Wikipedia

United States Numbered Highway System

This article is about a set of roads typically called U.S. Routes or U.S. Highways. For other numbered highways in the United States, seeNumbered highways in the United States.

TheUnited States Numbered Highway System(often calledU.S. RoutesorU.S. Highways) is an integrated network ofroadsandhighwaysnumbered within a nationwide grid in thecontiguous United States.As the designation and numbering of these highways were coordinated among the states, they are sometimes calledFederal Highways,but the roadways were built and have always been maintained bystateorlocal governmentssince their initial designation in 1926.

United States Numbered Highway System
Design changes of U.S. Highway shield
Map of the present U.S. Highway network; Purple are double-digit U.S. Routes, blue are triple-digit U.S. Routes, and orange are Interstate Routes
System information
Maintained by primarilystateorlocal governments;numbers and routings approved byAASHTO[a]
Length157,724 mi[b](253,832 km)
FormedNovember 11, 1926(1926-11-11)[1]
Highway names
US HighwaysU.S. Highway nn (US nn)
U.S. Route nn (US nn)
System links

The route numbers and locations are coordinated by theAmerican Association of State Highway and Transportation Officials(AASHTO).[4]The only federal involvement in AASHTO is a nonvoting seat for theUnited States Department of Transportation.Generally, most north-to-south highways are odd-numbered, with the lowest numbers in the east and the highest in the west, while east-to-west highways are typically even-numbered, with the lowest numbers in the north, and the highest in the south, though the grid guidelines are not rigidly followed, and many exceptions exist. Major north–south routes generally have numbers ending in "1", while major east–west routes usually have numbers ending in "0".[1][c]Three-digit numbered highways are generally spur routes of parent highways; for example,U.S. Route 264(US 264) is a spur offUS 64.Somedivided routes,such asUS 19EandUS 19W,exist to provide two alignments for one route. Special routes, which can be labeled as alternate, bypass or business, depending on the intended use, provide a parallel routing to the mainline U.S. Highway.

Before the U.S. Routes were designated,auto trailsdesignated by auto trail associations were the main means of marking roads through the United States. These were private organizations, and the system of road marking at the time was haphazard and not uniform. In 1925, theJoint Board on Interstate Highways,recommended by theAmerican Association of State Highway Officials(AASHO), worked to form a national numbering system to rationalize the roads. After several meetings, a final report was approved by theU.S. Department of Agriculturein November 1925. After getting feedback from the states, they made several modifications; the U.S. Highway System was approved on November 11, 1926.

Expansion of the U.S. Highway System continued until 1956, when theInterstate Highway Systemwas laid out and began construction under the administration of PresidentDwight D. Eisenhower.After the national implementation of the Interstate Highway System, many U.S. Routes that had been bypassed or overlaid with Interstate Highways were decommissioned and removed from the system. In some places, the U.S. Routes remain alongside the Interstates and serve as a means for interstate travelers to access local services and as secondary feeder roads or as important major arteries in their own right. In other places, where there are no nearby Interstate Highways, the U.S. Routes often remain as the most well-developed roads for long-distance travel. While the system's growth has slowed in recent decades, the U.S. Highway System remains in place to this day and new routes are occasionally added to the system.

System details

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See also:List of United States Numbered Highways

In general, U.S. Routes do not have a minimum design standard, unlike the laterInterstate Highways,and are not usually built tofreewaystandards. Some stretches of U.S. Routes do meet those standards. Many are designated using themain streetsof the cities and towns through which they run. New additions to the system, however, must "substantially meet the currentAASHTO design standards".[4]As of 1989,the United States Numbered Highways system had a total length of 157,724 miles (253,832 km).[3]

Except fortoll bridgesandtunnels,very few U.S. Routes aretoll roads.AASHTO policy says that a toll road may only be included as aspecial route,and that "a toll-free routing between the same termini shall continue to be retained and marked as a part of the U.S. Numbered System."[4]U.S. Route 3(US 3) meets this obligation; inNew Hampshire,it does not follow tolled portions of theEverett Turnpike.However, US Routes in the system do use parts of five toll roads:[6]

Numbering

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U.S. Routes in thecontiguous United Statesfollow a grid pattern, in which odd-numbered routes run generally north to south and even-numbered routes run generally east to west, though three-digit spur routes can be either-or.[d]Usually, one- and two-digit routes are major routes, and three-digit routes are numbered as shorter spur routes from a main route. Odd numbers generally increase from east to west;U.S. Route 1(US 1) follows the Atlantic Coast andUS 101follows the Pacific Coast. (US 101 is one of the many exceptions to the standard numbering grid; its first "digit" is "10", and it is a main route on its own and not a spur of US 1.) Even numbers tend to increase from north to south;US 2closely follows the Canadian border, andUS 98hugs the Gulf Coast. The longest routes connecting major cities are generally numbered to end in a 1 or a 0;[7]however, extensions and truncations have made this distinction largely meaningless.[8]These guidelines are very rough, and exceptions to all of the basic numbering rules exist.

The numbering system also extended beyond the borders of the United States in an unofficial manner. Many Canadian highways were renumbered in the 1940s and 1950s to adopt the same number as the U.S. Route they connected to – mostly in the western provinces.[citation needed]Examples includeBritish Columbia's highways93,95,97,and99;Manitoba's highways59,75,and83;or Ontario King's Highway71.[citation needed]The reverse happened withU.S. Route 57,originally a Texas state highway numbered to matchMexican Federal Highway 57.[9]

In the 1950s, the numbering grid for the new Interstate Highway System was established as intentionally opposite from the US grid insofar as the direction the route numbers increase. Interstate Highway numbers increase from west-to-east and south-to-north, to keep identically numbered routes geographically apart in order to keep them from being confused with one another,[8]and it omits 50 and 60 which would potentially conflict withUS 50andUS 60.[e]

In the US Highway system, three-digit numbers are assigned to spurs of one or two-digit routes.US 201,for example, splits fromUS 1atBrunswick, Maine,and runs north to Canada.[10]Not all spurs travel in the same direction as their "parents"; some are connected to their parents only by other spurs, or not at all, instead only traveling near their parents, Also, a spur may travel in different cardinal directions than its parent, such asUS 522,which is a north–south route, unlike its parentUS 22,which is east–west. As originally assigned, the first digit of the spurs increased from north to south and east to west along the parent; for example,US 60had spurs, running from east to west, designated asUS 160inMissouri,US 260inOklahoma,US 360inTexas,andUS 460andUS 560inNew Mexico.[11]As with the two-digit routes, three-digit routes have been added, removed, extended and shortened; the "parent-child" relationship is not always present.[10][12]

AASHTO guidelines specifically prohibitInterstate Highwaysand U.S. Routes from sharing a number within the same state.[4]As with other guidelines, exceptions exist across the U.S.[12]

Some two-digit numbers have never been applied to any U.S. Route, including 37, 39, 47, 86, and 88.

Signage

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Main article:U.S. Route shield

Route numbers are displayed on a distinctively-shaped white shield with large black numerals in the center. Often, the shield is displayed against a black square or rectangular background.[13]Each state manufactures their own signage, and as such subtle variations exist all across the United States. Individual states may use cut-out or rectangular designs, some have black outlines, and California prints the letters "US" above the numerals.[14]One- and two-digit shields generally feature the same large, bold numerals on a square-dimension shield, while 3-digit routes may either use the same shield with a narrower font, or a wider rectangular-dimension shield. Special routes may be indicated with a banner above the route number, or with a letter suffixed to the route number. Signs are generally displayed in several different locations. First, they are shown along the side of the route at regular intervals or after major intersections (calledreassurance markers), which shows the route and the nominal direction of travel. Second, they are displayed at intersections with other major roads, so that intersecting traffic can follow their chosen course. Third, they can be displayed on large greenguide signsthat indicate upcoming interchanges on freeways and expressways.[13]

Divided and special routes

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Main articles:List of divided U.S. RoutesandList of special routes of the United States Numbered Highway System

Since 1926, some divided routes were designated to serve related areas, and designate roughly-equivalent splits of routes. For instance,US 11splits intoUS 11E(east) andUS 11W(west) inBristol, Virginia,and the routes rejoin inKnoxville, Tennessee.Occasionally only one of the two routes is suffixed;US 6NinPennsylvaniadoes not rejoin US 6 at its west end. AASHTO has been trying to eliminate these since 1934;[15]its current policy is to deny approval of new split routes and to eliminate existing ones "as rapidly as the State Highway Department and the Standing Committee on Highways can reach agreement with reference thereto".[4]

Special routes—those with a banner such asalternateorbypass—are also managed by AASHTO.[4]These are sometimes designated with lettered suffixes, like A for alternate or B for business.[f]

Naming

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The official route log, last published by AASHTO in 1989, has been namedUnited States Numbered Highwayssince its initial publication in 1926. Within the route log, "U.S. Route" is used in the table of contents, while "United States Highway" appears as the heading for each route. All reports of the Special Committee on Route Numbering since 1989 use "U.S. Route", and federal laws relating to highways use "United States Route" or "U.S. Route" more often than the "Highway" variants.[citation needed]The use of U.S. Route or U.S. Highway on a local level depends on the state, with some states such as Delaware using "route" and others such as Colorado using "highway".[16][17]

History

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Early auto trails

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Main article:Auto trail

In 1903,Horatio Nelson Jacksonbecame the first documented person to drive an automobile fromSan FranciscotoNew Yorkusing only a connection of dirt roads, cow paths, and railroad beds. His journey, covered by the press, became a national sensation and called for a system of long-distance roads.[18]

In the early 1910s,auto trailorganizations—most prominently theLincoln Highway—began to spring up, marking and promoting routes for the new recreation of long-distance automobile travel. TheYellowstone Trailwas another of the earliest examples. While many of these organizations worked with towns and states along the route to improve the roadways, others simply chose a route based on towns that were willing to pay dues, put up signs, and did little else.[1]

Planning

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Wikisourcehas original text related to this article:

Wisconsin was the first state in the U.S. to numberits highways,erecting signs in May 1918.[1]Other states soon followed. In 1922, theNew Englandstates got together to establish the six-stateNew England Interstate Routes.[19]

Behind the scenes, thefederal aidprogram had begun with the passage of theFederal Aid Road Act of 1916,providing 50% monetary support from thefederal governmentfor improvement of major roads. TheFederal Aid Highway Act of 1921limited the routes to 7% of each state's roads, while 3 in every 7 roads had to be "interstate in character". Identification of these main roads was completed in 1923.[1]

TheAmerican Association of State Highway Officials(AASHO), formed in 1914 to help establish roadway standards, began to plan a system of marked and numbered "interstate highways" at its 1924 meeting.[20]AASHO recommended that theSecretary of Agriculturework with the states to designate these routes.[1]

SecretaryHoward M. Goreappointed theJoint Board on Interstate Highways,as recommended by AASHO, on March 2, 1925. The Board was composed of 21 state highway officials and three federalBureau of Public Roadsofficials. At the first meeting, on April 20 and 21, the group chose the name "U.S. Highway" as the designation for the routes. They decided that the system would not be limited to the federal-aid network; if the best route did not receive federal funds, it would still be included. The tentative design for theU.S. Route shieldwas also chosen,[21]based on the shield found on theGreat Seal of the United States.[1]

The auto trail associations rejected the elimination of the highway names. Six regional meetings were held to hammer out the details—May 15 for theWest,May 27 for theMississippi Valley,June 3 for theGreat Lakes,June 8 for theSouth,June 15 for theNorth Atlantic,and June 15 forNew England.Representatives of the auto trail associations were not able to formally address the meetings. However, as a compromise, they talked with the Joint Board members. The associations finally settled on a general agreement with the numbering plans, as named trails would still be included. The tentative system added up to 81,000 miles (130,000 km), 2.8% of the public road mileage at the time.[1]

1926 and 1948 versions of theU.S. Route shield

The second full meeting was held August 3 and 4, 1925. At that meeting, discussion was held over the appropriate density of routes. William F. Williams ofMassachusettsand Frederick S. Greene of New York favored a system of only major transcontinental highways, while many states recommended a large number of roads of only regional importance. Greene in particular intended New York's system to have four major through routes as an example to the other states. Many states agreed in general with the scope of the system, but believed theMidwestto have added too many routes to the system. The group adopted the shield, with few modifications from the original sketch, at that meeting, as well as the decision to number rather than name the routes. A preliminary numbering system, with eight major east–west and ten major north–south routes, was deferred to a numbering committee "without instructions".[1]

After working with states to get their approval, the committee expanded the highway system to 75,800 miles (122,000 km), or 2.6% of total mileage, over 50% more than the plan approved August 4. The skeleton of the numbering plan was suggested on August 27 by Edwin Warley James of the BPR, who matchedparityto direction, and laid out a rough grid. Major routes from the earlier map were assigned numbers ending in 0, 1 or 5 (5 was soon relegated to less-major status), and short connections received three-digit numbers based on the main highway from which they spurred. The five-man committee met September 25, and submitted the final report to the Joint Board secretary on October 26.[1]The board sent the report to the Secretary of Agriculture on October 30, and he approved it November 18, 1925.[11]

Disagreement and refinement, 1925–26

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The "final" U.S. Highway plan as approved November 11, 1926

The new system was both praised and criticized by local newspapers, often depending on whether that city was connected to a major route. While theLincoln Highway Associationunderstood and supported the plan, partly because they were assured of getting theUS 30designation as much as possible, most other trail associations lamented their obsolescence. At their January 14–15, 1926 meeting, AASHO was flooded with complaints.[1]

In the Northeast, New York held out for fewer routes designated as US highways. The Pennsylvania representative, who had not attended the local meetings, convinced AASHO to add a dense network of routes, which had the effect of giving six routes termini along the state line. (OnlyUS 220still ends near the state line, and now it ends at an intersection with futureI-86.) BecauseUS 20seemed indirect, passing throughYellowstone National Park,IdahoandOregonrequested thatUS 30be swapped with US 20 to thePacific coast.[1]

Many local disputes arose related to the committee's choices between designation of two roughly equal parallel routes, which were often competing auto trails. At their January meeting, AASHO approved the first two of many split routes (specificallyUS 40betweenManhattan, KansasandLimon, ColoradoandUS 50betweenBaldwin City, KansasandGarden City, Kansas). In effect, each of the two routes received the same number, with a directional suffix indicating its relation to the other. These splits were initially shown in the log as—for instance—US 40 North and US 40 South, but were always posted as simply US 40N and US 40S.[1]

The most heated argument, however, was the issue of US 60. The Joint Board had assigned that number to the Chicago-Los Angeles route, which ran more north–south than west–east in Illinois, and then angled sharply to the southwest toOklahoma City,from where it ran west toLos Angeles.Kentuckystrongly objected to this designated route, as it had been left off any of the major east–west routes, instead receiving theUS 62designation. In January 1926, the committee designated this, along with the part ofUS 52east ofAshland, Kentucky,asUS 60.They assigned US 62 to the Chicago-Los Angeles route, contingent on the approval of the states along the former US 60. But Missouri and Oklahoma did object—Missouri had already printed maps, and Oklahoma had prepared signs. A compromise was proposed, in which US 60 would split atSpringfield, Missouri,into US 60E and US 60N, but both sides objected. The final solution resulted in the assignment ofUS 66to the Chicago-Los Angeles portion of the US highway, which did not end in zero, but was still seen as a satisfyingly round number.[1]Route 66 came to have a prominent place in popular culture, being featured in song and films.

With 32 states already marking their routes, the plan was approved by AASHO on November 11, 1926.[1]This plan included a number of directionally split routes, several discontinuous routes (includingUS 6,US 19andUS 50), and some termini at state lines.[22]By the time the first route log was published in April 1927, major numbering changes had been made in Pennsylvania in order to align the routes to the existing auto trails.[23]In addition,U.S. Route 15had been extended acrossVirginia.[24]

Much of the early criticism of the U.S. Highway System focused on the choice of numbers to designate the highways, rather than names. Some thought a numbered highway system to be cold compared to the more colorful names and historic value of the auto trail systems.The New York Timeswrote, "The traveler may shed tears as he drives theLincoln Highwayor dream dreams as he speeds over theJefferson Highway,but how can he get a 'kick' out of 46, 55 or 33 or 21? "[25](A popular song later promised, "Get your kicks on Route 66!") The writer Ernest McGaffey was quoted as saying," Logarithms will take the place of legends, and 'hokum' for history. "[1]

Expansion and adjustment, 1926–1956

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This sign, photographed in 1941 on US 99 betweenSeattle, Washington,andPortland, Oregon,illustrates one rationale for a federal highway system: national defense.

When the U.S. numbered system was started in 1925, a few optional routings were established which were designated with a suffixed letter after the number indicating "north", "south", "east", or "west". While a few roads in the system are still numbered in this manner, AASHO believes that they should be eliminated wherever possible, by the absorption of one of the optional routes into another route.

In 1934, AASHO tried to eliminate many of the split routes by removing them from the log, and designating one of each pair as a three-digit or alternate route, or in one caseUS 37.AASHO described its renumbering concept in the October 1934 issue ofAmerican Highways:[15]

"Wherever an alternate route is not suitable for its own unique two-digit designation, standard procedure assigns the unqualified number to the older or shorter route, while the other route uses the same number marked by a standard strip above its shield carrying the word 'Alternate'."

Most states adhere to this approach. However, some maintain legacy routes that violate the rules in various ways. Examples can be found inCalifornia,Mississippi,Nebraska,Oregon,andTennessee.In 1952, AASHO permanently recognized the splits inUS 11,[15]US 19,US 25,US 31,US 45,US 49,US 73,andUS 99.[15]

For the most part, the U.S. Routes were the primary means of inter-city vehicle travel; the main exceptions weretoll roadssuch as thePennsylvania Turnpikeandparkwayroutes such as theMerritt Parkway.Many of the first high-speed roads were U.S. Highways: theGulf FreewaycarriedUS 75,[26]thePasadena FreewaycarriedUS 66,[27]and thePulaski SkywaycarriesUS 1andUS 9.[28]

Interstate era, 1956–present

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1961 version of the U.S. Route shield

TheFederal Aid Highway Act of 1956appropriated funding for the Interstate Highway System, to construct a vast network offreewaysacross the country. By 1957, AASHO had decided to assign a new grid to the new routes, to be numbered in the opposite directions as the U.S. Highway grid. Though the Interstate numbers were to supplement—rather than replace—the U.S. Route numbers, in many cases (especially in theWest) the US highways were rerouted along the new Interstates.[12]Major decommissioning of former routes began withCalifornia'shighway renumbering in 1964.The 1985 removal ofUS 66is often seen as the end of an era of US highways.[29]

A few major connections not served by Interstate Highways include US 6 from Hartford, Connecticut, to Providence, Rhode Island and US 93 from Phoenix, Arizona to Las Vegas, Nevada, though the latter is planned to be upgraded toInterstate 11.Three state capitals in the contiguous U.S. are served only by U.S. Routes:Dover, Delaware;Jefferson City, Missouri;andPierre, South Dakota.

In 1995, theNational Highway Systemwas defined to include both the Interstate Highway System and other roads designated as important to the nation's economy, defense, and mobility.

AASHTO is in the process of eliminating allintrastate U.S. Highwaysless than 300 miles (480 km) in length "as rapidly as the State Highway Department and the Standing Committee on Highways of the American Association of State Highway and Transportation Officials can reach agreement with reference thereto". New additions to the system must serve more than one state and "substantially meet the currentAASHTO design standards".[4]A version of this policy has been in place since 1937.[30]

The 1925 routes

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The original major transcontinental routes in 1925, along with theauto trailswhich they roughly replaced, were as follows:[1][11]

US 10, US 60, and US 90 only ran about two thirds of the way across the country, while US 11 and US 60 ran significantly diagonally. US 60's violation of two of the conventions would prove to be one of the major sticking points; US 60 eventually was designated as US 66 in 1926, and later it became a part of popular culture. US 101 continues east and then south to end atOlympia, Washington.[22]The western terminus of US 2 is now atEverett, Washington.[10]

See also

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Notes

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  1. ^The American Association of State Highway Officials (AASHO) was renamed the American Association of State Highway and Transportation Officials (AASHTO) on November 11, 1973.[2]
  2. ^As of 1989.[3]
  3. ^TheInterstate Highway Systemalso assigns even numbers to east–west highways and odd numbers to north–south highways. It uses different origins, with the lowest numbers in the south and west. That system also skips some numbers so that generally speaking, a state would not have highways in both systems with the same number.[4][5]
  4. ^These three-digit spur routes are not to be confused withspecial routessignposted as "SPUR", such asUS 95 Spur.
  5. ^Exceptions to this rule do occur.
  6. ^For example, compare the following for an alternate route in Ohio:
    • Ohio Department of TransportationOffice of Technical Services, GIS/Mapping Section (2011).Official Transportation Map(Map). 1:570,240. Columbus: Ohio Department of Transportation. §§ B2–F2.
    • "Street View of US 20A/SR 15 near Pioneer, OH"(Map).Google Maps.RetrievedMay 5,2013.
    • Rand McNally (2013).The Road Atlas: United States, Canada & Mexico(Map) (2013 Walmart ed.). 1:760,320. Chicago: Rand McNally. p. 78. §§ NE2–NE6.ISBN0-528-00626-6.

References

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  1. ^abcdefghijklmnopqWeingroff, Richard F. (April 7, 2011)."From Names to Numbers: The Origins of the US Numbered Highway System".Highway History.Federal Highway Administration.RetrievedJune 10,2011.
  2. ^Federal Highway Administration (December 4, 2012)."November 13".Highway History.Federal Highway Administration.RetrievedAugust 18,2013.
  3. ^abSpecial Committee on U.S. Route Numbering (1989).United States Numbered Highways(PDF)(5th ed.).American Association of State Highway and Transportation Officials.p. iv. Archived fromthe original(PDF)on January 1, 2014.RetrievedMarch 16,2012.
  4. ^abcdefghAmerican Association of State Highway and Transportation Officials (January 2000)."Establishment of a Marking System of the Routes Comprising the National System of Interstate and Defense Highways"(PDF).AASHTO Transportation Policy Book.American Association of State Highway and Transportation Officials. Archived fromthe original(PDF)on November 1, 2006.RetrievedJanuary 23,2008.
  5. ^Federal Highway Administration (n.d.)."Interstate FAQ".Federal Highway Administration.Archivedfrom the original on May 7, 2013.RetrievedJune 26,2009.Proposed I-41 in Wisconsin and partly completed I-74 in North Carolina respectively are possible and current exceptions not adhering to the guideline. It is not known if the U.S. Highways with the same numbers will be retained in the states upon completion of the Interstate routes.
  6. ^Rand McNally(2013).The Road Atlas: United States, Canada & Mexico(Map) (2013 Walmart ed.). Chicago: Rand McNally. p. 32, § A9; p. 83, §§ D15, D19; p. 92, § J8.ISBN0-528-00626-6.
  7. ^"Ask the Rambler: What Is The Longest Road in the United States?".Federal Highway Administration.April 7, 2011.RetrievedApril 11,2010.
  8. ^abMcNichol, Dan (2006).The Roads that Built America: The Incredible Story of the US Interstate System.New York: Sterling Publishing. p. 71.ISBN1-4027-3468-9.
  9. ^"An Application From the State Highway Department of Texas For the Establishment of a U.S. Route (U.S. 57)".American Association of State Highway Officials. September 15, 1970. pp. 2–3.RetrievedMarch 14,2023– via AASHTO Route Numbering Archive.
  10. ^abcRand McNally (2009).The Road Atlas and Travel Guide(Map). Scale not given. Chicago: Rand McNally.ISBN978-0-528-94209-9.
  11. ^abcJoint Board on Interstate Highways (1925).Report of Joint Board on Interstate Highways, October 30, 1925, Approved by the Secretary of Agriculture, November 18, 1925(Report). Washington, DC:United States Department of Agriculture.OCLC733875457,55123355,71026428.RetrievedNovember 14,2017– viaWikisource.
  12. ^abcEsso&General Drafting(1966).United States Featuring the Interstate Highway System(Map). [c. 1:3,870,000]. Convent Station, NJ: General Drafting.OCLC749860157.
  13. ^abFederal Highway Administration (2009).Manual on Uniform Traffic Control Devices(2009 ed.). Washington, D.C.: Federal Highway Administration.ISBN9781615835171.RetrievedJune 5,2010.
  14. ^American Association of State Highway Officials; Bureau of Public Roads (1961).Manual for Signing and Pavement for the National System of Interstate and Defense Highways(1961 ed.). Washington, D.C.: American Association of State Highway Officials.OCLC43890586.
  15. ^abcdWeingroff, Richard F. (April 7, 2011)."US 11 Rouses Point, New York, to New Orleans, Louisiana".Highway History.Federal Highway Administration.RetrievedJune 9,2011.
  16. ^Delaware Department of Transportation(2006)."2006 Traffic Count and Mileage Report"(PDF).Delaware Department of Transportation. Archived fromthe original(PDF)on March 18, 2009.RetrievedJune 10,2011.
  17. ^Colorado Department of Transportation."Segment Descriptions for Highway 006".Colorado Department of Transportation. Archived fromthe originalon May 26, 2012.RetrievedJune 10,2011.
  18. ^Duncan, Dayton; Burns, Ken (2003).Horatio's Drive: America's First Road Trip(1st ed.). New York: Alfred A. Knopf. p. ix.ISBN0-375-41536-X.
  19. ^"Motor Sign Uniformity".The New York Times.April 16, 1922.
  20. ^McNichol (2006),p. 67.
  21. ^McNichol (2006),p. 121.
  22. ^abBureau of Public Roads&American Association of State Highway Officials(November 11, 1926).United States System of Highways Adopted for Uniform Marking by the American Association of State Highway Officials(Map). 1:7,000,000. Washington, DC:United States Geological Survey.OCLC32889555.RetrievedNovember 7,2013– viaWikimedia Commons.
  23. ^Weingroff, Richard F. (April 7, 2011)."US 22: The William Penn Highway".Highway History.Federal Highway Administration.RetrievedJune 9,2011.
  24. ^"United States Numbered Highways".American Highways.American Association of State Highway Officials. April 1927.ISSN0002-8746.
  25. ^McNichol (2006),p. 78.
  26. ^Feldstein, Dan (June 27, 1999)."A rare quiet interlude for area's first freeway/ Next major upgrade: Causeway in 2002".Houston Chronicle.RetrievedJune 9,2009.
  27. ^Correspondence between theDivision of HighwaysandAmerican Association of State Highway Officials,transcribed at"State Route 66".California Highways.RetrievedJune 10,2011.[self-published source]
  28. ^Rand McNally (1946).Road Atlas(Map). Scale not given. Chicago: Rand McNally. p. 42. New York and Vicinity inset. Archived fromthe originalon July 25, 2011.RetrievedJune 9,2009.
  29. ^"Route Renumbering: New Green Markers Will Replace Old Shields".California Highways and Public Works.43(3–4): 11–13. March–April 1964.ISSN0008-1159.RetrievedJune 10,2011.
  30. ^"New Signing Policy on U.S. Routes".California Highways and Public Works.15(10): 13, 28. October 1937.ISSN0008-1159.RetrievedJuly 24,2015– via Archive.org.

Further reading

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  • Ingram, Tammy (2014).Dixie Highway: Road Building and the Making of the Modern South, 1900–1930.Chapel Hill: University of North Carolina Press.ISBN9781469615523.
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