Instruct: Given a question, retrieve relevant passages that answer the question.
Query: Were highways part of the New Deal?
Streets and highways were the most common PWA projects, as 11,428 road projects, or 33% of all PWA projects, accounted for over 15% of its total budget. School buildings, 7,488 in all, came in second at 14% of spending. PWA functioned chiefly by making allotments to the various Federal agencies; making loans and grants to state and other public bodies; and making loans without grants (for a brief time) to the railroads. For example, it provided funds for the Indian Division of the CCC to build roads, bridges and other public works on and near Indian reservations.
The PWA became, with its ""multiplier-effect"" and first two-year budget of $3.3 billion (compared to the entire GDP of $60 billion), the driving force of America’s biggest construction effort up to that date. By June 1934, the agency had distributed its entire fund to 13,266 federal projects and 2,407 non-federal projects. For every worker on a PWA project, almost two additional workers were employed indirectly. The PWA accomplished the electrification of rural America, the building of canals, tunnels, bridges, highways, streets, sewage systems, and housing areas, as well as hospitals, schools, and universities; every year it consumed roughly half of the concrete and a third of the steel of the entire nation. The PWA also electrified the Pennsylvania Railroad between New York and Washington, DC. At the local level it built courthouses, schools, hospitals and other public facilities that remain in use in the 21st century.The PWA created three Greenbelt communities based on the ideas of Ebenezer Howard which are now the municipalities of Greenbelt, Maryland, Greenhills, Ohio, and Greendale, Wisconsin.
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.
U.S. Highway 136 is a part of the United States Numbered Highway System that runs for between Edison, Nebraska and Speedway, Indiana. It is a spur route of US 36 despite never intersecting its parent. Within the State of Nebraska it is a state highway that begins at a junction with US 6 and US 34 north of Edison and travels east across the southern part of the state to the Nebraska–Missouri state line in Brownville along the banks of the Missouri River. Throughout its length, the highway is known as the Heritage Highway, one of nine scenic byways in the state. The highway travels across the grassland prairies of southern Nebraska to the woods of the Missouri River Valley encountering winding rivers, farmlands, and historic settlements. These landscapes were featured in stories from Pulitzer Prize-winning author Willa Cather recounting life on the Nebraska Plains during the end of the 19th century. For its entire length, US 136 is a two-lane highway with the exception of a stretch of divided highway within Fairbury.
State Route 154 (SR 154) was a state highway in the north-central part of the state. It was established in late 1939 from an intersection with SR 156 in Blaine to SR 5 in Talking Rock. The next year, it was under construction. Before the year ended, it was established on an eastern alignment from SR 108 northeast of Jasper to SR 183 northwest of Dawsonville. Around the middle of 1941, this new segment was under construction. In 1942, the original segment had completed grading, but was not surfaced. By the end of 1946, both segments of SR 154 were redesignated as parts of SR 136. SR 154 was reused for a former section of SR 41 that same day.
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.
The network was both inspired by, and an expansion of the network of imperial highways constructed by France during the era of Emperor Napoléon Bonaparte. In 1795 a new Dutch republic had been proclaimed with the armed support of the revolutionary French Republic. The country's rule was centralised, and French influence started getting ever stronger. In 1804 Napoleon became emperor of France, and between 1810 and 1813 the Netherlands was made a full part of the French Empire. During those years, construction of the French imperial highways was also extended to Holland. Amsterdam was connected to Paris by "Route Impériale no. 2". The section between Amsterdam and Utrecht is today still a part of the A2 motorway. The name "Rijksstraatweg" literally translates as "Imperial paved road", reflecting not only the French example, but also the Netherlands' own status, still being a colonial empire at that time.
After the independence of the Kingdom of the Netherlands in 1815, paving of existing and construction of new interregional roads continued. The first plan for 26 national roads, had already been drawn up in 1814. By 1816 it had grown to 31, and to 42 in 1821. In this period, roads between towns were still mostly unpaved, and horse-drawn boats were still common, so this was a significant development. But costs had to be weighed. Paving was done predominantly in regions with a sufficient amount of industry, and tolls were charged. Important routes across the borders were also paved. 
The numbering was based on geographical location, with its center in Amsterdam, where the highways 1-9 radiated into the country (see list below). Highway 10 connected Leiden with Haarlem, the numbers 11-14 were connected to The Hague, 15-21 to Rotterdam, 22-27 to Utrecht and so forth, up to number 82.
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.
One distinguishing characteristic between German "Bundesstraßen" and "Autobahnen" is that there usually is a general 100 km/h (62 mph) speed limit on federal highways out of built-up areas, as opposed to the merely advisory speed limit ("Richtgeschwindigkeit") of 130 km/h (83 mph) in unmarked sections of the autobahns. However, a number of "Bundesstraßen" have been extended as expressways (dual carriageways) (colloquially called "Yellow Autobahns"). Many of these have speed limits of usually 100–120 km/h, others have only an advisory speed limit like autobahns. Most sections of the federal highways are only single carriageway with one lane for each direction and no hard shoulder pull-out area.
I-80 is the Interstate Highway that most closely approximates the route of the historic Lincoln Highway, the first road across the United States. The highway roughly traces other historically significant travel routes in the Western United States: the Oregon Trail across Wyoming and Nebraska, the California Trail across most of Nevada and California, the first transcontinental airmail route, and except in the Great Salt Lake area, the entire route of the First Transcontinental Railroad. From near Chicago east to near Youngstown, Ohio, I-80 is a toll road, containing the majority of both the Indiana Toll Road and the Ohio Turnpike. I-80 runs concurrently with I-90 from near Portage, Indiana, to Elyria, Ohio. In Pennsylvania, I-80 is known as the Keystone Shortway, a non-tolled freeway that crosses rural north-central portions of the state on the way to New Jersey and New York City.
Highway 3 is a major provincial paved undivided highway in the Canadian province of Saskatchewan. It runs from the Alberta border, where it continues west as Alberta Highway 45, to the Manitoba border, and then continues east as Highway 77. Highway 3 is about 615 km (382 mi.) long. The CanAm Highway comprises Saskatchewan Highways 35, 39, 6, 2, as well as 2. of Saskatchewan Highway 3 contribute to the CanAm Highway between Melfort and Prince Albert.
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.
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".
In the United States, there are currently seven "suffixed" Interstate Highways. In addition to the Interstate 35 split into Interstate 35E and Interstate 35W at Dallas-Fort Worth, Texas, a similar split into Interstate 35E and Interstate 35W at Minneapolis-St. Paul, Minnesota exists, as well as Interstate 69C, Interstate 69E and Interstate 69W in South Texas. Interstate 480N in Ohio exists and is designated as such on mile markers but is otherwise unsigned. However, there were once many more, as the three-digit Interstates were not designated until after all major routes were assigned numbers, including some short connections and spurs. (A few of the shortest, including I-190 and I-195, were assigned three-digit numbers almost immediately.) Most were not equal splits like on I-35, but had the main route continue through, and often the suffixed route never returned to its parent. In 1980, AASHTO abolished the majority of suffixes due to confusion, renumbering them as three-digit Interstates, but several that return to their parents were kept. For example, Interstate 15E has since become Interstate 215, but both I-35E/I-35W and I-69 splits still exist, the I-69 splits being recently designated.
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.
There are 70 primary Interstate Highways in the Interstate Highway System, a network of controlled-access freeways in the United States. They are assigned one- or two-digit route numbers, whereas their associated "auxiliary" Interstate Highways receive three-digit route numbers. Typically, odd-numbered Interstates run south-north, with lower numbers in the west and higher numbers in the east; even-numbered Interstates run west-east, with lower numbers in the south and higher numbers in the north. Highways whose route numbers are divisible by "5" usually represent major coast-to-coast or border-to-border routes (ex. I-10 travels from Santa Monica, California, to Jacksonville, Florida, traveling from the Pacific to Atlantic oceans). Additionally, auxiliary highways have their numbering system where a different number prefixes the number of its parent highway.
Interstate 90 (I-90) is the longest primary Interstate Highway in Washington, which connects Seattle to Spokane and the Idaho border, measuring , while I-82, connecting the Oregon border city of Umatilla to Elensburg via Yakima, is the shortest at . The longest auxiliary Interstate Highway in Washington is I-405, a bypass of Seattle through the Eastside, at , and the shortest is I-705, a spur into downtown Tacoma, at . One route, I-605, has been proposed over the years to form another Eastside bypass, however there are no plans to construct this fifth auxiliary route.
After passage of the Federal Aid Highway Act of 1956, which formed the Interstate Highway System, the American Association of State Highway Officials had approved I-5 and I-90 across Washington on August 17, 1957. I-82 was approved on October 17, 1957, two months after I-5 and I-90, as part of a addition to the Interstate Highway System.
The modern US 90 has its roots in an early 20th-century auto trail known as the Old Spanish Trail, which was designated as State Route 2 within Louisiana when the state first numbered its highway system in 1921. US 90 was applied to the route when the numbered U.S. Highway system was implemented in 1926. With minor exceptions, Route 2 generally remained co-signed with US 90 throughout the state until such overlapping between U.S. and state routes was eliminated in the 1955 Louisiana Highway renumbering. Prior to 1955, as US 90 was gradually relocated onto newer and improved alignments, Route 2 was often moved accordingly. Former alignments remaining in the state highway system were then designated as part of State Route 1092 with shorter pieces designated as Route 2-D, 2-E, and so on as needed.In Louisiana, current plans call for parts of U.S. 90 to be upgraded to interstate standards from Lafayette to just west of New Orleans and designated Interstate 49. The stretch of U.S. 90 to be upgraded to I-49 stretches from the West Bank Expressway (U.S. 90 Business near Westwego, Louisiana) to just north of downtown Lafayette, where U.S. 90 splits from U.S. Route 167 (the two highways converge in downtown Lafayette). The stretch of U.S. 167 from U.S. 90 to I-10 will also be upgraded and included as part of I-49. As of March 2008, due to a one billion dollar surplus in the Louisiana state budget, the legislature approved a bill which proposed capacity improvements on U.S. 90 in the Lafayette Area. U. S. 167/U.S. 90 is currently six-laned from I-10 in Lafayette to La 182 and La 96 in Broussard.
The Pan-American Highway is a network of roads stretching across the American continents and measuring about in total length. Except for a rainforest break of approximately , called the Darién Gap, the roads link almost all of the Pacific coastal countries of the Americas in a connected highway system. According to "Guinness World Records", the Pan-American Highway is the world's longest "motorable road". However, because of the Darién Gap, it is not possible to cross between South America and Central America with conventional highway vehicles. Without an all-terrain vehicle, it is necessary to circumnavigate this terrestrial stretch by sea.
The plan of expanded transit facilities would have undoubtedly benefited the whole Chicago metropolitan area. Many of the projects were basically completed, namely the extension of the West Side Subway (Congress Line) in the median of the Eisenhower Expressway (in operation June 22, 1958), Lake Street Elevation (in operation October 28, 1962), a part of the Englewood rapid transit extension (to Ashland/63rd, in operation May 6, 1969), the Dan Ryan rapid transit line (in operation September 28, 1969), the Kennedy and O'Hare rapid transit extensions (in operation February 1, 1970, completed September 3, 1984), massive signal and train control system improvements between 1967 and 1976, and the Southwest rapid transit extension, built in the form of the Midway Line (in operation October 31, 1993). Rolling stock and equipment improvements were made between 1964 and 1992 with the delivery of the High Performance Generation cars (the 2000-Series, 2200-Series, 2400-Series, 2600-Series, and 3200-Series). Modernization of many traction power substations, and remodeling of several outlying terminal stations were also completed. Some curve straightening projects were also completed such as the 2002-built Harrison Street Curve on the Green and Orange Lines, although most were not.
Contrary to its description as a "freeway," the Fall Line Freeway is a four-lane divided highway, except a short section within Wrens and four freeway sections: following the J.R. Allen Parkway (part of US 80/SR 22), which is the bypass north of Columbus, Interstate 75 (I-75) from Byron to Macon, I-16 in Macon, and part of the Scottsboro–Sandersville segment. The highway is designed to assist the flow of commercial traffic, providing an easier path for freight trucks carrying goods between Columbus and Augusta avoiding Atlanta. Much of the route follows US 80, SR 96, SR 24, SR 88, and US 1/SR 4, while other parts are separate alignments, such as most of the portion between Scottsboro and Sandersville.
By the early 1930s it was clear that the ferries were insufficient for the travel needs of the keys, and Monroe County and the State Road Department began making plans to connect the two portions of State Road 4A to make a continuous highway. By 1931, the ferries would also service a 13-mile road built through Marathon on the Vaca Keys with terminals at Hog and Grassy Keys. In 1933, the state legislature created the Overseas Road and Toll Bridge District to seek federal funding to extend the roadways. Funding was scarce as the country was in the midst of the Great Depression, but funding would eventually come through the Federal Emergency Relief Administration, part of President Franklin D. Roosevelt's New Deal. Hundreds of disgruntled World War I veterans seeking early payment of wartime bonuses were employed for construction on the roadway and bridges as part of a government relief program.
Construction on a bridge connecting Lower Matecumbe Key and Long Key was already underway when the Category 5 Labor Day Hurricane struck Islamorada on September 2, 1935. The hurricane caused widespread damage throughout the area and destroyed much of the Overseas Railroad in the upper keys. Of the over 400 fatalities from the hurricane, more than half were veterans and their families. Their deaths caused anger and charges of mismanagement that led to a Congressional investigation. Just west of Lower Matecumbe Key at Mile Marker 73 on the current highway, eight concrete bridge piers and a small dredged island are all that remains of the veterans' work. The dredged island is now known as Veteran's Key and the piers remain as a tribute to the veterans with a memorial plaque on Craig Key.
After the hurricane, the Florida East Coast Railway was financially unable to rebuild the damaged sections of the Overseas Railroad. Seizing a rare opportunity, the state purchased the railroad's entire right of way and remaining infrastructure for a price of $640,000. The Overseas Road and Toll Bridge District abandoned its original highway plans and made new plans to build the highway on the old rail bed from Lower Matecumbe Key to Little Torch Key, effectively connecting the two segments of State Road 4A. The railroad's bridges, which withstood the hurricane and were in good condition, were retrofitted with new two-lane wide concrete surfaces for automobile use. In the case of the Bahia Honda Rail Bridge, which was a truss bridge, the concrete road surface was built on top of the trusses. The conversion of the railroad bridges to automobile use was accomplished by Cleary Brothers Construction Co. of West Palm Beach. Portions of the road were tolled until April 15, 1954; toll booths were located on Big Pine Key and Lower Matecumbe Key. Pigeon Key, roughly the midway point of the Seven Mile Bridge, served as the headquarters for the "Overseas Road and Toll District." The toll for automobiles was $1, plus 25 cents per passenger. The full highway from the mainland to Key West was officially opened for traffic on March 29, 1938 and upon completion, the route became the southernmost segment of U.S. Highway 1, which previously terminated in Miami (State Road 4A would remain as a hidden designation until the 1945 Florida State Road renumbering, when the hidden designation became State Road 5). President Franklin D. Roosevelt toured the road in 1939.
At this time, the Overseas Highway only ran along the old railroad route in the middle keys; the original highway segments were still in use in the upper and lower keys. As the United States entered into World War II, the U.S. Navy sought improvements to the highway to improve their access from the Naval Air Station on Boca Chica Key to the mainland for national security purposes. The 1920s-era lower keys segment was less than ideal with its winding road and rickety wooden bridges. This resulted in completing the rest of the highway throughout the keys on the former railroad right of way, which the state already owned and was a more direct route with smoother curves that would allow for higher speeds. Also included in this project was the construction of the highway from Florida City to Key Largo via Jewfish Creek (known as the 18-Mile Stretch). The new alignments, which were officially completed on May 16, 1944, shortened the route to the mainland by 17 miles. The original Card Sound Bridge was closed after the Jewfish Creek alignment opened, and its remains were subsequently destroyed by a fire (the Card Sound route would be restored as a secondary route in 1969 with the opening of the current bridge). Today, some segments of the original highway remain as side and frontage roads for the current highway.
Plans for a limited-access highway along the Delaware River originated in 1932, as part of a proposed cars-only parkway system for the Philadelphia area similar to the contemporary system being built in New York City. However, planning for the proposed parkway system stalled and the plan was eventually abandoned. In 1937, plans for the highway were revived as the "Delaware Skyway", a planned elevated highway along the waterfront similar in design to the West Side Highway in New York, though these plans were also scrapped due to concerns that the supports would hinder access to port operations on the waterfront.
In 1945, the city approved the current routing as the Delaware Expressway, envisioned to link all the industrial areas along the river with the Industrial Highway and the Trenton–Morrisville Toll Bridge to New Jersey. The planned highway was incorporated into the Pennsylvania Turnpike system, and was planned to be built as a toll road. However, with the advent of the Interstate Highway System in 1956, the project was turned over to the Pennsylvania Department of Highways and incorporated into Interstate 95. Construction on the road commenced in 1959.
The TSPC took advantage of several New Deal programs that Roosevelt had established upon being elected President in 1932. Funds provided under the National Industrial Recovery Act were used to build the road, while Civilian Conservation Corps (CCC) workers based in camps at the commission's state parks improved the parks and landscaping along the highway. Roosevelt himself was no longer involved as actively as he had been in state office, but continued to make occasional suggestions, such as the location of picnic areas in Columbia County. He also took a widely publicized drive from his home in Hyde Park to the site of the 1939 New York World's Fair in 1938 that brought publicity to the new highway.
"The Bypass was part of a major New Deal project to move U.S. Route 1 traffic away from the congested streets of downtown Portsmouth. The Bypass created a second Piscataqua River crossing into Maine via the Interstate (Sarah M. Long) Bridge. The highway's wide divided lanes and grade separations were the first in the state, earning it the title 'New Hampshire's Most Modern Highway.' Today, the U.S. Route 1 Bypass is one of the oldest signed bypasses in the country's numbered route system."