Interstate Highway System Map Pdf

The National Highway System (NHS) includes the Interstate Highway System as well as other roads important to the nation's economy, defense, and mobility. There have been only minor changes to the NHS until the Moving Ahead for Progress in the 21st Century Act (MAP-21) was authorized by congress and signed into. Free us road map pdf map usa map images. United States Interstate Highway Map - Us interstate hwy map. Free us road map pdf map usa map images. This post is called Us Interstate Hwy Map. You can download all the image about home and design for free. Below are the image gallery of Us Interstate Hwy Map, if you.

MDOT - Main NHS Map Page National Highway System (NHS) Maps Important Revision Information: The maps accessible from this page will not be updated with the latest FHWA approved revisions. For any NHS revisions approved after April 22, 2015, refer to the MDOT NFC web mapping application at and click on the layers button. Check the FHWA Approved NHS layer button nested under NFC-NHS-Layers and NFC/NHS (only one layer of four from this group can be displayed at once). Then zoom to the desired area and refer to the online legend. The PDF maps accessed from this page will not be updated until the statewide NFC review completes sometime in 2016 and FHWA has reached a decision on proposed NHS revisions. Questions on NHS or NFC can be submitted to: The National Highway System (NHS) was established on November 28, 1995, through the National Highway System Designation Act of 1995; the system was expanded when the Transportation Equity Act for the 21st Century was adopted on June 9, 1998.

On October 1, 2012, the Moving Ahead for Progress in the 21st Century Act (MAP-21) went into effect which further expanded the National Highway System. MAP-21 added all other principal arterials not previously included in the NHS.

The original intent of the National Highway System as taken from the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA), Section 1006 was to: Provide an interconnected system of principal arterial routes which will serve major population centers, international border crossings, ports, airports, public transportation facilities, and other intermodal transportation facilities and other major travel destinations; meet national defense requirements; and serve interstate and interregional travel.' -- Federal guidelines for the selection process include a functional classification requirement. Here are the sub-systems of roadways that make up the National Highway System as taken from the. • Interstate: The Eisenhower Interstate System of highways retains its separate identity within the NHS. • Other Principal Arterials: These are highways in rural and urban areas which provide access between an arterial and a major port, airport, public transportation facility, or other intermodal transportation facility.

• Strategic Highway Network (STRAHNET): This is a network of highways which are important to the United States' strategic defense policy and which provide defense access, continuity and emergency capabilities for defense purposes. • Major Strategic Highway Network Connectors: These are highways which provide access between major military installations and highways which are part of the Strategic Highway Network. • Intermodal Connectors: These highways provide access between major intermodal facilities and the other four subsystems making up the National Highway System. Mileage Information: This route mileage is from the 2013 Highway Performance Monitoring System (HPMS) report, this is the latest information as of April 22, 2015. Michigan has roughly 6,428 miles in the National Highway System of roads. MDOT has jurisdiction on 5,227 of the NHS route miles, other local transportation agencies have jurisdiction over the remaining 1,201 route miles. Not all NHS roads are under MDOT jurisdiction and not all MDOT routes are NHS.

Note: A county NHS map was produced for all counties, although some counties do not contain any NHS roads in them. These maps require Adobe Acrobat Reader for viewing, if you experience a pdf error opening the file and are using IE v11, try a different browser. The pdf map geography shown is from version 12 (2012) of the Michigan Geographic Framework (MGF) updated to show the enhanced MAP-21 NHS. As of April 22, 2015, no revisions to the NHS have been approved by FHWA since these maps were created. County: Copyright © 2001-2017 State of Michigan.

• • • • • The United States Numbered Highway System (often called U.S. Routes or U.S. Highways) is an integrated network of and numbered within a nationwide grid in the. As the designation and numbering of these highways were coordinated among the states, they are sometimes called Federal Highways, but the roadways were built and have always been maintained by or since their initial designation in 1926. The route numbers and locations are coordinated by the (AASHTO). The only federal involvement in AASHTO is a nonvoting seat for the. Generally, north-to-south highways are odd-numbered, with lowest numbers in the east, the area of the founding thirteen states of the United States, and highest in the west.

Similarly, east-to-west highways are typically even-numbered, with the lowest numbers in the north, where roads were first improved most intensively, and highest in the south. Major north–south routes have numbers ending in '1' while major east–west routes have numbers ending in '0'. Three-digit numbered highways are spur routes of parent highways but are not necessarily connected to their parents. Some exist to provide two alignments for one route, even though many splits have been eliminated. Special routes, usually posted with a banner, can provide various routes, such as an alternate, bypass or business route, for a U.S.

Before the U.S. Routes were designated, designated by auto trail associations were the main means of marking roads through the United States. In 1925, the Joint Board on Interstate Highways, recommended by the (AASHO), worked to form a national numbering system to rationalize the roads.

After several meetings, a final report was approved by the in November 1925. They received complaints from across the country about the assignment of routes, so the Board made several modifications; the U.S. Highway System was approved in November 1926. As a result of compromises made to get the U.S. Highway System approved, many routes were divided, with alignments to serve different towns. In subsequent years, AASHTO called for such splits in U.S.

Routes to be eliminated. Expansion of the system continued until 1956, when the was formed. After construction was completed, many U.S.

Routes were replaced by Interstate Highways for through traffic. Despite the Interstate system, U.S. Highways still form many important regional connections, and new routes are still being added. The is printed on a square blank with a black background. Is the only state to use an older cut-out design. In general, U.S.

Routes do not have a minimum design standard, unlike the later, and are not usually built to standards. Some stretches of U.S. Routes do meet those standards. Many are designated using the of the cities and towns through which they run.

New additions to the system, however, must 'substantially meet the current '. As of 1989, the United States Numbered Highways system has a total length of 157,724 miles (253,832 km). Except for and, very few U.S.

AASHTO policy says that a toll road may only be included as a, 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.'

(US 3) meets this obligation; in, it does not follow tolled portions of the. But US Routes in the system do use parts of four toll roads: • uses part of the in; the old road is. • uses the tolled in; the old road is.

• uses the in; the old road is. • US 412 also uses the in Oklahoma; the old road is. Numbering [ ] The two-digit U.S.

Routes follow a simple grid in the, in which odd-numbered routes run generally north to south and even-numbered routes run generally east to west. ( is considered a two-digit route, its 'first digit' being 10.) The numbering pattern for U.S. Routes was established first: U.S. Routes proceed from low even numbers in the north to high even numbers in the south, and from low odd numbers in the east to high odd numbers in the west. Numbers ending in 0 or 1 (and ), and to a lesser extent in 5, were considered main routes in the early numbering, but extensions and truncations have made this distinction largely meaningless. For example, was until 1964 the longest route (that distinction now belongs to ).

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, and it omits 50 and 60 which would potentially collide with and. Both highway systems still number the routes ending in odd numbers north–south and the even-numbered highways run east–west, although the Interstate System labels its main north–south highways with numbers ending in 5, rather than 1. In the US Highway system, three-digit numbers are assigned to spurs of one or two-digit routes., for example, splits from at, and runs north to Canada. 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. As originally assigned, the first digit of the spurs increased from north to south and east to west along the parent; for example, had spurs, running from east to west, designated as in, in, in, and and in. As with the two-digit routes, three-digit routes have been added, removed, extended and shortened; the 'parent-child' relationship is not always present.

For example, several spurs of the decommissioned still exist. Travels from border to border although its parent,, has been largely replaced by (I-15).

In addition,, designated in 1970, is nowhere near. The short, approved c. 1970, connects to in Mexico, and lies west of former. Several routes approved since 1980 do not follow the numbering pattern: •, approved in 1994, has no 'parent' since there is no US 0 or US 100.

•, approved c. 1982, is nowhere near.

•, approved in 1989, is nowhere near. While AASHTO guidelines specifically prohibit and U.S.

Routes from sharing a number within the same state (which is why there are no Interstates 50 or 60), the initial Interstate numbering approved in 1958 violated this with and in and,, and in (US 40 and US 80 were removed from California in its ). Some recent and proposed Interstates, some of them out of place in the grid, also violate this: and in (which run ), and in, and in, and and in (which run concurrently). Some two-digit numbers have never been applied to any U.S. Route, including 39, 47, 86 and 88. Divided and special routes [ ]. Main articles: and Since 1926, some divided routes were designated to serve related areas, and designate roughly-equivalent splits of routes. For instance, splits into (east) and (west) in, and the routes rejoin in.

Occasionally only one of the two routes is suffixed; in does not rejoin US 6 at its west end. AASHTO has been trying to eliminate these since 1934; 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'. —those with a banner such as or —are also managed by AASHTO. These are sometimes designated with lettered suffixes, like A for alternate or B for business. Naming [ ] The official route log, last published by AASHTO in 1989, has been named United States Numbered Highways since 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. 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'.

History [ ] Early auto trails [ ]. Main article: In 1903, became the first documented person to drive an automobile from to using 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. In the early 1910s, organizations—most prominently the —began to spring up, marking and promoting routes for the new recreation of long-distance automobile travel. 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. Planning [ ] has original text related to this article. Wisconsin was the first state in the U.S.

To number, erecting signs in May 1918. Other states soon followed. In 1922 the states got together to establish the six-state. Behind the scenes, the program had begun with the passage of the, providing 50% monetary support from the for improvement of major roads. The limited 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. The (AASHO), formed in 1914 to help establish roadway standards, began to plan a system of marked and numbered 'interstate highways' at its 1924 meeting. AASHO recommended that the work with the states to designate these routes. Secretary appointed the Joint Board on Interstate Highways, as recommended by AASHO, on March 2, 1925.

The Board was composed of 21 state highway officials and three federal officials. 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 the was also chosen, based on the shield found on the. The auto trail associations rejected the elimination of the highway names. Six regional meetings were held to hammer out the details—May 15 for the, May 27 for the, June 3 for the, June 8 for the, June 15 for the, and June 15 for.

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. 1926 and 1948 versions of the The second full meeting was held August 3 and 4, 1925. At that meeting, discussion was held over the appropriate density of routes. Of and 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 the to 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'. 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 of the BPR, who matched to 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. The board sent the report to the Secretary of Agriculture of October 30, and he approved it November 18, 1925. Disagreement and refinement, 1925–26 [ ]. 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 the understood and supported the plan, partly because they were assured of getting the designation as much as possible, most other trail associations lamented their obsolescence.

At their January 14–15, 1926 meeting, AASHO was flooded with complaints. 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. (Only still ends near the state line, and now it ends at an intersection with future.) Because seemed indirect, passing through, and requested that be swapped with US 20 to the. 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 (specifically between and and between and ). 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. 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 to, from where it ran west to. Strongly objected to this designated route, as it had been left off any of the major east-west routes, instead receiving the designation. In January 1926, the committee designated this, along with the part of east of, as.

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 at, into US 60E and US 60N, but both sides objected. The final solution resulted in the assignment of to the Chicago-Los Angeles portion of the US highway, which did not end in zero, but was still seen as a satisfyingly round number. 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. This plan included a number of directionally split routes, several discontinuous routes (including, and ), and some termini at state lines. 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. In addition, had been extended across. 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. Wrote, 'The traveler may shed tears as he drives the or dream dreams as he speeds over the, but how can he get a 'kick' out of 46, 55 or 33 or 21?' (A popular song later promised, 'Get your kicks on Route 66!' ) The writer was quoted as saying, 'Logarithms will take the place of legends, and 'hokum' for history.' Expansion and adjustment, 1926–56 [ ]. This sign, photographed in 1941 on US 99 between, and, 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 case. AASHO described its renumbering concept in the October 1934 issue of: '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 in,,,, and. In 1952, AASHO permanently recognized the splits in,,,,,,, and.

Frederick Mcduff Limited Edition Prints. For the most part, the U.S. Routes were the primary means of inter-city vehicle travel; the main exceptions were such as the and routes such as the. Many of the first high-speed roads were U.S.

Highways: the carried, the carried, and the carried and. Interstate era, 1956–present [ ]. 1961 version of the U.S. Route shield The appropriated funding for the Interstate Highway System, to construct a vast network of across 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 the ) the US highways were rerouted along the new Interstates. Major decommissioning of former routes began with 's.

The 1985 removal of is often seen as the end of an era of US highways. A few major connections not served by Interstate Highways include US 6 from Hartford, Connecticut, to Providence, Rhode Island; US 101 from Los Angeles to San Francisco; and US 93 from Phoenix, Arizona to Las Vegas, Nevada. Three state capitals in the contiguous U.S. Are served only by U.S. Routes:;; and. In 1995 the was 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 all less 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 current '. A version of this policy has been in place since 1937. The 1925 routes [ ] The original major transcontinental routes in 1925, along with the which they roughly replaced, were as follows. •,, to: •,, to •,, to (where it met US 1) •,, to •,, to: •,, to •, north of, to •,, to (where it met US 61): •, north of, to: •,, to south of •,, to: •,, to •,, to: •,, to •,, to: •,, to: •,, to (where it met US 40) •,, to •,, to (where it met US 60) •,, to: •, to, (where it met US 80): 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 popular in the culture. US 101 continues east and then south to end at Olympia, Washington. The western terminus of US 2 is now at Everett, Washington. • ^ Weingroff, Richard F. (April 7, 2011)..

Highway History. Federal Highway Administration. Retrieved June 10, 2011.

• Federal Highway Administration (December 4, 2012).. Highway History. Federal Highway Administration. Retrieved August 18, 2013. • ^ AASHTO Special Committee on U.S. Route Numbering (1989).

(PDF) (5th ed.).. Retrieved March 16, 2012. • ^ (January 2000). AASHTO Transportation Policy Book. Retrieved January 16, 2014.

The Road Atlas: United States, Canada & Mexico (Map) (2013 Walmart ed.). Chicago: Rand McNally. 83, §§ D15, D19; p. April 7, 2011.

Retrieved April 11, 2010. • ^ Rand McNally (2009). The Road Atlas and Travel Guide (Map). Scale not given. Chicago: Rand McNally..

• ^ Joint Board on Interstate Highways (1925). Washington, DC:.,,. Retrieved November 14, 2017 – via. • ^ & (1966). United States Featuring the Interstate Highway System (Map). Convent Station, NJ: General Drafting.. Arizona Department of Transportation.

Retrieved March 30, 2008. • American Association of State Highway and Transportation Officials (January 2000). AASHTO Transportation Policy Book. American Association of State Highway and Transportation Officials. Retrieved December 31, 2013. • Jones, Ben (December 18, 2006).

' 'Interstate 41' on near horizon'.. Appleton, Wisconsin.

June 8, 2001. Archived from on June 29, 2011. Retrieved January 8, 2014.

Archived from on December 14, 2007. Retrieved January 8, 2014. • Woodard, Johnny (October 8, 2008). Retrieved June 7, 2009.

• ^ Weingroff, Richard F. (April 7, 2011).. Highway History.

Federal Highway Administration. Retrieved June 9, 2011. • For example, compare the following for an alternate route in Ohio: • Office of Technical Services, GIS/Mapping Section (2011). Official Transportation Map (Map). Columbus: Ohio Department of Transportation. • (May 5, 2013). Retrieved May 5, 2013.

• Rand McNally (2013). The Road Atlas: United States, Canada & Mexico (Map) (2013 Walmart ed.). Chicago: Rand McNally. • searches on for,, and • (2006). Delaware Department of Transportation. Retrieved June 10, 2011.

Colorado Department of Transportation. Retrieved June 10, 2011. • 'Motor Sign Uniformity'.. April 16, 1922. • ^ & (November 11, 1926). Washington, DC:..

Retrieved November 7, 2013 – via. • Weingroff, Richard F. (April 7, 2011).. Highway History. Federal Highway Administration. Retrieved June 9, 2011.

• 'United States Numbered Highways'.. American Association of State Highway Officials. • Feldstein, Dan (June 27, 1999)... Retrieved June 9, 2009. • Correspondence between the and, transcribed. California Highways. Retrieved June 10, 2011.

[ ] • Rand McNally (1946). Scale not given. Chicago: Rand McNally.

New York and Vicinity inset. California Highways and Public Works. 43 (3–4): 11–13. March–April 1964.. Retrieved June 10, 2011. California Highways and Public Works. 15 (10): 13, 28.

October 1937.. Retrieved July 24, 2015 – via Archive.org. Works cited [ ].