Special routes of U.S. Route 30
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Special routes of U.S. Route 30 | |
|---|---|
| Highway system | |
Several special routes of U.S. Route 30 (US 30) exist. In order from west to east, they are as follows.
St. Helens business loop
U.S. Highway 30 Business | |
|---|---|
| Location | St. Helens, Oregon |
| Existed | 2012–present |
U.S. Highway 30 Business (US 30 Bus.) in St. Helens, Oregon, uniquely uses "Interstate Business Loop" shields.[1] This route was designated and is maintained by the local government and does not appear in the official state highways list unlike other business routes.[2]
Portland alternate route
U.S. Highway 30 Alternate | |
|---|---|
| Location | Portland–Troutdale, Oregon |
| Existed | 1930s–1960s |
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U.S. Highway 30 Alternate (US 30 Alt.) was an alternate of US 30 from Portland to Troutdale, Oregon. The route began at US 30 at the intersection of Burnside Street and Sandy Boulevard and ran along Burnside Street, Gilham Avenue, Thorburn Street, Washington Street, and Stark Street (alternately known as Baseline Road due to being the baseline of the Willamette Stone), before rejoining US 30 at the intersection of Stark and Crown Point Highway.[3][4] It stemmed from the desire by the city of Gresham to be connected to US 30. The route existed in maps from the 1920s, 1930s, and 1940s but has long since been deleted.
Portland business loop
U.S. Highway 30 Business | |
|---|---|
| Location | Portland, Oregon |
| Length | 5.56 mi[5] (8.95 km) |
U.S. Highway 30 Business (US 30 Bus.) was a 5.56-mile-long (8.95 km)[5] business route for US 30 in eastern Portland, Oregon, running along Burnside Street and Sandy Boulevard. Unlike a standard business route, neither end was at US 30—the west end was at Oregon Route 99E (OR 99E; Martin Luther King Boulevard and Grand Avenue; Pacific Highway East) at the east end of the Burnside Bridge and the east end was at US 30 Bypass (Northeast Portland Highway) at the Interstate 205 (I-205) interchange. It crossed US 30, which is concurrent with I-84, at around its midpoint. The whole route was the Sandy Boulevard Highway No. 59 until July 10, 2003, when it was given to the city (along with an adjacent part of OR 99E a month later).[6] The US 30 Bus. designation was removed from what had become a city street on July 5, 2007.[7]
Though the west end was just south of an interchange with US 30/I-84, there are no ramps pointing in the correct direction. The reason for this strange end is that US 30 originally exited I-84 there, ran south on OR 99E, and then turned west onto the Burnside Bridge through downtown. (It continued along Burnside Street, 18th Avenue/19th Avenue, Vaughn Street, Wardway Street, and St. Helens Road.) When US 30 was realigned to use I-5 and I-405 around the north side of downtown, US 30 Bus. remained the same (except for a one-block extension west from OR 99E northbound, resulting in a milepost of -0.05 for the west end at OR 99E southbound).
Major intersections
The entire route was in Portland, Multnomah County.
| mi[5] | km | Destinations | Notes | ||
|---|---|---|---|---|---|
| −0.05 | −0.080 |    To I-5 south / Burnside Bridge to Naito Parkway – Salem | Continuation beyond OR 99E | ||
| −0.05 | −0.080 |   OR 99E south (Southeast Martin Luther King Jr. Boulevard) | |||
| 0.00 | 0.00 |        OR 99E north (Northeast Grand Avenue) to I-5 north / I-84 east / US 30 east – Oregon City, Salem | |||
| 0.36 | 0.58 | East Burnside Street | |||
| 1.89 | 3.04 | I-84 / US 30 (Banfield Expressway) to I-5 – Portland City Center | |||
| 4.52 | 7.27 |  OR 213 (Northeast 82nd Avenue) | |||
| 5.51 | 8.87 |   US 30 Byp. (Columbia Boulevard, Sandy Boulevard) to I-205 | |||
| 1.000 mi = 1.609 km; 1.000 km = 0.621 mi | |||||
Portland bypass route
U.S. Highway 30 Bypass | |
|---|---|
| Location | Portland, Oregon |
U.S. Highway 30 Bypass (US 30 Byp.) serves as a bypass of Portland, Oregon, following several streets through the city's northern neighborhoods. It is designated as the Northeast Portland Highway No. 123 by the Oregon state government.[8]
The bypass route terminates to the west at US 30 in northwest Portland and crosses the Willamette River on the St. Johns Bridge. It travels northeast through Cathedral Park on Philadelphia Avenue, Ivanhoe Street, and Richmond Avenue, before turning east onto Lombard Street. The route follows Lombard Street across Portland's northern residential neighborhoods, intersecting OR 99W, I-5, and OR 99E. Near Portland International Airport, it dips southeast onto Killingsworth Street before an interchange with I-205. The route then leaves Portland on Sandy Boulevard and continues through Fairview, before reaching its eastern terminus at an interchange with I-84 and US 30 in Wood Village.[9]
US 30 Byp. was established in the 1930s and designated as a state highway in 1937.[10] The bypass route originally ended at the intersection of Killingsworth Street and Sandy Boulevard in eastern Portland, as the latter carried US 30.[11] In 1955, US 30 was relocated to the new Banfield Expressway (now I-84), and US 30 Byp. was extended along its former alignment to Wood Village.[12][13] Portions of the bypass on Lombard Street were widened to four lanes in 1965 by eliminating on-street parking.[14]
Huntington business route
![[icon]](/wiki/File:MUTCD_R11-3b.svg){kind=small} | This section is empty. You can help by adding to it. |
U.S. Highway 30 Business | |
|---|---|
| Location | Huntington, Oregon |
Ontario business loop
U.S. Highway 30 Business | |
|---|---|
| Location | Ontario, Oregon |
U.S. Highway 30 Business (US 30 Bus.) is a business route signed in Ontario, Oregon. This road is part of the Olds Ferry-Ontario Highway No. 455.
Burley–Granger southern route
U.S. Route 30S | |
|---|---|
| Location | Burley, Idaho–Granger, Wyoming |
| Existed | 1926–1970s |
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U.S. Route 30S (US 30S) was initially a split route, and later an alternate route, of US 30 between Burley, Idaho, and Granger, Wyoming. US 30S followed the general route of today's I-84 across Idaho and western Utah and I-80 across eastern Utah and Wyoming. The route was decommissioned in the 1970s.
In the initial proposals for the United States Numbered Highway System, all of US 30 was to follow the Lincoln Highway, with the western terminus at Salt Lake City, Utah. The Lincoln Highway Association was upset as refinements to the initial proposal modified the route of US 30 to break from the Lincoln Highway in Wyoming and proceed to the Pacific Northwest, as they were assured that the Lincoln Highway would have a single numerical designation. Utah was upset at these modifications, as they would completely remove the US 30 routing in that state. Wyoming, Nevada, Idaho, and Utah all made conflicting proposals for the route. As a compromise, a split route was approved.[15] In the approved U.S. Numbered Highway System numbering plan in 1926, US 30 split between Idaho and Wyoming. US 30N, the northern route, passed directly from Wyoming to Idaho, while a southern route entered Utah.[16] Eventually, the northern route became mainline US 30, leaving US 30S as an alternate route.
In the state of Utah's route logs, US 30S is acknowledged as late as 1970 in numerous highway transfer resolutions as segments of I-80 and I-80N were completed. However, all references to US 30S are gone from the state's highway resolutions by the time the state requested a designation change of I-80N to its modern designation of I-84 in 1977.[17]
In all three states, the freeway replacements used shorter straighter alignments compared to the former US 30S; some small towns were bypassed when the two-lane roads were replaced with freeways. A significant case is at the Idaho state line, where I-84 runs several miles to the east of the former US 30S. Portions of the former alignment of US 30S in this area are now designated Idaho State Highway 81, Utah State Route 42 (SR-42), and SR-30. Another significant deviation is at the eastern terminus of US 30S, where I-80 was routed several miles south of Granger, bypassing the town.
Pocatello business route
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U.S. Highway 30 Business | |
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| Location | Pocatello, Idaho |
Pocatello northern business route
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U.S. Highway 30N Business | |
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| Location | Pocatello, Idaho |
Lava Hot Springs business route
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U.S. Highway 30 Business | |
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| Location | Lava Hot Springs, Idaho |
Kemmerer–Diamondville bypass route
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U.S. Highway 30 Bypass | |
|---|---|
| Location | Kemmerer–Diamondville, Wyoming |
Green River business loop
U.S. Highway 30 Business | |
|---|---|
| Location | Green River, Wyoming |
| Length | 2.51 mi[18] (4.04 km) |
U.S. Highway 30 Business (US 30 Bus.) is a business route signed in Green River, Wyoming. This road is entirely overlapped with I-80 Bus.
Rock Springs business loop
U.S. Highway 30 Business | |
|---|---|
| Location | Rock Springs, Wyoming |
| Length | 4.12 mi[18] (6.63 km) |
U.S. Highway 30 Business (US 30 Bus.) is a business route signed in Rock Springs, Wyoming. Like the one in Green River, the road is entirely overlapped with the I-80 Bus.
Rawlins business loop
U.S. Highway 30 Business | |
|---|---|
| Location | Rawlins, Wyoming |
| Length | 3.77 mi[18] (6.07 km) |
U.S. Highway 30 Business (US 30 Bus.) is a business route signed in Rawlins, Wyoming. Like the ones in Green River and Rock Springs, the road is entirely overlapped with the I-80 Bus.
Pine Bluffs–Bushnell business route
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U.S. Highway 30 Business | |
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| Location | Pine Bluffs, Wyoming–Bushnell, Nebraska |
Clarks–Missouri Valley alternate route
U.S. Highway 30 Alternate | |
|---|---|
| Location | Clarks, Nebraska–Missouri Valley, Iowa |
| Existed | 1930s–1960s |
U.S. Highway 30 Alternate (US 30 Alt.) was an alternate route of US 30 that ran between Council Bluffs and Missouri Valley, Iowa. The route was created on the former US 30 alignment by the mid-1930s when US 30 was routed west of Missouri Valley on old Iowa Highway 130 (Iowa 130).[19] By the end of the 1960s, US 30 Alt. became Iowa 183.[20]
Wahoo business route
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U.S. Highway 30 Business | |
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| Location | Wahoo, Nebraska |
Wahoo city route
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U.S. Highway 30 City | |
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| Location | Wahoo, Nebraska |
Wahoo alternate city route
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U.S. Highway 30A City | |
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| Location | Wahoo, Nebraska |
Fremont business route
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U.S. Highway 30 Business | |
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| Location | Fremont, Nebraska |
Ogden–Marshalltown alternate route
U.S. Highway 30 Alternate | |
|---|---|
| Location | Ogden–Marshalltown, Iowa |
| Existed | 1973–1981 |
U.S. Highway 30 Alternate (US 30 Alt.) was a former mainline routing of US 30 through central Iowa from Ogden to Marshalltown that was bypassed by a four-lane highway in 1973. The alternate route began in Ogden and passed through Boone, Ames, Nevada, Colo, and State Center. The route ended between State Center and Marshalltown. It was in service for eight years before it became Iowa 930, which was an unsigned highway.
Marshalltown business loop
U.S. Highway 30 Business | |
|---|---|
| Location | Marshalltown, Iowa |
| Existed | 1997–present |
U.S. Highway 30 Business (US 30 Bus.) is a business route that runs along Iowa Avenue in Marshalltown, Iowa. The route runs on the former alignment of US 30 through the town, a 1950s-era bypass of Marshalltown that was bypassed in 1997 by a freeway 0.75 miles (1.21 km) south of the original bypass.[21][22]
Toledo–Tama business loop
U.S. Highway 30 Business | |
|---|---|
| Location | Toledo–Tama, Iowa |
| Existed | 2011–present |
U.S. Highway 30 Business (US 30 Bus.) is a business route located in Toledo and Tama, Iowa. In the early 2010s, a new freeway was built for US 30 between the two cities. When the freeway opened, the business route was designated along the old route.
Cedar Rapids emergency route
U.S. Highway 30 Emergency | |
|---|---|
| Location | Cedar Rapids, Iowa |
| Existed | 1985–present |
U.S. Highway 30 Emergency (US 30 Emergency) is an emergency bypass of a segment of the US 30 freeway bypass of Cedar Rapids, Iowa. Since the Cedar Rapids bypass of US 30 was completed in 1985, on occasion, traffic has had to be rerouted off the road. The bypass's proximity to the Union Pacific Railroad mainline resulted in an elevated roadway between Edgewood Road and Sixth Street Southwest. When strong winds come from the south, fog produced by an Archer Daniels Midland plant adjacent to the highway billows over the road making driving dangerous. The Iowa Department of Transportation set up an emergency detour from Edgewood Road Southwest north to 16th Avenue Southwest east to 6th Street Southwest back to US 30. The frequency of fog-related detours has decreased in recent years due to improved technology and the plant's expansion and relocation of cooling towers away from the highway.[23]
Mount Vernon–Lisbon business loop
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U.S. Highway 30 Business | |
|---|---|
| Location | Mount Vernon–Lisbon, Iowa |
| Existed | 2020–present |
Clinton alternate route
U.S. Highway 30 Alternate | |
|---|---|
| Location | Clinton, Iowa |
| Existed | 1957[24]–1967[25] |
U.S. Highway 30 Alternate (US 30 Alt.) was an alternate route of US 30 that ran through Clinton, Iowa. In 1957, US 30 was rerouted over the Gateway Bridge across the Mississippi River, and Iowa 136 was designated to cross the Lyons-Fulton Bridge.[26] However, by 1957, the old alignment through Clinton and across the Lyons-Fulton Bridge was numbered US 30 Alt.[27] By 1967, US 30 Alt. was reverted to Iowa 136.[25][28]
Sterling–Lynwood alternate route
U.S. Route 30 Alternate | |
|---|---|
| Location | Sterling–Lynwood, Illinois |
| Existed | 1942–1971[29] |
U.S. Highway 30 Alternate (US 30 Alt.) was an alternate route of US 30 after US 330 was decommissioned in 1942. It traveled from Sterling through Chicago to Lynwood, Illinois, near the Indiana state line. By the early 1970s, the alternate route was removed and partly replaced by Illinois Route 38 (IL 38).
Aurora business loop
U.S. Route 30 Business | |
|---|---|
| Location | Aurora, Illinois |
| Existed | 1959–1970[29] |
City U.S. Route 30 | |
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| Location | Aurora, Illinois |
U.S. Route 30 Business (US 30 Bus.; previously signed as City U.S. Route 30 [City US 30]) was a business route for US 30 in Aurora, Illinois. By 1959, US 30 was rerouted south of Sugar Grove after the southern bypass was completed. The old route that ran through Aurora was designated as a business route. It followed Galena Boulevard and Hill Avenue. In 1970, the business route was decommissioned entirely.
Aurora–Ford Heights toll route
Toll U.S. Route 30 | |
|---|---|
| Location | Aurora–Ford Heights, Illinois |
| Existed | 1958–1966 |
Toll U.S. Route 30 (Toll US 30) was a toll route of US 30 from Aurora to Ford Heights, Illinois. In 1958, Toll US 30 was formed after the East-West and Tri-State tollways were finished. The toll route followed the original route of the East-West Tollway, a southern portion of the Tri-State Tollway, and present-day IL 394 before reaching US 30 in East Chicago Heights (now Ford Heights). In 1966, Toll US 30 was decommissioned and was partly replaced with IL 190.[30]
Fort Wayne business loop
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U.S. Route 30 Business | |
|---|---|
| Location | Fort Wayne, Indiana |
Van Wert business loop
U.S. Route 30 Business | |
|---|---|
| Location | Van Wert, Ohio |
U.S. Route 30 Business (US 30 Bus.) is a locally-designated business loop that follows the original route of US 30 and the Lincoln Highway through downtown Van Wert, Ohio.
Delphos–Mansfield southern route
U.S. Route 30S | |
|---|---|
| Location | Delphos–Mansfield, Ohio |
| Existed | 1920s–1973 |
U.S. Route 30S (US 30S) was a divided U.S. Highway of US 30 that ran between Van Wert and Mansfield, Ohio. In Van Wert, US 30 split into the more direct route of US 30N and the less direct US 30S, merging back together in Mansfield. US 30S lasted until November 1973 when what was US 30N became the mainline of US 30.[31][32] US 30S was numbered in the 1920s to avoid conflict with local business owners worried about the diversion of traffic from their shops along the southern route.[33]
The whole of old US 30S in Ohio is now State Route 309.
Upper Sandusky business loop
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U.S. Route 30 Business | |
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| Location | Upper Sandusky, Ohio |
Bucyrus business loop
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U.S. Route 30 Business | |
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| Location | Bucyrus, Ohio |
Dalton alternate route
U.S. Route 30 Alternate | |
|---|---|
| Location | Dalton, Ohio |
| Length | 3 mi (4.8 km) |
| Existed | 1963–present |
U.S. Route 30 Alternate (US 30 Alt.) is a three-mile (4.8 km) alternate route through downtown Dalton, Ohio. It follows the original route of US 30 through town, while the mainline designation follows a four-lane bypass.
Clinton–Robinson Township truck route
U.S. Route 30 Truck | |
|---|---|
| Location | Clinton–Robinson Township, Pennsylvania |
| Existed | 2013–early 2017 |
U.S. Route 30 Truck (US 30 Truck) was a truck route around a weight-restricted bridge over the South Fork Montour Run from Clinton through North Fayette Township to Robinson Township in near Pittsburgh, Pennsylvania, on which trucks over 29 short tons (26 t; 26 long tons) and combination loads over 40 short tons (36 t; 36 long tons) are prohibited. The route followed Clinton Road and I-376.[34][35]
Green Tree–Pittsburgh temporary route
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U.S. Route 30 Temporary | |
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| Location | Green Tree–Pittsburgh, Pennsylvania |
Bedford business loop
U.S. Route 30 Business | |
|---|---|
| Location | Bedford, Pennsylvania |
| Length | 3 mi (4.8 km) |
| Existed | 1970–present |
_just_west_of_U.S._Route_30_(Lincoln_Highway)_in_Bedford_Township,_Bedford_County,_Pennsylvania.jpg)
U.S. Route 30 Business (US 30 Bus.) is a three-mile (4.8 km) business loop through the borough of Bedford, Pennsylvania. In 1970, US 30 became a freeway around the town, to avoid congestion for travelers along the Pennsylvania Turnpike or US 220 (today also I-99), a pair of area freeways from which Bedford was a major travel stop. After the creation of the bypass, the original path of US 30 along Pitt Street became a business route, traveling as a narrow two-lane stretch through the town, with a four-lane segment near some light industrial development before its eastern terminus.
Major intersections
The entire route is in Bedford County.
| Location | mi | km | Destinations | Notes | |
|---|---|---|---|---|---|
| Bedford Township | US 30 (Lincoln Highway) | Western terminus | |||
| Bedford |   US 220 to I-99 north – Altoona, Cumberland | Interchange | |||
 US 220 Bus. (Richard Street) – Bedford Springs | |||||
| Bedford Township | US 30 east (Lincoln Highway) | Interchange; eastern terminus; access to eastbound US 30 and from westbound US 30 | |||
| 1.000 mi = 1.609 km; 1.000 km = 0.621 mi | |||||
Everett business loop
U.S. Route 30 Business | |
|---|---|
| Location | Everett, Pennsylvania |
| Length | 2 mi (3.2 km) |
| Existed | 1982–present |
_at_Juniata_Street_in_Everett,_Bedford_County,_Pennsylvania.jpg)
U.S. Route 30 Business (US 30 Bus.) is a two-mile (3.2 km) business loop through the borough of Everett, Pennsylvania. In 1982, a freeway bypass was constructed around the town because of its low-speed limits and lack of opportunities for highway widening. As a result, the original alignment of US 30 became a business route. It is two lanes through the small, crowded town. Near the eastern edge of the routing, alternate third passing lines are provided, as the road traverses a county park and a golf course.
Major intersections
The entire route is in Bedford County.
| Location | mi | km | Destinations | Notes | |
|---|---|---|---|---|---|
| Everett |  US 30 west – Bedford | Interchange; western terminus; access to westbound US 30 and from eastbound US 30 | |||
 PA 26 north (North Spring Street) – Huntingdon | West end of PA 26 overlap | ||||
| PA 26 south (South Hopewell Street) – Clearville | East end of PA 26 overlap | ||||
| West Providence Township | US 30 (Lincoln Highway) to PA 26 north – Bedford, Breezewood | Eastern terminus | |||
1.000 mi = 1.609 km; 1.000 km = 0.621 mi
| |||||
Chester County business loop
U.S. Route 30 Business | |
|---|---|
| Location | Chester County, Pennsylvania |
| Length | 18.79 mi[36] (30.24 km) |
| Existed | 1963–present |
| NHS | Entire route[37] |
U.S. Route 30 Business (US 30 Bus.) is an 18.79-mile (30.24 km) business route of US 30 in Chester County, Pennsylvania. The route follows the former alignment of US 30 between Sadsbury and East Whiteland townships, passing through Coatesville, Downingtown, and Exton. US 30 follows a freeway bypass between these two points.[38][39] The present alignment of US 30 Bus. was originally part of a turnpike called the Philadelphia and Lancaster Turnpike that was completed in 1794.[40][41] The state took over the turnpike in the beginning of the 20th century.[41] In 1913, present-day US 30 Bus. was incorporated into the Lincoln Highway, an auto trail that ran from San Francisco to New York City.[42] The Lincoln Highway through Pennsylvania became Pennsylvania Route 1 (PA 1) in 1924.[43][44] US 30 was designated concurrent with PA 1 west of Philadelphia in 1926, with the PA 1 designation removed two years later.[44][16][45][46][47] US 30 was widened into a multilane road through Chester County in the 1930s.[48] In 1963, US 30 was moved to a freeway bypass around Coatesville and Downingtown, with US 30 Bus. designated onto the former alignment of US 30.[49][50] In 1995, US 30 Bus. was extended east when US 30 was extended to bypass Exton.[51][52][53]
Downingtown business loop alternate truck route
U.S. Route 30 Business Alternate Truck | |
|---|---|
| Location | Downingtown, Pennsylvania |
| Existed | 2013–present |
U.S. Route 30 Business Alternate Truck (US 30 Bus. Alt. Truck) is a truck route of US 30 Bus. around a weight-restricted bridge over the East Branch Brandywine Creek in Downingtown, Pennsylvania, on which trucks over 36 short tons (33 t; 32 long tons) and combination loads over 40 short tons (36 t; 36 long tons) are prohibited. The route follows US 322, the US 30 freeway, and PA 113. US 30 Bus. Alt. Truck runs concurrent with US 322 Alt. Truck along US 30 and PA 113.[34][54]
Philadelphia bypass route
U.S. Route 30 Bypass | |
|---|---|
| Location | Bryn Mawr–Philadelphia, Pennsylvania |
.svg){kind=small}
U.S. Route 30 Alternate | |
|---|---|
| Location | Bryn Mawr–Philadelphia, Pennsylvania |
Pennsylvania Route 201 | |
|---|---|
| Location | Bryn Mawr–Philadelphia, Pennsylvania |
| Existed | 1928–1950 |
.svg){kind=small}
U.S. Route 30 Bypass (US 30 Byp.) was a bypass route of a section of US 30 between Bryn Mawr and Philadelphia in Pennsylvania. It was also known as U.S. Route 30 Alternate (US 30 Alt.) in Philadelphia. The route began at US 30 in Bryn Mawr and headed southeast on County Line Road, forming the border between Delaware County to the southwest and Montgomery County to the northeast. US 30 Byp. fully entered Delaware County and continued through suburban areas as Haverford Road. The road curved into Montgomery County, where it passed through Penn Wynne, before it crossed into Philadelphia at the US 1/US 13 Byp. (City Avenue) intersection, where it became Haverford Avenue. The bypass route continued east along Haverford Avenue and Lansdowne Avenue, reaching its eastern terminus at another intersection with US 30.[55] Pennsylvania Route 201 (PA 201) was originally designated along Haverford Road and Haverford Avenue by 1928, running between US 30 (Lancaster Pike) in Bryn Mawr and US 30 (Lancaster Avenue) in Philadelphia.[56][57] US 30 Byp. was cosigned with PA 201 by 1940, continuing east from PA 201's eastern terminus along Lancaster Avenue, then becoming concurrent with US 1/US 13 on Powelton Avenue, 31st/32nd Streets, and Spring Garden Street before rejoining US 30 across the Schuylkill River at Eakins Oval.[58] By 1950, PA 201 was decommissioned.[59] In the 1950s, the eastern terminus of US 30 Byp. was rerouted along Lansdowne Avenue to end at US 30.[55] US 30 Byp. was decommissioned in the 1960s.[60]
Major intersections
| County | Location | mi | km | Destinations | Notes |
|---|---|---|---|---|---|
| Delaware–Montgomery county line | Radnor Township–Lower Merion Township line |  US 30 (Lancaster Avenue) | Western terminus | ||
| Montgomery–Philadelphia county line | Lower Merion Township–Philadelphia line |    US 1 / US 13 Byp. (City Avenue) | |||
| Philadelphia | Philadelphia | US 30 (Lancaster Avenue) | Eastern terminus | ||
| 1.000 mi = 1.609 km; 1.000 km = 0.621 mi | |||||
References
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- ^ "ORoads: US Route 30 Alternate (Portland)". Archived from the original on July 31, 2009. Retrieved 2011-09-25.
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- ^ Oregon Department of Transportation, Jurisdictional Transfer Amendments to the Oregon Highway Plan Archived October 13, 2008, at the Wayback Machine (PDF)
- ^ Oregon Department of Transportation, Descriptions of US and OR Routes Archived October 8, 2008, at the Wayback Machine, July 2007, accessed May 2008
- ^ "Cross Reference Table of Highway Route Number to State Highway Number" (PDF). Oregon Department of Transportation. 2020. p. 1. Archived (PDF) from the original on July 24, 2020. Retrieved October 10, 2022.
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- ^ Oregon 1936 Road Map (Map). Cartography by E. A. Skelley. Oregon State Highway Commission. 1936. Map Showing Most Direct Highway Connections Through the City of Portland inset. Retrieved October 10, 2022 – via Oregon State Library.
- ^ U.S. Route Numbering Committee (July 19, 1955). [Report of the U.S. Route Numbering Committee to the Executive Committee] (PDF) (Report). Washington, DC: American Association of State Highway Officials. p. 113. Retrieved October 10, 2022 – via Wikimedia Commons.
- ^ Oregon Highway Map (Map). Oregon State Highway Commission. 1956. Portland inset. Retrieved October 10, 2022 – via Oregon State Library.
- ^ "Striping Cuts Street Mishaps". The Oregonian. August 5, 1965. sec. 2, p. 18.
- ^ Richard F. Weingroff, From Names to Numbers: The Origins of the U.S. Numbered Highway System Archived May 21, 2011, at the Wayback Machine
- ^ a b Bureau of Public Roads & American Association of State Highway Officials (November 11, 1926). United States System of Highways Adopted for Uniform Marking by the American Association of State Highway Officials (Map). 1:7,000,000. Washington, DC: United States Geological Survey. OCLC 32889555. Archived from the original on April 13, 2017. Retrieved November 7, 2013 – via Wikimedia Commons.
- ^ "Route 3, Route 2". Highway Resolutions. Utah Department of Transportation. November 2007. Retrieved April 12, 2017.[permanent dead link]
- ^ a b c Planning Program (2013). Vehicle Miles Book (PDF). Wyoming Department of Transportation. Archived from the original (PDF) on 2015-05-21. Retrieved 2013-03-10.
- ^ Iowa State University (2005). "Iowa Geographic Map Server". Archived from the original on November 24, 2021. Retrieved April 10, 2010.
- ^ Iowa State Highway Map (PDF) (Map). Iowa State Highway Commission. 1973. Retrieved April 10, 2010.
- ^ 2008 Volume of Traffic on the Primary Road System of Iowa (PDF) (Report). Iowa Department of Transportation. January 1, 2008. Retrieved March 1, 2010.
- ^ Iowa State Highway Map (PDF) (Map). Iowa Department of Transportation. 1997. Retrieved April 24, 2010.
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