Instruct: Given a question, retrieve passages that can help answer the question.
Query: When was the Fall Line Freeway constructed?
The Fall Line Freeway (FLF; also signed as State Route 540 (SR 540)) is a highway designed to span the width of the U.S. state of Georgia from the Alabama state line, in Columbus to Augusta, traveling through several cities including Macon, Milledgeville, and Sandersville. It is composed of both limited-access and high-speed divided highway portions. It is planned to become part of the proposed eastern extension of Interstate 14. As of August 2018, the Fall Line Freeway is 100% open to traffic. Between August 2017 and July 2018, the highway was completed. The Georgia Department of Transportation (GDOT) announced that the highway was officially signed as SR 540 on September 24, 2018.
In the 1930s, as part of the New Deal, the U.S. federal government constructed national parkways designed for recreational driving, and to commemorate historic trails and routes. As with other roads through national parks, these mostly undivided and two-lane parkways have lower speed limits, and are maintained by the National Park Service and the Federal Highway Administration jointly through the Federal Lands Transportation Program. An example is the Civilian Conservation Corps-built Blue Ridge Parkway in the Appalachian Mountains of North Carolina and Virginia. Others are: Skyline Drive in Virginia; the Natchez Trace Parkway in Mississippi, Alabama, and Tennessee; and the Colonial Parkway in eastern Virginia's Historic Triangle area. The George Washington Memorial Parkway and the Clara Barton Parkway, running along the Potomac River near Washington, D.C., were also constructed during this era.
The first section of the Frederick Freeway opened from US 40 (now MD 144) east of Frederick to a temporary half-cloverleaf interchange with Patrick Street in 1956; this section featured a cloverleaf interchange with US 340. The remainder of the Frederick Freeway from Patrick Street to MD 26 was placed under construction in 1956. The highway was constructed as a two-lane freeway from just south of its interchange with Rosemont Avenue to its northern end near Hayward Road, where the freeway tied into existing US 15 at Harmony Grove. The freeway north of Patrick Street featured interchanges with Rosemont Avenue, Motter Avenue, and a westward extension of MD 26. When the Frederick Freeway opened in 1959, US 15 was moved to Washington National Pike north of Buckeystown Pike and north through Frederick along the Frederick Freeway. Market Street north of Evergreen Point through downtown Frederick to US 15 north of the city became a northward extension of MD 355; the section of Buckeystown Pike from the freeway to Evergreen Point became a section of MD 806.
The Pennyrile Parkway, Western Kentucky Parkway, and Purchase Parkway were all originally built as toll roads when they opened in the 1960s. As the parkways' construction bonds were paid off, the tolls were removed; the Western Kentucky Parkway became a freeway in 1987, and the other two roads became free in 1992. To fund over $700 million to upgrade substandard segments of the parkways and fund a new $800 million Ohio River crossing for I-69, Kentucky transportation officials had previously considered reinstating tolls on the parkway segments over which I-69 is routed, but ultimately opted to keep I-69 toll-free.
New York City was not the only part of New York to face an onslaught of freeway revolts. Long Island had dozens of roads planned by the New York State Department of Transportation, as well as Suffolk and Nassau Counties, although not all the roads were intended to be freeways (see List of Suffolk County (New York) Road proposals). On two occasions, Suffolk County built roads and allowed them to be redesignated as state highways, in the hope that the state would upgrade them when the county couldn't. The following is a list of roads throughout New York State that were either canceled, truncated, or stalled.Buffalo-Niagara Falls was also not immune to freeway revolts. An extensive system of highways and parkways were planned to be built in the counties of Niagara and Erie.Cuyahoga County, Ohio proposed three freeways that would bisect Cleveland’s eastern suburbs and parkland including Cleveland Heights, Shaker Heights and East Cleveland. The Clark Freeway was to connect I-271 with downtown Cleveland via Shaker Boulevard, the Shaker Lakes, North Park Boulevard and East Cleveland. The Lee Freeway was to run north from an interchange with the Clark Freeway at Shaker Lakes over Lee Road to the Heights Freeway that would have run east–west approximately where Monticello Blvd and Taylor roads are. Local residents blocked all three highways. One of several key actions was the 1966 formation of the Nature Center at Shaker Lakes.
In 1970, I-75 was completed just south of I-16. The next year, I-75 was completed in the Macon area. In 1983, the J.R. Allen Parkway, the freeway bypass of the main part of Columbus, was proposed along its current path. By the beginning of 1986, this freeway was under construction from the Alabama state line to just east of US 27/SR 1. A southeastern bypass of Macon, designated as SR 758, was proposed from US 80/SR 22 at US 41 Bus./US 129 Alt./SR 11 in the southern part of the city east-northeast, northeast, and north-northeast to US 23/US 80/US 129 Alt./SR 19/SR 87 east of Ocmulgee National Monument in what is now East Macon. In 1988, it was completed, with US 80/SR 22 shifted onto it. The northern bypass of Fort Valley, designated as SR 49 Connector, was proposed on its current path. Also, the northern bypass of Sandersville, designated as SR 816, was proposed from Deepstep Road northwest of the city to SR 88 east-northeast of it. In 1989, SR 816's proposed path was extended westward to SR 24 west of Sandersville.
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.
The Final Environmental Impact Statement on SIU 13 was completed in April 2006, and the Federal Highway Administration issued a Record of Decision approving the FEIS on May 25, 2006. This segment is currently in the final design phase, with construction expected to cost $784 million. Arkansas further divides SIU 13 into several smaller segments. Construction on the first leg of SIU-13, the eastern leg of the Monticello Bypass between US-425 and US-278 east of Monticello, began in November 2011. The first two lanes of the Monticello Bypass (initially signed as US-278 Bypass) are scheduled to open to traffic on October 11, 2018. In the 2013-2016 STIP, AHTD plans start constructing the western section of the Monticello Bypass from US-425 to US-278 east of Wilmar, including the planned I-69/I-530 interchange in 2017. Additionally, Arkansas submitted a $25 million FASTLane grant application to the Federal Highway Administration in May 2016 to continue design and right-of-way acquisition for the section of I-69 between Monticello and McGehee. In November 2016, AHTD submitted a revision to its FASTLANE grant application requesting additional funds to include construction of the McGehee to Monticello section. According to the 2019-2021 Statewide Transportation Improvement Program, $69 million is planned in Fiscal Year 2022 to begin construction on two lanes of the Monticello-McGhee section, plus an additional $4.9 million allocated in FY-2019 to continue design and right-of-way acquisition for the western section of the Monticello Bypass.
The stretch of US 101 through Lincoln City is infamous for its clogged traffic; the city is over seven miles (11 km) long (but only a few blocks wide in spots), and is sandwiched between the ocean on the west, and Devils Lake and mountains to the east. In many parts of town, the highway is a two-lane road. Adding to the traffic is a casino in the northern part of town. Much of the traffic departs US 101 north of Lincoln City, at an interchange with Oregon Route 18.
Carl Fisher was an American automotive and real estate entrepreneur who conceived the Lincoln Highway in 1912, and helped to develop it. Connecting New York City to San Francisco, it was the first highway to cross the United States. The intention to develop the highway was announced in 1913, and Iowans raised over $5 million for the construction of the road. There were no particularly good options to cross Iowa, but the Lincoln Highway Association wanted a direct route between Chicago and Omaha. The route through Iowa was announced on September 14, 1913. They chose what was known as the "Iowa Official Trans-Continental Route," which was already being used by transcontinental motorists through the state. It covered of dirt and gravel roads that began in Clinton and traveled west to Council Bluffs. Rural roads in Iowa were notorious for their poor condition, and when it rained the mud made them even worse. The chosen route paralleled the Chicago Northwestern Railroad tracks as they followed the driest and least hilly terrain in the state.
State Route 11 (SR 11) is a state highway in the U.S. state of Georgia, traveling through portions of Echols, Lanier, Berrien, Irwin, Ben Hill, Wilcox, Pulaski, Houston, Peach, Bibb, Jones, Jasper, Newton, Walton, Barrow, Jackson, Hall, White, Lumpkin, and Union counties. It travels the entire length of the state from south to north, connecting the Florida state line with the North Carolina state line, roughly bisecting the state into two equal parts. It travels through Warner Robins, Macon, and Gainesville It is the longest route in the state. The portion from the southeastern city limits of Monticello to the Jasper–Newton county line is included in the Monticello Crossroads Scenic Byway.
The of railway between Valdosta and Waycross were once the longest straight stretch of railroad in the world. Today highways stretch through the county for miles with hardly a curve, rise, or fall.
As a former US Highway, the route passes through many historic districts and has many junctions. The route begins at US 65B/US 79B (the Martha Mitchell Expressway) in northwest Pine Bluff near the University of Arkansas at Pine Bluff and runs northwest. Highway 365 is known as Dollarway Road in this part of Pine Bluff as it follows the original routing of the Dollarway Road, a 1913 paving project that gave Jefferson County the longest continuous concrete road in the nation at the time. Highway 365 meets its spur route further northwest, the spur connects Highway 365 to Interstate 530/US 65 and US 270. Now entering White Hall, Highway 365 passes the historic Bellingrath House and intersects Highway 256 near the Pine Bluff Arsenal.
Past Hancock, the Historic National Road Scenic Byway follows I-70 before splitting onto US 40, with a detour along MD 56 and MD 68 providing access to Fort Frederick State Park. The byway continues to Hagerstown, which has South Prospect Street Historic District among other historic sites. In Hagerstown, the byway runs along Franklin Street, Locust Street, Baltimore Street, and Frederick Street. After Hagerstown, the Historic National Road Scenic Byway follows US 40 Alternate through Funkstown to Boonsboro, where Washington Monument State Park is located. At this point, the byway crosses the Appalachian National Scenic Trail and heads across South Mountain State Park. The road continues through Middletown and reaches Frederick, where the byway heads onto US 40. In Frederick, the byway has access to the National Museum of Civil War Medicine and Rose Hill Manor. Past Frederick, the National Scenic Road Scenic Byway continues along MD 144 and passes through New Market before reaching Mount Airy, where it briefly follows MD 27 before following MD 144 again. The byway reaches Ellicott City, which is home to the Ellicott City Station and the Thomas Isaac Log Cabin, before crossing Patapsco Valley State Park. The road continues through Catonsville before heading into Baltimore. Here, the Historical National Road Scenic Byway heads along Lombard Street, passing through the Union Square neighborhood before passing by the B&O Railroad Museum and ending at the Inner Harbor.
The Pacific Highway Border Crossing connects the towns of Blaine, Washington and Surrey, British Columbia on the Canada–United States border. It is located on the Pacific Highway which runs from San Diego, California to Vancouver, British Columbia. What started as a dirt road alternative route to the Peace Arch Border Crossing in 1913, the Pacific Highway soon became the preferred route when it was paved in 1923. The part of the Pacific Highway that crosses the border here is now signed as British Columbia Highway 15 on the Canadian side and Washington State Route 543 on the American side. Since the 1970s, all commercial vehicles crossing the border between Blaine and Surrey are required to use this crossing. It is now one of the five busiest commercial border crossings on the US-Canada border.
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.
Between April and October 1940, SR 5 was established on a segment from SR 16 in Whitesburg to Douglasville. There was no indication if the two segments were connected via concurrencies with US 78/SR 8 from Douglasville to Austell and SR 6 from Austell to Powder Springs. By the end of the year, SR 5 was extended from Whitesburg west-southwest to US 27/SR 1 in Roopville, northwest to Bowdon, south-southwest on a concurrency with SR 100, then southwest solely to the Alabama state line. Between the beginning of 1945 and November 1946, the portion north-northeast of Bucktown and the portion from the south-southeastern part of Bowdon to the Carroll–Douglas county line were indicated to be "projected mileage". Two segments of the highway were hard surfaced: a portion south-southwest of Bowdon and the northern part of the Powder Springs–Marietta segment. By February 1948, three segments had a sand clay or top soil surface: from the Alabama state line to a point south-southwest of Bowdon, the northern two-thirds of the McWhorter–Douglasville segment, and the southern part of the Powder Springs–Marietta segment. By April 1949, the segment from Alabama to Roopville was shifted southward to a more direct path.
Guam Highway 1 (GH-1), also known as Marine Corps Drive, is one of the primary automobile routes in the United States territory of Guam. It runs in a southwest-to-northeast direction, from the main gate of Naval Base Guam in the western community of Santa Rita in a general northeasterly direction to the main gate of Andersen Air Force Base in the community of Yigo. It passes through Guam's capital, Hagåtña, as well as intersecting various other territorial highways. Along its route, the highway runs through tropical forest areas, urbanized commercial areas, and residential neighborhoods. The US Military built the road starting in 1941. Construction ceased with the Japanese invasion in December 1941 and resumed in 1944. The highway was formally dedicated to the US Marines by the territorial governor in 2004.
Between August 1950 and the beginning of 1952, the entire Powder Springs–Marietta segment had a completed hard surface. A portion north-northeast of McWhorter had a sand clay or top soil surface. In 1953, the northern two-thirds of the McWhorter–Douglasville segment was hard surfaced. A portion east of Roopville had a sand clay or top soil surface. Three segments had completed grading, but was not surfaced: from the Alabama state line to Roopville, the Carroll County portion of the Whitesburg–McWhorter segment, and a portion north-northeast of McWhorter. Between June 1955 and July 1957, a portion east of Roopville had completed grading, but was not surfaced. Between July 1957 and June 1960, three segments were paved: the central portion of the Bucktown–Roopville segment, the western half of the Roopville–Whitesburg segment, and from southwest of Whitesburg to north-northeast of McWhorter. By June 1963, the segment from west-northwest of Tyus to Roopville was paved. By the end of 1965, the segment from the Alabama to east-southeast of Lowell was hard surfaced. The segment from east-southeast of Lowell to south-southwest of Whitesburg had a "topsoil or gravel" surface. At this time, SR 5 Byp. was built and hard surfaced from US 76/SR 5 southwest of Blue Ridge to SR 5 north of the city. In 1966, SR 5 was hard surfaced from Alabama to Douglasville. In 1973, SR 705 was proposed from SR 3 (Church Street) in Marietta to SR 5 south of Blackwell, with an interchange with I-75. In 1977, I-575/SR 713 was proposed from I-75 north of Marietta to just south of the Cherokee–Pickens county line. It was completed from SR 140 south of Canton to SR 20 east of the city. The next year, the entire Cobb County portion (except for the southern end) of I-575/SR 713 was under construction. SR 5 through Blue Ridge was shifted westward, replacing the entire length of SR 5 Byp. Its former path through the city was redesignated as SR 5 Bus. By the end of the decade, SR 733 was proposed between two intersections with US 76/SR 5 northeast of Ellijay. At this time, SR 734 was proposed from US 76/SR 5 south-southwest of Cherry Log, across US 76/SR 5 north-northeast of Cherry Log, and then to another intersection with US 76/SR 5 in Lucius.
Originally numbered as Highway 1, Highway 2 is the oldest major highway in Alberta and the first to stretch north into the Peace Country. It was historically known as the Calgary and Edmonton Trail, Sunshine Trail, and the Blue Trail. Major changes include the construction of a divided freeway between Calgary and Edmonton in the 1960s, realignment along Deerfoot Trail in the 1980s, and twinning south of Calgary in the 1990s. A Highway 43 realignment in 1998 shortened Highway 2 by nearly to its current northern terminus in Grande Prairie; it previously extended west to British Columbia Highway 2 at the border. Several projects including median widening and interchange upgrades have been undertaken in the 2010s to increase the safety of the highway's busier sections, with further improvements either under construction or awaiting funding. Bypasses of Fort Macleod, Claresholm, and Nanton are planned as part of Alberta's effort to make its portion of the CANAMEX Corridor free-flowing from border to border.
Highway 2 is a core route in the National Highway System of Canada. The speed limit along most parts of the highway between Fort Macleod and Morinville is and in urban areas, such as through Claresholm, Nanton, Calgary and Edmonton, it ranges from to . During the winter, accidents are common on the stretch of the highway between Calgary and Edmonton as the weather can change rapidly and drivers underestimate the conditions, overwhelming emergency services attempting to respond. As the main north-south access in Alberta, Highway 2 is the preferred path of the CANAMEX Corridor. Between Fort Macleod and Edmonton, Highway 2 maintains no fewer than four lanes of traffic and is largely a freeway between Okotoks and Edmonton, with improvements underway to eliminate the at-grade crossings that remain.
The Etheridge Railway line runs for about from Almaden to Forsayth, and the section from Mount Surprise to Forsayth (included in the heritage boundary) is about long. Built cheaply, the line rarely uses metal ballasting under the railway sleepers, and most sleepers are set directly onto the soil. Half of the sleepers are timber, and half are steel, due to a recent replacement project. Soon after heading south from Almaden, the rails change from to , with a noticeable increase in noise and vibration. The line tends to follow the lie of the land, with small cuttings and embankments, although there are larger earth embankments and cuttings on the Newcastle Range section of the line, between Einasleigh and Forsayth. The formation of the line between Almaden and Mount Surprise (not included within the heritage boundary) does not follow its original gradient, due to its reconditioning between 1949 and 1951.
In 1955, the Oregon State Highway Department laid out the freeway development plan for the Portland metropolitan area, proposing the construction of the Mount Hood Freeway and Interstate 505, among others. Citizen protests and other factors led to the eventual cancellation of both projects. In 1973, an environmental impact study conducted by Skidmore, Owings & Merrill determined that the Mount Hood Freeway would have reached obsolescence by the time it was completed and would have added more traffic to downtown Portland than the surface streets could handle. Then, in February 1974, district judge James M. Burns formally rejected the plan, ruling that the corridor selection process failed to follow the correct procedures. Amid mounting anti-freeway sentiment and further delays to the project, Portland City Council voted 4-to-1 to abandon the plan in July 1974. Meanwhile, Northwest Portland residents fought in opposition to Interstate 505. The city council approved the spur route in 1971 and was initially backed by the Northwest District Association (NWDA), which saw it as a barrier to industrial encroachment. Following a suspect environmental impact study, organizers from the Willamette Heights Neighborhood Association filed a class action in U.S. district court to halt the new freeway's construction; they were later joined by the NWDA. Several years of drawn-out litigation ensued, keeping the project on hiatus. In December 1978, the city council withdrew its support for the proposal, a decision backed by Governor Vic Atiyeh in 1979.
On February 26, 2011, construction of the main lanes between U.S. Highway 59 (Eastex Freeway) and U.S. Highway 90 (Crosby Freeway) was completed, thus completing the entire Beltway system.
The Summit Bridge carries Delaware Routes 71 and 896 across the Chesapeake & Delaware Canal. The bridge also carries Delaware Bicycle Route 1, a bicycle route that spans the length of the state of Delaware, across the canal. Opened in 1961, the Summit Bridge was the second four-lane high-level crossing in Delaware and was designed to carry an eventual US 301 freeway, however that planned freeway was never built. US 301 did use the bridge when it was routed along surface roads from 1961-2019, at which time it was rerouted onto a new toll freeway. The current bridge replaces a former swing span structure that was demolished when the U.S. Army Corps of Engineers rerouted the canal to a new sea-level channel south of Lums Pond State Park. A construction project on the approaches to the bridge was completed in Fall of 2012.
Planning for the route began in the 1950s, and the first segment in central Perth was constructed between 1967 and 1973. The Mitchell Freeway has been progressively extended north since then. In the 1970s, the first two extensions were completed, up to Hutton Street in Osborne Park. By the end of the 1980s, the freeway had reached Ocean Reef Road in Edgewater. The Joondalup railway line was constructed in the freeway median in the early 1990s. This necessitated the relocation of a section of the southbound carriageway, and the construction of three new bridges. In conjunction with these works, additional lanes were constructed in the realigned section.