Instruct: Given a question, retrieve passages that answer the question.
Query: What is the longest USA highway?
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.
Route 101 starts at U.S. Route 44 as Mashamoquet Road then Killingly Road in the town of Pomfret. It runs along the Mashamoquet Brook State Park before intersecting with Route 169. It proceeds eastward, soon passing over the Quinebaug River into the town of Killingly. East of the river, the road becomes known as Hartford Pike. Route 101 then intersects Interstate 395 and Route 12, then passes near Chase Pond, a small pond related to the Chase Reservoir. Route 101 then passes between two large lakes; on the north, the Middle Reservoir (also known as the Chestnut Hill Reservoir), and on the south, the Bog Meadow Pond. It passes by more reservoirs, as it reaches its end at the Connecticut Rhode Island border. Route 101 continues in Rhode Island as Rhode Island Route 101.
SC 38 begins at the North Carolina state line where the highway continues north towards Hamlet on North Carolina Highway 38. The road, signed westbound, heads south through rural unincorporated areas of Marlboro County. After entering the city of Bennettsville, it reaches a roundabout where SC 38 Business (SC 38 Bus.) heads directly through the downtown area of the city, SC 38 continues southwest on Oakwood Street. At Cheraw Highway, SC 9 joins SC 38 on a concurrency and SC 9 Bus. heads south. After traveling so far as a two-lane highway, the road expands to four lanes. Shortly after an intersection with SC 385, the road reaches US 15/US 401 and the two state highways form another concurrency with the U.S. routes through a commercial district. At Broad Street, SC 9 Bus. and SC 38 Bus. end and SC 38 turns to the south (SC 9 continues along US 15/US 401).
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.
In 1923, the New York State Legislature passed a law authorizing the construction of a highway connecting Route 24 (an unsigned legislative route that is now part of NY 30) to the new Veterans' Mountain Camp, an American Legion camp on Tupper Lake. The work was funded through appropriations defined in the law. The beginning of a state road to the camp came in 1924 when earth movers were brought in by the Harnathy Contracting Company, with construction beginning in early June. The project would include construction of a concrete bridge over the Bog River. However, Hanrathy was unable to finish the job as it went bankrupt, and a second firm, the Spadaccini Realty Construction Corporation of The Bronx was brought into finish the job, which began in June 1925.The bridge over the Bog River was completed on August 29, 1925 and they announced would be opened for traffic within ten days.The route did finally open in 1925, with the Veterans Camp opening on May 15, 1926. This road was extended from modern NY 30 north to a dead end at Warren Point. In the 1930 renumbering of state highways in New York, hundreds of state-maintained highways that did not yet have a designation were assigned one. The Veterans' Mountain Camp highway was designated as NY 421 by the following year.
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.
Alberta Provincial Highway No. 21, commonly referred to as Highway 21, is a north-south highway in Alberta, Canada that parallels Highway 2 between Calgary and Edmonton. It is approximately in length. It begins at the Trans-Canada Highway (Highway 1) east of Strathmore, and ends at Fort Saskatchewan where it is succeeded by Highway 15. The northernmost of the highway are twinned. Highway 21 runs roughly parallel to the main north-south CN rail line between Calgary and Edmonton between Three Hills and Looma.
Group C
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.
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.
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.
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.
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.
Group D
U.S. Highway 90 Alternate is an alternate route of U.S. Highway 90 in Jacksonville, Florida, United States. It runs from the split of Beach Boulevard and Atlantic Boulevard east along Atlantic Boulevard (State Road 10; US 90 and SR 212 use Beach Boulevard) to Southside Boulevard (State Road 115), where it turns south to end at Beach Boulevard (US 90/SR 212).
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".
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).
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.
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 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.
Ray is a one side infinite geodesic which is minimizing on each interval
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.
U.S. Highway 20 (US 20) is an east–west United States highway that stretches from the Pacific Northwest all the way to New England. The "0" in its route number indicates that US 20 is a coast-to-coast route. Spanning , it is the longest road in the United States, and particularly from Newport, Oregon to Boston, Massachusetts, the route is roughly parallel to that of the newer Interstate 90 (I-90), which is in turn the longest Interstate Highway in the U.S. There is a discontinuity in the official designation of US 20 through Yellowstone National Park, with unnumbered roads used to traverse the park.
Arkansas Highway 60 (AR 60, Ark. 60, Hwy. 60) is a state highway that exists in five separate sections in Arkansas. The longest and most well-known segment of runs from Highway 28 in Plainview east to U.S. Route 65B (US 65B) in Conway. A segment in western Logan County of begins at the Old Highway 10 at the Sebastian County line and runs east to Highway 10. A third segment of begins at Highway 252 near Lavaca and runs east to Highway 41 at Peter Pender. A fourth segment runs from US 64 and runs across Interstate 40/Interstate 540 (I-40/I-540) to Highway 282. A fifth route of begins at Highway 282 near Rudy and runs north to County Road 23 (CR 23).
At , Interstate 35 is the ninth-longest Interstate Highway following Interstate 94, and it is the third-longest north-south Interstate Highway, following Interstate 75 and Interstate 95. Even though the route is generally considered to be a border to border highway, this highway does not directly connect to either international border. I-35's southern terminus is a traffic signal in Laredo, Texas, just short of the Mexican–American border. Travelers going south can take one of two toll bridges across the Rio Grande and the Mexican border, either straight ahead into the Juarez-Lincoln International Bridge, or via Interstate 35 Business through downtown Laredo into the Gateway to the Americas International Bridge.