Gribblenation

North Carolina is building a lot of new Interstates - personally, there are too many to keep track of - so we have Bob for that .  But as a result of new highways and new highway numbers, there's going to be conflict. And that's the case with NC 42 and the soon-to-be-signed Interstate 42 in Johnston County. Concerned about driver confusion and safety and first responder response, NCDOT has proposed that a small segment of NC 42 in Johnston County be redesignated as NC 36 .  The new NC 36 designation would follow the existing NC 42 from NC 50 in Cleveland to the current US 70 Business east of Clayton. When the US 70 corridor from Clayton east to Morehead City was approved as an Interstate nearly a decade ago, North Carolina requested Interstate 36 for the corridor.  Part of the reason was that the I-36 designation would not conflict with any existing state highways.  Unfortunately, the American Association of State Highway & Transportation Officials (AASHTO) disagreed.  They

From 1955 through 1957 the Arizona Highway Commission attempted to extend US Route 90 into the state from Van Horn, Texas.  Originally the proposed extension of US Route 90 was intended to continue through Arizona all the way west to San Diego, California.  Ultimately the proposed extension of US Route 90 into Arizona was scaled back to a western terminus at Gila Bend.  The proposal to extend US Route 90 to Gila Bend was planned to be aligned from the New Mexico state line over Arizona State Route 86, US Route 80 and Arizona State Route 84.  This blog will examine the history of the failed proposal to extend US Route 90 to Gila Bend, Arizona.  The proposed extension of US Route 90 from Van Horn, Texas to Gila Bend On October 17, 1955, the Arizona Highway Commission submitted a request to the American Association of State Highway Officials (AASHO) to extend US Route 90 from Van Horn, Texas west to a terminus at US Route 80 in Gila Bend.  The proposed routing of US Route 90 in Arizona wo

US Route 19A is a 37.114-mile alternate routing of US Route 19 in the Tampa Bay area.  US Route 19A begins at US Route 92 in downtown St. Petersburg and terminates at mainline US Route 19 in Holiday.  US Route 19A occupies a corridor which was largely once part of mainline US Route 19.  US Route 19A was created during 1950 when it was approved by the American Association of State Highway Officials.  US Route 19A is odd in that it intersects the mainline US Route 19 in St. Petersburg but continues past it to terminate at US Route 92.  The hanging end of US Route 19A not intersecting the parent highway is a vestige of the original routing of US Route 19 which terminated in downtown St. Petersburg when extended during 1930.   Part 1; the history of US Route 19A During May 1930 the Florida State Road Department submitted a request to the American Association of State Highway Officials (AASHO) to extend US Route 19 from Tallahassee to Bradenton via St. Petersburg.  The proposed extension of

O'Bryne's Ferry Covered Bridge was a structure located at the Stanislaus River along the Tuolumne County and Calaveras County line.  O'Bryne's Ferry Covered Bridge was constructed during 1862 as a replacement for an earlier suspension bridge.  O'Bryne's Ferry Covered Bridge was removed during 1955 as part of the Tri-Dam project which formed Lake Tulloch.  O'Bryne's Ferry Covered Bridge can be seen as the blog cover photo as featured in the September 1950 California Highways & Public Works.  The history of O'Bryne's Covered Bridge The history of O'Bryne's Covered Bridge was featured in the September 1950 California Highways & Public Works .  O'Byrne's Ferry was cable ferry crossing of the Stanislaus River which was constructed during the early California Gold Rush by Patrick O'Bryne.  The first O'Byrne's Ferry Bridge opened in 1852 as a suspension span.  The original O'Byrne's Ferry Bridge was overloaded