that CR 3 did not exist exactly as it is now. The main road on the topo and the 1921 Blue Book both go 1st-Cedar-2nd. In 1921, the main road west out of Carlton was Walnut Avenue, so if that was still true in 1926 the end of US 210 was 2nd at Walnut.

Per NBI the new alignment west of Carlton was built in 1930. So the end of US 210 was probably that shown on http://www.usends.com/10-19/210/210.html from 1930 to 1947.

213 Ocean City
A 1937 map shows that the end was on Worcester at Baltimore (MD 378), not Philadelphia (MD 528).

220 Cumberland
A 1938 map shows that US 40 was on Henderson Boulevard (current US 40 Alternate). I don't know if this was true in the 1920s.

222 Conowingo
Until 1928, US 1 used a bridge at Old Conowingo Road. If US 222 entered Maryland then (this isn't clear - the 1927 log takes it to the state line) it ended at Oakwood, on Oakwood Road at Old Conowingo (which carried US 1 both east and southwest per a 1927 map).

241 Hopkinsville
A 1937 map appears to show the US 41E/41W split at 9th and Virginia, not Walnut.

241 Murfreesboro
A 1950 topo shows the north end on Spring at Main (Broad hadn't been built yet).

266 Warner
A 1936 map shows that US 266 entered Warner on 3rd Avenue, ending at the wye junction with US 64. I would guess that earlier it ended at 8th Street.

270 Murfreesboro
A 1950 topo shows the US 41/70S split at Main and Maney, not Broad (which wasn't built yet). The 1919 Blue Book also uses this intersection as the split for the routes to Chattanooga and Knoxville.

271 Tyler
A 1949 topo shows that US 69 had already been moved to the bypass, with US 271 ending on Broadway at 4th/5th. This change seems to have happened in 1944, with part of old US 69 becoming Spur 147.

Per NBI the bridge over the railroad on US 271 dates from 1937. It's not clear whether US 271 used it between then and 1944 (if it did it probably would have ended on Erwin at Broadway), but beforehand it went Valentine-Broadway-Bow to (probably) end at US 69 at Bois d'Arc (1936 map - note the proposed bypass mostly dashed).

280 Savannah
Georgia maps up to 1942 show US 280 going (at least) to Savannah.

281 Wichita Falls
A 1936 map appears to show US 281 following Holliday Road/Street to 10th Street (US 82-277). Per NBI the bridge on Loop 473 dates to 1938, which is probably when US 281 was moved onto it.

281 Rock Lake
A 1936 map shows that ND 5 went straight north out of Rock Lake on 67th Avenue. That means that US 281 went east on Main from Eller to end just past the railroad.

283 Norton
A 1936 map appears to show US 36 passing through on Washington Street, but it seems oversimplified.

285 Laramie
A 1936 map appears to show that US 287 (ex-285) went west on Grand for one block and turned south on 2nd.

295 Colfax
A 1936 map (page 2 map 2) shows that US 295 followed Airport Road and Almota Road into the south part of Colfax, probably then using Fairview to Main and ending where US 195 leaves Main. Per NBI it was realigned in 1938.

[US71]

60 Springfield
According to the 1928 map, US 60 began at the Springfield National Cemetery. A 1935 topo shows it coming up Lone Pine to Seminole and turning north on Glenstone at the cemetery (then west on Sunshine to bypass Springfield). This is also the route in the 1918 Blue Book, so there's no doubt that US 60 ended on Seminole at Glenstone.

That confirms what I have long suspected. I knew Lone Pine was US 60 at one time, but never fully investigated.

138 Big Springs
The 1927 Rand McNally clearly shows US 30 jogging south into Big Springs. According to the Lincoln Highway Association, it entered from the east on the north side of the railroad, then west on 3rd, north on Pine (US 138), and northwest to US 30 about a mile west of US 138. US 138 presumably ended on Pine at 3rd.

There is a ghost road from US 30 to US 138 that I observed when I was through there in 2007. Given there are Lincoln Highway signs in Big Springs, I suspected it was an abandoned part of LH &/or US 30.

[NE2]

There is a ghost road from US 30 to US 138 that I observed when I was through there in 2007. Given there are Lincoln Highway signs in Big Springs, I suspected it was an abandoned part of LH &/or US 30.

I don't think so - you probably saw a remnant of the old Y junction. The Lincoln Highway hit current US 30 about 1 mile west and 4 miles east (and the curve at each can be clearly seen on aerials).

[US71]

US 64 used to terminate in Conway, Arkansas.  The portion east of Conway was AR-60.  I could find out exactly when by looking at the historic tourism maps on the AHTD website, but I don't have a great deal of time today.

It ended at US 65, sometime before 1936. At the time, I believe 65 followed what's now AR 25 out of Conway.

[TheStranger]

In the pre-freeway era (1936-1954) in San Francisco, US 40/50 ended at the intersection of Folsom Street and 10th Street.

Prior to the construction of the Bay Bridge, 40/50 used a ferry crossing from the East Bay, and then followed Market Street west to 10th.

[Brandon]

112 Elkhart
A 1937 map shows two alignments - the obvious one to Main and Jackson, and the bypass to Lexington west of Elkhart.

There's also a US-112S that appears on some maps as an extension of US-112 from Elkhart to South Bend.  This could be either US-112 S or an artifact of US-112S.  I do not know if US-112S was ever signed.

[NE2]

GOD DAMN IT GUYS http://www.usends.com/

[Mapmikey]

US 15 is shown as ending at the current south end of US 17 ALT Pocotaligo on the 1951 SC Official.  County map sets at the state library show it as still US 17 in 1950 and US 17 ALT in 1952 and they had no 1951 revision available.

US 76 has had 3 different endpoints in Wrightsville Beach:
  US 74's current east end (1935-1940) - http://www.vahighways.com/ncannex/ncscans/1938_74a.jpg
  somewhere at/near the end of S. Lumina Ave (1940-1975) - http://www.vahighways.com/ncannex/ncscans/1972_76beach.jpg
  current endpoint whose photo is misidentified on usends.com as end of S Lumina.  It is the west end of Jack Parker Blvd (1975-present) - http://www.vahighways.com/ncannex/ncscans/1980_76.jpg

US 117 has had two different endpoints by the USS North Carolina battleship
  1969-73 it ended roughly here (road curving off to the right - http://goo.gl/maps/7jN7G
  1973-2003 it ended roughly here - http://goo.gl/maps/2bn7y
  mapscans - http://www.vahighways.com/ncannex/ncscans/1972_wilm.jpg and http://www.vahighways.com/ncannex/ncscans/1980_wilm.jpg

US 521 had a second Georgetown endpoint - St. James St and US 17 just south of the Pee Dee River bridge.  I never saw it posted at the endpoint, but where US 17 crossed US 521 south of US 701 there used to be a double arrow under the 521 shield.  This is also shown on county maps - http://www.angelfire.com/sc3/scroads/images/521_geo.jpg - the sc county map site has frozen so I can't give a fixed date for this but it was after 1967.  The scan linked here is from the mid-1980s.

Mapmikey

[xonhulu]

This is all great information.  I wish I'd known it years ago when I contributed a lot of west coast photos to Dale.  I tried to research some of these endpoints, but never found much of this info.  I guess, on the bright side, it gives me an excuse to take some road trips and revisit some of these locations.

I don't know what to make of the Astoria info.  I'm familiar with the 8th/Bond intersection -- it's where US 30 splits into a one-way couplet through downtown -- and it's a logical intersection for a highway ending.  But the ferry terminal for the river crossing was at 14th; there is a sign at the old terminal definitively identifying it as being the location, starting in 1921:





The sign does make mention of a competing ferry "nearby," though it doesn't say exactly where that ferry slip was located, leaving open the possibility that it was down by 8th St.  So possibly the state extended the Columbia River Hwy down to 8th so they weren't favoring one ferry over the other?  Anyway, I based my identification of the 14th St ferry terminal as 30's endpoint on this sign.

It's also possible this is another matter of the Highway vs. Route difference in Oregon, so while the Columbia River Highway #2 was defined down to 8th, when the Route US 30 was created in 1926, it was only defined to the ferry at 14th.

[NWI_Irish96]

112 Elkhart
A 1937 map shows two alignments - the obvious one to Main and Jackson, and the bypass to Lexington west of Elkhart.

There's also a US-112S that appears on some maps as an extension of US-112 from Elkhart to South Bend.  This could be either US-112 S or an artifact of US-112S.  I do not know if US-112S was ever signed.

This site: http://www.roadfan.com/sbnelkrd.html has a pretty good account of the historical routing of highways in St. Joseph/Elkhart counties.  What they say about US 112:

US 112 used to run along present Indiana 19 southward from Michigan, then old Indiana 19 into Elkhart, then southwestward to old US 33/Indiana 933, then along that route to South Bend, then along Indiana 2 to US 20. Briefly it seems that it was to be renamed US 112S and extended westward, but there is only record of that designation for one year (1934) and it didn't go past Indiana 29 (now US 35) in LaPorte. By 1935 US 112 ended at US 20 west of Elkhart after being rerouted onto the Elkhart northwest bypass (primarily Bristol and Nappanee Streets), and by 1937 it had been rerouted again to stay in Michigan (it eventually became a part of current US 12).

Also, sticking with the northern Indiana theme, US 35 and US 421 both used to have their northern ends at US 12 in downtown Michigan City but both now terminate at the southern/southeastern edge of the city at US 20.

US 33 used to end at US 12 just south of Niles, MI, but now ends at US 20 on the southeast edge of Elkhart.

[3467]

US 34 -It has had several end changes in Illinois Originally it ended at US 6/US 32 near Sheffield US 32 was dropped and US 34 replaced it to Chicago . It now ends at IL 43 in 1961 it ended at Michigan Ave and Adams. It followed a concurrence with US 66 along Ogden avenue and then both turned east along Adams.
The end in Colorado at US 40 seems to be the same
US 67 ended at US 61 south of Dubuque . It now ends at the US 52 jct at Iowa 64

[theline]

US 33 used to end at US 12 just south of Niles, MI, but now ends at US 20 on the southeast edge of Elkhart.

Is this part of the quote from roadfan.com or is it your own observation, cabiness? I don't recall US 33 terminating at US 12. My recollection from the '70s (and probably well before) was that US 33 was co-signed with US 31 from the spot they met in South Bend, north to Scottdale, where they split. One highway (31?) continued on to St. Joseph and the other to Benton Harbor and beyond.

[hobsini2]

NE2, I believe in Oshkosh that 110 ended at Jackson and 41/45 made it's transition from Jackson to Main on Murdock at that point in 1940.  This is what I have found out from my grandmother who has lived there since 1932. I am in contact with the Oshkosh Public Museum, where my grandmother was one of the historians, to see if they can confirm it.  I'll let you know when I have confirmation.

[Mapmikey]

Guys... you know about http://www.usends.com/, right?


52-78 Charleston
A 1937 map implies that the original end of both routes was at US 17 (which went Spring-Meeting-Lee), either on King at Spring or on Meeting at Lee.

US 52's original end is shown on the 1935 and 1936 Esso maps to be King St at Columbus St. 

The 1937 and 1938 Esso maps show both King St and Meeting St as US 52-78. 

1941-47 Esso Maps show Meeting St as US 52 ALT with US 52-78 ending King at Columbus.  This is also what the oldest Charleston County map I have seen shows (1940 revision of 1938 base - http://digital.tcl.sc.edu/utils/ajaxhelper/?CISOROOT=scrm&CISOPTR=725&action=2&DMSCALE=65&DMWIDTH=512&DMHEIGHT=512&DMX=1024&DMY=3584&DMTEXT=&DMROTATE=0)

The Oct 1947 Official SC map is the oldest one with an inset.  It shows US 52 ending at Meeting and Lee.

More interestingly is where did US 78 end from 1927-34?  Esso maps show explicit duplex with US 17 to Charleston 1933-34.  The next year down I have of SC for Esso is 1928 which does not show a duplex.  SC officials I have from 1926-33 only explicitly label that piece of road as SC 2 so it is not discernible if the duplex exists on those maps or not.  When the US 17-78 duplex was in force, I believe US 78 ended at King and Columbus, which is where US 701 also ended originally.  Perhaps US 78 was put on the US 17 duplex in 1932 when US 701 was commissioned.

The 1937 map you reference doesn't label any routes, but another one from that same website does - http://research.archives.gov/description/5838896 - showing US 52-78 on King St as far south as Herriot St.


As for US 521, the 1976 Georgetown County map is the first to explicitly label US 521 east of US 17 Fraser St.  20 years of maps before this both roads east to the Pee Dee River were shown as primary with neither labeled as anything.

Mapmikey

[NWI_Irish96]

US 33 used to end at US 12 just south of Niles, MI, but now ends at US 20 on the southeast edge of Elkhart.

Is this part of the quote from roadfan.com or is it your own observation, cabiness? I don't recall US 33 terminating at US 12. My recollection from the '70s (and probably well before) was that US 33 was co-signed with US 31 from the spot they met in South Bend, north to Scottdale, where they split. One highway (31?) continued on to St. Joseph and the other to Benton Harbor and beyond.

I know US 33 ended at US 12 when I moved to the area in 1982, and continued to end there until the end was moved to its current location.  It may very well have continued on to Benton Harbor before that.

[Brandon]

US 33 used to end at US 12 just south of Niles, MI, but now ends at US 20 on the southeast edge of Elkhart.

Is this part of the quote from roadfan.com or is it your own observation, cabiness? I don't recall US 33 terminating at US 12. My recollection from the '70s (and probably well before) was that US 33 was co-signed with US 31 from the spot they met in South Bend, north to Scottdale, where they split. One highway (31?) continued on to St. Joseph and the other to Benton Harbor and beyond.

I know US 33 ended at US 12 when I moved to the area in 1982, and continued to end there until the end was moved to its current location.  It may very well have continued on to Benton Harbor before that.

US-33 actually ended north of Benton Harbor, Michigan until the late 1980s.  It was on what is now M-63, and it followed US-31 south into Indiana.

[froggie]

29 Tuskegee

31-43-45 Mobile

http://www.ajfroggie.com/roads/alroutes/us-termini.htm

Based on historic ALDOT and Alabama Highway Department maps.

[theline]

US 33 used to end at US 12 just south of Niles, MI, but now ends at US 20 on the southeast edge of Elkhart.

Is this part of the quote from roadfan.com or is it your own observation, cabiness? I don't recall US 33 terminating at US 12. My recollection from the '70s (and probably well before) was that US 33 was co-signed with US 31 from the spot they met in South Bend, north to Scottdale, where they split. One highway (31?) continued on to St. Joseph and the other to Benton Harbor and beyond.

I know US 33 ended at US 12 when I moved to the area in 1982, and continued to end there until the end was moved to its current location.  It may very well have continued on to Benton Harbor before that.

US-33 actually ended north of Benton Harbor, Michigan until the late 1980s.  It was on what is now M-63, and it followed US-31 south into Indiana.

Thanks Brandon. That fits well with my recollection. I moved to the area in 1976, and I recall US 31 and 33 being concurrent from South Bend all the way to the Scottdale, Michigan split for many years thereafter. 33 was truncated in several steps over the years to its current end near Elkhart.

[bugo]

US 64 used to terminate in Conway, Arkansas.  The portion east of Conway was AR-60.  I could find out exactly when by looking at the historic tourism maps on the AHTD website, but I don't have a great deal of time today.

It ended at US 65, sometime before 1936. At the time, I believe 65 followed what's now AR 25 out of Conway.

It followed AR 25 to Wooster, AR 285 to near Martinville, then AR 124 to Damascus.  There were some pony truss bridges along this route as late as 1997.

[NE2]

Part 3:

311 Aberdeen
According to http://www.vahighways.com/ncannex/route-log/us311.html the end was actually at Pinehurst Street, a block before current US 1.

330 Lynwood
Up through 1937, the official Illinois map shows US 330 turning southeast on Glenwood Dyer, but in 1938 and on it (and later US 30A) stays on Torrence to US 30.

370 Claude
This seems to have been a planned realignment of US 66 that was never built; it appears to exist on the 1926 plan. Interestingly, the 1923 Blue Book doesn't even go through Washburn, but directly east on Amarillo Boulevard, and I have yet to see any detailed maps of the route between Washburn and Conway.

378 Conway
A 1943 topo (route designations presumably later) shows US 378 junctioning US 701 on Wright and 4th, and either ending there or overlapping US 701 to 4th at Elm.

410 Aberdeen
A 1936 map shows that the end was east of the Wishkah River. A 1935 map shows that the old Chehalis River bridge fed into a now-abandoned street between Chehalis and Tyler Streets. The new bridge is dated 1955.

411 Maryville
A 1951 map shows that US 129 junctioned US 411 near Trigonia, significantly to the southwest of Maryville. It's doubtful that US 411's "Maryville" terminus was there (but if it was, a 1942 topo - which strangely does not put US 129 there - shows that it was just northeast of the end of Clearview Drive). More likely was a terminus on Broadway at Washington or Everett in Maryville, where US 129 junctioned SR 73 (per a 1941 topo).

422 Ebensburg
A 1937 (?) map shows that US 422 was on Park Street, not Ben Franklin Highway. Interestingly, a 1915 map shows that this was the very first alignment of the Ebensburg-Belsano state highway, but it was moved to the longer southerly route. By 1941 Park Street had apparently been bypassed.

441 Orlando
I'm pretty sure that the original routings of US 92 and US 441 through Orlando followed the old auto trails. This means that US 92 came from Winter Park on Orange Avenue (at first detouring via South Ivanhoe Boulevard and Legion Place) and US 441 came from Apopka on Edgewater Drive, turning east on Lakeview Street, south under I-4, and east on Marks Street to Orange Avenue. So unless US 441 was cosigned into downtown, it ended at Marks and Orange.

The first realignment was US 441 between Apopka and Orlando, built in the late 1920s. A 1936 map shows US 17-92 through downtown on Orange, with US 441 turning east on either Colonial Drive or Church Street to reach it. A mid-1930s map appears to show Church. So the most likely second endpoint for US 441 was Church and Orange. Also note this from 1933: "Project No. 762 on State Road No. 2, said project running from Church Street in Orlando South to the Osceola County line" (this is the ca. 1940 OBT construction).

In the late 1930s came the US 17-92 realignment (Mills Avenue) between Winter Park and Orlando, but it continued to turn west on Colonial to Orange, so the endpoint did not change.

Then in about 1940 Orange Blossom Trail was opened as a realignment of US 17-92 between Orlando and Kissimmee. A 1941 map shows US 17-92 using either Colonial Drive or Washington Street from Orange west to OBT, so the end of US 441 was at either Colonial and OBT or Washington and OBT (other maps give Robinson Street as a third possibility). I'd guess Colonial and OBT to be most likely.

Note that through this entire time, the state did not maintain highways within city limits, so alignments were relatively easy to change.

Also see Rob's post.

501 Conway
A 1944 topo shows that the junction where US 501 probably ended was at Homewood, where SC 319 now ends. If it actually entered Conway, it would have likely ended on Elm at 4th, where US 701 turned (1943 topo, though it inexplicably doesn't show US 501 at all).

601 Mount Airy
A 1970 topo shows that US 601 ended on Rockford at Main. A 1998 aerial shows that Main was already one-way, so the first photo on http://www.usends.com/00-09/601/601.html is probably on Pine at Renfro (http://www.vahighways.com/ncannex/route-log/us601.html says it wasn't cut back to the bypass until 2001-02). http://www.vahighways.com/ncannex/route-log/us52b.html has some interesting maps.