The general route of I was laid out during the early months after the Federal-Aid Highway Act was enacted in When the entire mile stretch of I in Kansas was finished in June , it was the longest continuous segment of Interstate highway to be completed by any state.
At the time Kansas, Missouri, and Pennsylvania were the only states to have a multi-lane I from border to border. Portland cement concrete was used on I from Salina east to Topeka and in Kansas City, and asphaltic concrete asphalt pavement was used from Salina west to the Colorado border.
Among those present for the dedication ceremonies were Governor Fred Hall, U. Senator Frank Carlson, Frank E. Harwi, Jr. This section was another first because it was the first concrete highway to be completed in the nation under the new act. Interstate 70 and U. Interstate 70 originates in the foothills of central Utah near historic Cove Fort, then proceeds east over the Pahvant Range into Sevier Valley.
Meeting U. Near Cisco, the Colorado River curves east to follow I The freeway departs the Beehive State along with U. The first section of Interstate 70 built in Utah was the Construction also underway in included Contrary to today where U. Former button copy sign posted along I eastbound at Exit for U.
Weingroff that appeared in Public Roads. A sign in St. The Pennsylvania Turnpike today incorporates portions of both Interstate 70 and Interstate The section between Irwin Exit 67, near the U. Although the Turnpike did not have Interstate 70 shields on it when it opened, this portion of Interstate 70 and Interstate 76 could be considered the first Interstate highway. However, this toll facility was not built with Interstate Highway Funds.
The Interstate designation was added to the Turnpike well after the roadway opened. Charles County was the first Interstate Highway project to be awarded and to start construction contract awarded on August 2, , and construction began on August 13, In Kansas, a two-lane section of Interstate 70 U.
This section of Interstate 70 opened on November 14, The freeway occupies a narrow footprint as it ascends toward the top of the swell. Interstate 70 begins in sparsely populated central Utah at its junction with Interstate 15 at Cove Fort. Interstate 70 followed former Utah 4 between Interstate 15 and U.
Originally, Interstate 70 was programmed to begin in Denver; however, a later addition made public on October 18, extended the route west to Cove Fort to allow for greater access to Southern California.
At Salina, Interstate 70 leaves U. Interstate 70 and U. The freeway through this rural area was mostly built as a two-lane freeway and was the last section of Interstate 70 to see four lanes.
Through the swell, freeway construction required removal of 3. The mile section of two-lane Interstate 70 opened to traffic on November 5, , and it is still the longest section of Interstate Highway to open at one time. The freeway runs through such unpopulated territory that Interstate 70 still has no motorist services between Salina and Green River for miles.
The freeway was not preceded by any kind of two-lane highway due to the rugged natures of the scenic San Rafael Swell in Emery County — neither U. Interstate 70 through proceeds east over the Green River and passes by the southern end of the Book Cliffs through the Grand Valley before entering Colorado.
Interstate 70 traverses the Front Range of the Rocky Mountains via the Eisenhower and Johnson Tunnels, visible in this late autumn scene in the high country of Colorado. This project provided for the reconstruction of several segments of Interstate 70 in its approaches to Interstate The last section that was completed was the Interstate 70 viaduct from Brighton Boulevard west to Interstate Built in when Interstate 70 was known as East 46th Avenue, the Mousetrap grew to connect to Interstate 70 in the mids and later became a source of traffic delays due to a design that was inadequate to handle traffic volumes in excess of , vehicles annually through the interchange.
Interstate 70 enters Kansas City, Missouri along a 1. This view looks west at the elevated roadway from the I flyover ramp at the Alphabet Loop. Within Missouri, much of existing U. Urban sections of I were largely constructed through the s and s. Louis, Missouri, and East St. Louis, Illinois, opened on November 9, It consists of two, 2,foot long bridges, one for each direction of traffic. This bridge was the first orthotropic bridge, which is a type of plate-girder bridge. The easternmost six and a half mile section of Interstate 70 in Illinois opened to traffic in stages during May and July The section of Interstate 70 across Ohio was completed and fully opened to traffic by East at.
An sign installed along I east in references Interstate Baltimore Beltway as the eastern terminus instead of the park and ride lot at MD Security Boulevard. I was formally dropped east of the beltway in , yet signage remains.
One mile ahead of the symmetrical stack interchange Exit 91 with Interstate on I east. The mainline for I reduces to a single lane for the final 1.
Exit 91 splits for I north inner and south outer from Interstate 70 east. Interstate 70 extended 1. Three eastbound lanes tapered down to two beyond the 1. Traffic reduces to a single lane ahead of the loop ramp onto MD Security Boulevard west. No ramp was built for Cooks Lane east into the city of Baltimore.
Gwynns Falls Park comes into view beyond the park and ride lot and departure of Exit 94 onto Security Boulevard north. Beyond Exit 94, an access road loops through the park and ride area to the westbound beginning of Interstate A second loop was used for a bus stop.
The roadway was later repurposed for the Gwynn Falls Trailhead. Concrete roadways built for Interstate 70 appear within the park and ride lot adjacent to Gwynns Falls Park. The park and ride lot occasionally doubles as a resting point for truckers and a storage area for trailers.
The planned mainline of I was converted to a parking area while single lane collector distributor roadways served movements to and from MD Security Boulevard and Ingleside Avenue. A pair of shields directed motorists u-turning from the east end of the freeway onto I west toward the Baltimore Beltway.
Security Boulevard — East at. The westbound entrance ramp from MD departs from Ingleside Avenue. West at. Heading west from the Ingleside Avenue on-ramp, traffic partitions into two lanes for the Baltimore Beltway and a single through lane for Interstate Originally three through lanes were striped here.
Replaced overhead signs for Interstate at Exit Leading away from Exit 91, I runs across the top of the four-level interchange with Interstate A three-lane entrance ramp follows from the Beltway.
The eastern terminus originally was intended to end at Interstate 95 in southwestern Baltimore. Adamant neighborhood opposition in the city resulted in the cancellation of the majority of I through the city, leaving the current stub end east of Interstate and Security Blvd at a park and ride lot. Interstate 70 was supposed to run through Baltimore City and have it meet up with Interstate 95 just south of the Russell Street exit.
This would be its ending point, thereby providing those of us living on the western end of the Baltimore Metro Area easy access to downtown. The plan was ultimately dropped because it would have cause so much destruction and would have caused immense amounts of horribly twisted local roads in Western Baltimore City.
A portion of the planned I east to I southbound flyover was constructed above Desoto Road along side Interstate The single lane viaduct includes an unused slip ramp to a stub built for unconstructed I west from I north. A second stub appears beside the off-ramp Exit 51 to Washington Avenue. This section of roadway was leftover from the planned ramp between unbuilt I east and I north.
The state route follows old U. The fort originated in as an outpost for weary pioneers traveling between Beaver and Fillmore.
0コメント