Instruct: Given a question, retrieve passages that answer the question.
Query: What's the longest highway in the US?
The Interstate Highways in Utah are maintained by the Utah Department of Transportation (UDOT). The Interstate Highway System is a nationwide system with only a small portion of these routes entering Utah. Originally, the State Road Commission of Utah, created on March 23, 1909 was responsible for maintenance, but these duties were rolled into the new UDOT in 1975. There are of Interstates within the state. The longest is Interstate 15 (I-15) at and the shortest is I-215 at . One unique former route is Interstate 415, which was never signed as such, and was only used as a temporary designation for the eastern portion of what is now the Interstate 215 belt loop around Salt Lake City.
The first segment to be constructed as a freeway was in 1964. A short freeway segment (about ) was built at SR 99 in Kern County in conjunction with a portion of the freeway upgrade to the Golden State Freeway (SR 99). However, development of the rest of the corridor was difficult. The California Highway Commission put a greater emphasis on the construction of the Westside Freeway, which would be included in the Interstate Highway System. In addition, efforts were underway for the upgrade of the Golden State Freeway through the center of the valley. As a result, the Eastside Freeway was given a much lower priority.
The Stones River is composed of three major forks: the West, Middle, and East forks. The West Fork, long, rises in southernmost Rutherford County near the Bedford County line. The upstream portion of its course runs roughly parallel to U.S. Highway 231. The Middle Fork, long, rises in an area of low hills, or knobs, also near the line with Bedford County, near Hoovers Gap, an important troop movement route during the American Civil War. It flows roughly parallel to, but west of, Interstate 24 and U.S. Highway 41, and is met by the West Fork near State Route 99. The East Fork is the longest, at ; it rises in Cannon County on Short Mountain, an outlier of the Cumberland Plateau, and flows through Woodbury, the county seat. This stream is roughly paralleled by U.S. Route 70S.
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By the middle of 1930, the southern part of the Gilmer County portion of the Jasper–Ellijay segment had a completed hard surface. By the end of the year, the segment from Blue Ridge to the Tennessee state line also was completed. The entire Cobb County portion of the Marietta–Canton segment was under construction. By the end of 1931, the Douglasville–Austell segment of US 78/SR 8 had a completed hard surface. Three segments of SR 5 also were completed: from Marietta to the halfway point between the Cobb–Cherokee county line and Canton, from northeast of Canton to Ellijay, and from northeast of Ellijay to Blue Ridge. The southern two-thirds of the Ellijay–Blue Ridge segment had a sand clay or top soil surface. Between April and August 1932, a portion south of Canton had a sand clay or top soil surface. A portion northeast of Canton was under construction. In August, the portion south of Canton was under construction. In October, a small portion at the northern terminus was under construction. By May 1933, the entire length of SR 5 from Marietta to Ellijay had a completed hard surface. In May, the northern terminus had a completed semi hard surface. In July, the entire Blue Ridge–Tennessee state line had a completed hard surface. In the third quarter of 1935, the Ellijay–Blue Ridge segment was also completed. By the end of the year, a portion northeast of Ellijay was under construction. In the first quarter of 1937, SR 5 was extended southwest from Marietta to SR 6 in Powder Springs. The next year, a portion of the extension southwest of Marietta had completed grading, but was not surfaced. By the middle of 1939, the central portion of this extension was under construction. In the third quarter of the year, this portion had completed grading, but was not surfaced.
The Maryland Scenic Byways system consists of nineteen byways that pass through scenic and historic areas across the U.S. state of Maryland, with four of them designated as National Scenic Byways and two of them designated as All-American Roads. The byways pass through a variety of surroundings, such as the mountains of Western Maryland, the rolling countryside in the northern part of the state, urban sites in the Baltimore and Washington, D.C. areas, small towns and wildlife areas along the Chesapeake Bay, and beaches along the Atlantic Ocean. The byways also serve historical sites ranging from colonial settlement, the War of 1812, and the American Civil War, along with byways that follow the historic routes of the National Road, the Chesapeake and Ohio Canal, and the Underground Railroad.
Southern Manitoba's central location in North America makes it a key part of the Mid Continent Trade & Transportation Corridor, connecting to a market of 100 million people. Both the Trans Canada Highway and the Yellowhead Highway provide key east-west traffic corridors from southern Manitoba to the neighboring provinces of Saskatchewan and Ontario. Provincial Highways 75 and 59 lead one hour south from Winnipeg to link with the U.S. National Highway System via North Dakota and Minnesota, providing key access to the Mid Continent Trade & Transportation Corridor centered on US Interstate highways I-29 and I-35, which connects Canada to a central North American market of 100 million people. Goods can be shipped by truck and rail from Canada through southern Manitoba to Mexico and all points between. The border crossing at Emerson processes over $15 billion in trade traffic annually (2013), more than any other border crossing in Western Canada, and 5th largest in Canada. An estimated 400,000 commercial trucks crossed the border through Emerson in 2013 to the United States of America. Approximately 65% of Manitoba’s exports to NAFTA partners (U.S. and Mexico) are transported by truck through the Emerson/Pembina crossing in southern Manitoba. Intermodal in nature, the Corridor allows cost-effective and safe movement of goods and people, minimizing both travel costs and time. Manitoba trade with the US Corridor states alone (North Dakota, South Dakota, Minnesota, Iowa, Nebraska, Kansas, Wisconsin, Illinois, Michigan, Indiana, Missouri, Oklahoma and Texas) was $15.7 billion in 2014 (Exports: $5.6 billion, Imports: $10.1 billion).
Ray is a one side infinite geodesic which is minimizing on each interval
In 1911, the Coleman DuPont Road, Inc. was established and construction on the highway began. By 1912, construction was interrupted by litigation challenging both the constitutionality of the law establishing the road building corporation and the need for DuPont to acquire such a large right-of-way. DuPont would narrow the proposed right-of-way to in order to compromise with opponents of the highway in addition to offering landowers whose properties were affected by the highway five times the assessed value of the land five years after the highway was completed. The DuPont Highway would end up being built on a alignment with a wide roadway. The DuPont Highway north of Milford would be both designed and constructed by Delaware State Highway Department (DSHD). A portion of the road north of Milford and from Frederica to Little Heaven were completed by 1920. The portion of the DuPont Highway from north of Milford to Frederica was under construction in 1920 and completed by 1923, the same year the last section of the entire Selbyville–Wilmington highway was completed near Odessa. When the U.S. Highway System was designated in 1926, this portion of the DuPont Highway became a part of US 113.
SH 101 begins at an intersection with U.S. Route 81 on the far southeast side of Bowie, and travels southeast about 7 miles to Sunset. This section was the original routing of US 81 and US 287 before an upgraded routing was built for those routes. This section of SH 101 also remains within a mile of the upgraded US 81/US 287 along the entire route. In Sunset, the route sutns to the south, departing from it parallel routing with the US Routes, and continues southward through Chico to its southern terminus on the north side of Bridgeport, where it meets U.S. Route 380 and SH 114. This section from Sunset to Bridgeport was a previous routing of SH 114 before it was redirected westward in 1976.
One of the oldest existing purpose-built automobile racing circuits in the United States, still in use, is the 2.5-mile (4.02 km)-long Indianapolis Motor Speedway in Speedway, Indiana, built from March to August 1909, when it first opened for racing. It is the largest capacity sports venue of any variety worldwide, with a top capacity of some 257,000+ seated spectators. The oldest asphalt-paved oval track in the United States is Thompson Speedway Motorsports Park in Thompson, Connecticut, once known as the "Indianapolis of the East."
The Chesapeake and Ohio Canal Scenic Byway heads east on MD 478 into Brunswick, which is the location of the Brunswick Heritage Museum and a Visitor Center. The byway continues along MD 464 to Point of Rocks, which is where the Baltimore and Ohio Railroad met the Chesapeake and Ohio Canal. From here, the byway follows MD 28 across the Monocacy Natural Resource Management Area, with a spur leading to Sugarloaf Mountain. The Chesapeake and Ohio Canal Scenic Byway heads south on MD 109 into Poolesville, where the John Poole House and the Seneca Schoolhouse is located. A side route on the byway heads west to the White's Ferry across the Potomac River. Another branch off the byway runs through areas protected by the Montgomery County, Maryland Agricultural Reserve, with the road continuing along MD 118 to Germantown, a small town with antique shops. The mainline of the byway continues through Seneca Creek State Park and picks up MD 190, continuing along the canal towpath. The byway turns south onto Falls Road and comes to the Great Falls of the Potomac River. From here, the Chesapeake and Ohio Canal Scenic Byway heads east along MacArthur Boulevard before continuing onto the Clara Barton Parkway. The road has access to the Clara Barton National Historic Site before reaching Washington, D.C. and continuing to Georgetown.
The North-South Road was the longest terrestrial road in J. R. R. Tolkien's fictional world of Middle-earth during its Third Age: about 1275 miles (2050 km). (The longest-ever terrestrial road in Middle-earth had been the full Great East Road in the First Age, but it was much reduced in length when its Beleriand sections were forever drowned in the War of Wrath.) Originally known as the Royal Road, it ran from the realm of Arnor in the north to the capital of Gondor in the south. In the early Third Age, the highway was the main overland linkage between Gondor and Arnor. However, as the Third Age progressed, both kingdoms declined, and the road became neglected, especially its central stretches. After the end of the War of the Ring, there were plans by King Elessar to restore the ancient royal highway.
The First Transcontinental Railroad (also called the Great Transcontinental Railroad, known originally as the "Pacific Railroad" and later as the "Overland Route") was a continuous railroad line constructed between 1863 and 1869 that connected the existing eastern U.S. rail network at Omaha, Nebraska/Council Bluffs, Iowa with the Pacific coast at the Oakland Long Wharf on San Francisco Bay. The rail line was built by three private companies over public lands provided by extensive US land grants. Construction was financed by both state and US government subsidy bonds as well as by company issued mortgage bonds. The Western Pacific Railroad Company built of track from Oakland/Alameda to Sacramento, California. The Central Pacific Railroad Company of California (CPRR) constructed eastward from Sacramento to Promontory Summit, Utah Territory (U.T.). The Union Pacific built from the road's eastern terminus at Council Bluffs near Omaha, Nebraska westward to Promontory Summit.
The first state road was authorized on March 26, 1895, when a law created the post of "Lake Tahoe Wagon Road Commissioner" to maintain the Lake Tahoe Wagon Road (the 1852 Johnson's Cut-off of the California Trail), now US 50 from Smith Flat - 3 miles (5 km) east of Placerville - to the Nevada state line. The 58 mile (93 km) road had been operated as a toll road until 1886, when El Dorado County bought it; the county deeded the road to the state on February 28, 1896. Funding was only enough for minimal improvements, including a stone bridge over the South Fork American River in 1901.
Also in 1895, on March 27, the legislature created the three-person Bureau of Highways to coordinate efforts by the counties to build good roads. The bureau traveled to every county of the state in 1895 and 1896 and prepared a map of a recommended system of state roads, which they submitted to the governor on November 25, 1896. The legislature replaced the Bureau of Highways with the Department of Highways on April 1, 1897, three days after it passed a law creating a second state highway from Sacramento to Folsom - another part of what became US 50 - to be maintained by three "Folsom Highway Commissioners". This was the last highway maintained by a separate authority, as the next state road, the Mono Lake Basin State Road (now part of SR 120), was designated by the legislature in 1899 to be built and maintained by the Department of Highways.
At the same time, 1879-1881, the Atchison, Topeka and Santa Fe Railroad was building across New Mexico and met the Southern Pacific at Deming, New Mexico March 7, 1881, completing the second transcontinental railroad (the first, the central transcontinental, was completed May 10, 1869 at Promontory Summit, Utah). Acquiring trackage rights over the SP, from Deming to Benson, the Santa Fe then built a line southwest to Guaymas, Sonora, Mexico, completed October 1882, as its first outlet to the Pacific. This line was later sold to the Southern Pacific. The Southern Pacific continued building east from El Paso, completing a junction with the Texas & Pacific in December 1881, and finally in 1883, its own southern transcontinental, the Sunset Route, California to New Orleans, Atlantic waters to the Pacific. These railroads caused an early 1880s mining boom in such locales as Tombstone, Arizona, Bisbee, Arizona, and Santa Rita, New Mexico, the latter two world class copper producers. From Bisbee, a third sub-transcontinental was built across the Gadsden Purchase, the El Paso and Southwestern Railroad, to El Paso by 1905, then to a link with the Rock Island line to form the Golden State Route. The EP&SW was sold to the Southern Pacific in the early 1920s.
Construction began on the freeway in 1958. The first section, starting at the eastern end of Foothill Boulevard in what is now La Cañada Flintridge, and going across the Arroyo Seco near Devil's Gate Dam to Canada Avenue in Pasadena, was opened in 1966; it was then signed as State Route 118. The section going northwest from Pasadena through La Canada Flintridge to the junction with I-5 in Sylmar was built in several stages between 1971 and 1977. The first section to open was between Ocean View Boulevard and Lowell Avenue in La Crescenta, in July, 1972, followed in November by the section between Berkshire Avenue and Ocean View in La Cañada Flintridge. The section of freeway in Sylmar, California that was intended to open first (between Interstate 5 and MacClay Avenue) was damaged by the 1971 Sylmar Earthquake, and the opening was delayed until repairs could be completed in 1973. In the Pasadena, California section, a bridge span traversing the Arroyo Seco collapsed during construction on October 17, 1972, killing six workers, and as a result, the northbound section through Pasadena was not fully opened until 1974. The last section in the San Fernando Valley to be completed was between Highway 118 in Lake View Terrace, and Lowell Avenue in La Crescenta. While this section was largely completed by 1976, the portion between Sun Valley Boulevard and Wheatland Avenue (traversing the Tujunga Wash) was not fully completed until 1981. From 1976 to 1980, the uncompleted section of Interstate 210 (notably near the intersection of Highway 118, near the Paxton Street exit) was rented by Columbia Pictures Television for the filming of the television series, "CHiPs".
State Highway 101 was defined, along with many other routes, by Chapter 440 of the 1933 Minnesota Session Laws:
Legislative Route No. 187. Beginning at a point on Legislative Route No. 18 [U.S. Highway 169] at or near Elk River, thence extending in a southerly direction to a point on Legislative Route No. 117 [State Highway 13] as herein established.
The Minnesota Department of Highways (now MnDOT) took over maintenance of the roadway in 1934. Highway 101 began at State Highway 13 in Savage, at the intersection of "Dakota Avenue" and "McColl Drive", and ran west on "McColl Drive" and "Eagle Creek Boulevard" to downtown Shakopee. Old Highway 101 crossed the Minnesota River with U.S. Highway 169, and crossed U.S. Highway 212 along the present day Carver County portion of Highway 101. From Shakopee to near Rogers, the original routing of Highway 101 matched the present day State Highway 101 and "County Road 101" except in downtown Chanhassen, where old 101 had followed "Great Plains Boulevard" and "78th Street" (the later State Highway 5), in downtown Wayzata, where old 101 followed "LaSalle Street" to "Central Avenue", and on the State Highway 55 / 101 concurrency at Plymouth / Medina, which was along "Old Rockford Road" and "Hamel Road". Instead of using old State Highway 152 (now County Road 81) into Rogers, old Highway 101 continued north on "Brockton Avenue" (now County 13) and crossed the Crow River at its mouth, then heading northwest and north on "River Road" and "Parrish Avenue" to the Parrish Avenue Bridge over the Mississippi River. Upon crossing the bridge, old Highway 101 entered Elk River and immediately ended at U.S. Highway 10 and U.S. Highway 169 via short pieces of "Main Street" and "Jackson Avenue".
U.S. Route 17 Bypass (US 17 By-Pass) was established in 2009 and is long. Beginning at the US 13/US 17 split, located southeast of Windsor, US 17 Bypass follows the preexisting expressway grade of US 13. At exit 215, US 13 splits and continues north, while US 17 Bypass continues on freeway grade highway till it re-merges with US 17, near mile marker 221.
The Rockaway Freeway is a road in the New York City borough of Queens that was created from the old right-of-way of the Long Island Rail Road Rockaway Division in 1941–1942 as part of the project to eliminate grade crossings within New York City. The railroad line itself was elevated over the new automotive route, and was incorporated into the New York City Subway system as the IND Rockaway Line () in the summer of 1956. Because of the large number of concrete posts supporting the elevated subway, the Freeway has consistently been hazardous for drivers. However, one stretch of the Freeway between Beach 73rd Street and Beach 87th Street in Hammels is difficult for drivers going in an easterly or westerly direction to avoid without going out of their way. A portion of the road, between Beach 67th Street and Beach 73rd Street, was closed permanently in 2005 to make way for a retail transit plaza in connection with the new Arverne-by-the-Sea construction development.
At Libertytown, a branch of the Old Main Streets Scenic Byway heads east along MD 26 before following Woodville Road, Shirley Bohn Road, and Buffalo Road south through countryside that has several vineyards. The byway heads into Mount Airy and runs through town on MD 808 (Main Street), with nearby recreation. The byway continues along MD 27 to the National Road.
The Mason and Dixon Scenic Byway runs south of the Mason–Dixon line, a line surveyed by Charles Mason and Jeremiah Dixon in the 1760s to separate Maryland from Pennsylvania. The byway runs through rural areas between Emmitsburg and Appleton.
U.S. Route 127 (US 127) is a north–south U.S. Highway in the eastern half of the United States. The southern terminus of the route is at US 27 in Chattanooga, Tennessee. The northern terminus is at Interstate 75 (I-75) near Grayling, Michigan. Since 1987, it has been the core of the annual World's Longest Yard Sale, also known as the Highway 127 Corridor Sale (127 Yard Sale), which now stretches from Addison, Michigan, to Gadsden, Alabama. The sale, held every August, was started to demonstrate that the older U.S. Highway System has something to offer that the Interstate Highway System does not.
In Michigan, US 127 tripled in length in 2002 at the expense of its parent, US 27.
In the United States, each state maintains its own system of state highways. This is a list of the longest state highways in each state. , the longest state highway in the nation is Montana Highway 200, which is long. The shortest of the longest state highways is District of Columbia Route 295, which is only long.
The US Highways in Michigan are the segments of the national United States Numbered Highway System that are owned and maintained by the US state of Michigan, totaling about . The longest of these is US Highway 23 (US 23) at around . On a national level, the standards and numbering for the system are handled by the American Association of State Highway and Transportation Officials (AASHTO), while the highways in Michigan are maintained by the Michigan Department of Transportation (MDOT).
The US Highways in Nebraska are the segments of the national United States Numbered Highway System that are owned and maintained by the U.S. State of Nebraska totaling . The longest of these routes is U.S. Route 30 at around . On a national level, the standards and numbering for the system are handled by the American Association of State Highway and Transportation Officials (AASHTO), while the Nebraska Department of Transportation is responsible for their maintenance. Route numbers are not reused between the various highway systems within the state. For example, Interstate 80 is the only route in Nebraska with the number 80.