ADHS signs for U.S. Route 78/Alabama State Route 4/ADHS Corridor X with their distinctive blue color. Most other states do not have distinctive highway shields for ADHS, however.
The Appalachian Development Highway System (ADHS) is a series of highway corridors in the Appalachia region of the eastern United States. The routes are designed as local and regional routes for improving economic development in the historically isolated region. It was established as part of the Appalachian Regional Development Act of 1965, and has been repeatedly supplemented by various federal and state legislative and regulatory actions. The system consists of a mixture of state, U.S., and Interstate routes. The routes are formally designated as "corridors" and assigned a letter. Signage of these corridors varies from place to place, but where signed are often done so with a distinctive blue-colored sign.
The Appalachian Regional Commission (ARC) forecast benefits of ADHS' completion by FY 2045 as the creation of 47,000 new jobs and $4.2 billion in gross regional product (GRP).[1]
History
1966 map
In 1964, the President's Appalachian Regional Commission (PARC) reported to Congress that economic growth in Appalachia would not be possible until the region's isolation had been overcome. Because the cost of building highways through Appalachia's mountainous terrain was high, the region's local residents had never been served by adequate roads. The existing network of narrow, winding, two-lane roads, snaking through narrow stream valleys or over mountaintops, was slow to drive, unsafe, and in many places worn out. The nation's Interstate Highway System, though extensive through the region, was designed to serve cross-country traffic rather than local residents.[2]
The PARC report and the Appalachian governors placed top priority on a modern highway system as the key to economic development. As a result, Congress authorized the construction of the Appalachian Development Highway System (ADHS) in the Appalachian Development Act of 1965. The ADHS was designed to generate economic development in previously isolated areas of the 13 Appalachian states, supplement the interstate system, and provide access to areas within the region as well as to markets in the rest of the nation.[2]
The ADHS is currently authorized at 3,090 miles (4,970km), including 65 miles (105km) added in January 2004 by Public Law 108–199. A decade into construction, delays and cost increases mounted, attributed to:[3]
delays associated with environmental protection, and
Federal funding limitations
Periodic ADHS Completion Plan Reports were compiled to assess construction and the remaining cost-to-complete (C-to-C) forecasts, excerpts listed below.
By FY 2023, 2,837 miles (4,566km) – 91.8 percent of the authorized distance – were complete, open to traffic, or under construction. Many of the remaining miles will be among the most expensive to build.[2] The ARC (the state governors) remain involved prioritizing, sequencing remaining corridor work. By 2040, 100% of ADHS' project miles are expected to be complete and open to traffic or, at least, partially complete.[2]
Historically, highway investment has served as the basis for many US regional development policies and in 2008 the ADHS was deemed one of the more comprehensive programs to use the approach.[6] To evaluate the effectiveness of such investments, land change modeling was used to compare 1976 "pre-" and 2002 "post-" highway conditions. The study focused on Ohio's SR-32 portion of Corridor D and the 15 counties in close proximity; Adams, Athens, Brown, Clermont, Gallia, Highland, Hocking, Jackson, Meigs, Morgan, Pike, Ross, Scioto, Vinton, and Washington Counties. Using data acquired from the Landsat system of earth observational satellites, the comparison revealed slight, yet significant, levels of urban expansion within a 6mi (10km) band surrounding the new highway. Beyond this band land use was more stable, indicating even minor distance increases from the highway reduced the likelihood of further development.[6] Detrimentally, by 2016 new business growth along the corridor was drawing consumer traffic away from adjacent towns causing revenue loss and unintended consequences for the preexisting town-centered businesses.[7]
A 2016 economic assessment of ADHS' construction found regions of Appalachia benefitting differently. Case studies found some boosting tourism income, while others increased industrial activity or commercial/retail activity. Some regions had strong economic growth while others were dormant, the effects dependent on the pre-existing nature of the corridor, its population and workforce, its economic profile and proximity to surrounding business centers or markets.[8] Case study excerpts from five corridors were:
Corridor B (North Carolina and Tennessee). Though 305.5 miles (491.7km) in total, this case study focused on the 88-mile (142km) segment of Corridor B completed in 2003, passing through the Blue Ridge Mountains to connect western North Carolina with northeastern Tennessee. This project enabled improved access to the Port of Charleston and new residential and commercial developments near Weaverville, North Carolina. The highway led to a direct increase of around 4,600 new jobs in the area.[8]
Corridor D (Ohio & West Virginia). Its eastern 70-mile (110km) segment was completed in 1977, connecting interstates I-77 and I-79. This eastern segment shifted its economy from heavy industry into healthcare, education, government and education services. The highway also helped retain indigenous manufacturing activities and enabled around 1,000 new jobs.[8]
Corridor E (Maryland). Completion of this link (now part of I-68) enabled the region to boost its pre-existing tourism economy by drawing residents from Washington, DC and Baltimore; expand its pre-existing manufacturing and create new distribution (supply chain) activities. The highway project enabled an estimated 900 new jobs in the region.[8]
Corridor Q (Kentucky and Virginia). Improved connectivity through this mountainous region increased commuting range, facilitated commercial and retail development in several communities, development of an industrial park and a small business incubator. The highway had direct impact adding around 6,250 new jobs along the corridor.[8]
Corridor T (New York State). Locally known as the Southern Tier Expressway and becoming I-86 in 1998, this project saw economic gains with manufacturing jobs at several industrial parks, tourism jobs at a ski resort and a casino and service jobs at a call center. The corridor was critical in the establishment and expansion of manufacturing facilities for diesel engines, furniture and advanced ceramics – all needing interstate trucking connectivity. Over time, the highway was credited with generating over 3,200 jobs in the region.[8]
A 2016–2019 study reported that the cumulative ADHS construction efforts had led to economic net gains of $54 billion (approximately 0.4 percent of national income) and had boosted incomes in the Appalachian region by reducing the costs of trade.[9] The 2021 ADHS Cost-to-Complete Estimate Report reiterated previous compilations that construction investments made between 1965–2015 contributed to the annual generation of over $19.6 B additional Appalachian business sales, representing $9+ B added GRP. Usage of the ADHS was saving 231 million hours of travel time annually, equivalent to a $10.7 B savings in transportation costs and worker productivity per year.[1] The increased economic activity was helping to maintain or create over 168,000 jobs across the 13 Appalachian states. In 2021 ARC forecast that by 2045 ADHS' construction expenses would yield a return on investment (ROI) of 3.7, meaning $3.70 in benefits for every $1.00 invested in construction.[1]
Employment gains credited to the ADHS were 16,270 new Appalachian jobs as of 1995; 42,190 by 2015.[8]
In Georgia, Corridor A travels along the State Route400 (SR400) freeway from I-285 to the SR141interchange southwest of Cumming.[11] From here to Nelson, near the north end of I-575, Corridor A has not been constructed; its proposed path is near that of the cancelled Northern Arc. It begins again with a short piece of SR372, becoming SR515 when it meets I-575. SR515 is a four-lane divided highway all the way to Blairsville. From Blairsville to North Carolina, the corridor has not been built, and SR515 is a two-lane road.[12]
Corridor A-1 uses US19/SR400 from the point that Corridor A leaves it, at SR141 near Cumming, northeast to SR53 near Bright. SR400 continues northeast as a four-lane highway from SR53 to SR60 south of Dahlonega; this section was built "with APL funds as a local access road".[11]
Corridor B uses I-240 from its south end into downtown Asheville, where it uses US23 (current and future Interstate 26) to Kingsport, Tennessee. The US23 freeway ends at the Tennessee–Virginia state line, but US23 is a four-lane divided highway through Virginia and into northeastern Kentucky.[15]
Corridor B-1 travels from KY10 to the north end of the Portsmouth Bypass. In Kentucky, it follows US23 and US23 Truck; after crossing the two-lane Carl Perkins Bridge into Ohio, it uses current and planned SR852—a western bypass of Portsmouth—and US23. Corridors B and B-1 both end near Lucasville, where Corridor C continues north along US23 to Columbus.[16]
Decades after its completion Corridor D has provided mixed results- beneficial infrastructure improvements, but ARC's goal for regional prosperity still unmet. Economic growth is evident in the corridor's western counties; several new hospitals, large car dealerships and several fast food restaurants were added along the highway.[18] The Brown County Campus of Southern State Community College opened near Mount Orab, in a region where "there were no (previous) options for students, they had to drive an hour".[18] The Mercy Health Mount Orab Medical Center and the Adams County Regional Medical Center were built alongside SR-32.[18] In 2006 a Southern Ohio Medical Center outreach branch opened in Adams County near the SR-32 & SR-41 intersection at Peebles.[19] Pike County's county seat, Jackson, has a developing retail thoroughfare running between SR-32 and its historic downtown.[7] But the corridor's anticipated regional prosperity never occurred. Counties along the corridor still have per capita median incomes below the state average and 20-35% below the national average; the gaps are not narrowing.[7]
Interstate68 (I-68) is a 112.6-mile (181.2km)Interstate highway in the U.S. states of West Virginia and Maryland, connecting I-79 in Morgantown to I-70 in Hancock. I-68 is also Corridor E of the Appalachian Development Highway System. From 1965 until the freeway's construction was completed in 1991, it was designated as U.S. Route48 (US48). In Maryland, the highway is known as the National Freeway, a homage to the historic National Road, which I-68 parallels between Keysers Ridge and Hancock. The freeway mainly spans rural areas, and crosses numerous mountain ridges along its route. A road cut constructed for it through Sideling Hill exposed geological features of the mountain and has become a tourist attraction.
The construction of I-68 began in 1965 and lasted for about 25 years, being completed on August 2, 1991. While the road was being built, it was predicted that the completion of the road would improve the economic situation along the corridor. The two largest cities connected by the highway are Morgantown and Cumberland, both with populations of fewer than 30,000 people. Despite the fact that the freeway serves no large metropolitan areas, I-68 provides a major transportation route in western Maryland and northern West Virginia and also provides an alternative to the Pennsylvania Turnpike for westbound traffic from Washington, D.C. and Baltimore.
There have been several major planned road projects that would affect the freeway's corridor, which, due to major funding issues, are unlikely to be completed. These include a plan to extend I-68 to Moundsville, West Virginia, and the plan to link the Mon–Fayette Expressway, a toll highway which meets I-68 east of Morgantown, to Pittsburgh, Pennsylvania.
Corridor G is a highway in the U.S. states of Kentucky and West Virginia that follows the route of U.S. Route 119 (US119) from Pikeville, Kentucky, to Charleston, West Virginia. Construction on the road began in 1972 in West Virginia and 1974 in Kentucky, but it was more than two decades before the road was completed in either state. The full length of Corridor G in West Virginia was completed in 1997, but Kentucky's last segment was not opened until 2008.
Corridor H is a highway in the U.S. states of West Virginia and Virginia. It travels from Weston, West Virginia to Strasburg, Virginia. In December 1999, a settlement agreement was reached, providing the framework for resumption of final design, right-of-way acquisition and construction activities on the Corridor H highway project. Corridor H is the only corridor highway that remains incomplete in the State of West Virginia. It begins at I-79 in Weston and will end at I-81 in Strasburg when complete. Virginia's portion of Corridor H runs from the West Virginia state line to I-81 at Strasburg, Virginia. The building of Corridor H was controversial, arousing strong passions for and against. Decades of public debate and legal battles aired the essential question of whether previously isolated areas should be preserved or opened to development.[24] Despite the controversy, about 75 percent of the highway had been completed as of 2013. The highway is open from the Weston exit of I-79 to Kerens, Randolph County and an additional section of the four-lane is open from the Grant-Tucker county line to Wardensville as of July 2016.[25]
Upon crossing into Kentucky, Corridor J becomes Kentucky Route 61 (KY61), heading north to Burkesville. There it turns east on KY90, which it follows to Burnside. Corridor J turns north on US27 at Burnside, quickly turning northeast on KY914 to bypass downtown Somerset[26] and then east on KY80 to London.
Listed in a US House of Representatives Report in 2002, was a proposed feasibility and the planning study to establish I-175 along Corridor J. However, no allocation of monies was appropriated and no additional discussion has been made since for this briefly proposed interstate along the corridor.[27][28]
Until late 2005, Corridor J was to turn west just north of Cookeville along the planned SR451 to SR56 north of Baxter and then use SR56 and SR53 via Gainesboro.[29][30]
Corridor J-1 runs from Algood west to SR56, then north to Celina via SR53 and Gainesboro; it is proposed that the part of the corridor be renumbered as SR451. The corridor serves as an alternate route for Corridor J, avoiding Livingston. The entire route is two-lane with wide shoulders, allowing for possible expansion if needed.[31]
There are two gaps in the corridor, one in each state. The 20.1-mile (32.3km) gap in Tennessee is the Ocoee Scenic Byway along the Ocoee River from Parksville to Ducktown. Plans outline a new alternate route for this section since the current route does not meet the purpose and need to support the regional transportation goals of a safe, reliable and efficient east–west route. Currently in environmental study, a record of decision is expected in 2017.[33][34] The 27.1-mile (43.6km) gap in North Carolina is located from Andrews to Stecoah. Broken in three projects, the plan outlines a new four-lane expressway that will bypass north of the Nantahala Gorge and connect Robbinsville. At a total cost to NCDOT estimated at $443 million, it is currently in reprioritization.[35][36][37]
Since the corridor's establishment, the first major improvement for the corridor happened in 1979, when bypasses were completed for Murphy and Andrews.[38] In 1986, US74 was extended west from Asheville, overlapping all of Corridor K.[39] Its last major improvement was in 2005, with the widening of NC28 at Stecoah, and the first completed section of the Nantahala Gorge bypass. Now at 74.8% of the corridor completed, it features four-lane divided highway predominantly expressway grade, with sections in and around Cleveland, Cherokee and Dillsboro at freeway grade. The corridor also connects the cities of Ducktown and Bryson City, and features the Ocoee National Forest Scenic Byway, in Tennessee, and the Nantahala Byway, in North Carolina; treating travelers with grand vistas and various recreational activities.
Originally, this corridor was built as a four-lane divided highway for only the portion south of US60; however, the large amount of traffic (as part of the direct route from the cities of Toronto, Buffalo, and Pittsburgh to Florida and a considerable portion of the Atlantic southeast) forced the state to rethink this plan and upgrade the northern half to four lanes as well.[40]
Corridor N is a highway in the U.S. states of Maryland and Pennsylvania. It is a designated portion of U.S. Route 219 (US219), traveling from Corridor E (I-68/US40) near Grantsville, Maryland, north to Corridor M (US22 near Ebensburg, Pennsylvania). There is currently an attempt in the U.S. House of Representatives to extend this corridor, in the form of House bill H.R.1544 - Corridor N Extension Act of 2011. The act would extend Corridor N north from its current terminus at Corridor M to Corridor T in southwestern New York. The bill has not yet been brought before Congress for debate. As of January 2019, Corridor N has been completed as a controlled-access highway from just north of Ebensburg to Meyersdale. In late 2021 Maryland opened a 1.2-mile (1.9km) four-lane bypass of the prior US 219 at the Corridor E (I-68) interchange; the remainder of the route to Meyersdale remains a two-lane highway.
The majority of the corridor's length from its southern terminus to Selinsgrove is a four-lane divided highway carrying the US11 and US15 designations. The northernmost 3.79 miles (6.10km) of this section is a freeway bypassing Selinsgrove. The next 10.84 miles (17.45km) is an unbuilt freeway named the Central Susquehanna Valley Thruway (CSVT), which will partially be designated US15 and PA147. Construction began on the northern 4.49-mile (7.23km) half of the CSVT in 2016. The remaining 7.49 miles (12.05km) of Corridor P-1 from the CSVT to I-80 and Corridor P is a four-lane freeway section of PA147.
Known as the Southern Tier Expressway and Quickway (split by Interstate81 (I-81) at Binghamton, New York), I-86 will connect I-90 northeast of Erie, with I-87 (the New York State Thruway) near Harriman, New York. As of August 2008, it travels east from I-90 to NY352 in Elmira, bringing the total length of highway designated as I-86 to 200 miles (322km) (and 181 miles (291km) remaining to be designated).[46] Once completed, I-86 will stretch 388 miles (624km) across the Southern Tier of New York from I-90 to I-87,[47] shorter than the 460 miles (740km) along the New York State Thruway to the north.
Several sections of NY17 are not up to freeway or Interstate Highway standards, and need to be upgraded before I-86 can be designated along its full length. These substandard sections are located near Elmira, Binghamton, and the Catskill Mountains.
Corridor U-1 is a spur from Corridor U at Tioga, Pennsylvania, continuing north along I-99/US15 to Corning, New York, where it connects with Corridor T (I-86). Only the portion in New York is signed as I-99; the portion in Pennsylvania is slated to become I-99 but is currently only signed as US15.
A widening project is also underway on Alabama State Route 24 (SR 24) between Red Bay and Russellville, as this section of Corridor V was previously reconstructed as an improved two-lane route within divided a four-lane right-of-way.
Corridor X-1 or the Birmingham Northern Beltline (which will be signed as I-422) is a proposed 65-mile (105km) northern bypass around Birmingham, Alabama. Beginning at I-20/I-59/US-11 and I-459, south of Bessemer, Alabama, it will travel northwest connecting US 78, I-22 (indirectly via I-222), I-65, and US 31 then ending at I-59 north of I-459. Funding issues and pushback from environmental activists have stalled the project for decades with only a short, unused segment being constructed in the mid-2010s.[57]
Interstate 26 (I-26) is a main route of the Interstate Highway System in the Southeastern United States. Nominally east–west, as indicated by its even number, I-26 runs from the junction of US Route 11W (US 11W) and US 23 in Kingsport, Tennessee, generally southeastward to US 17 in Charleston, South Carolina. The portion from Mars Hill, North Carolina, east to I-240 in Asheville, North Carolina, has signs indicating FUTURE I-26, because the highway does not yet meet all of the Interstate Highway standards.
Interstate 81 (I-81) is a north–south Interstate Highway in the eastern part of the United States. Its southern terminus is at I-40 in Dandridge, Tennessee; its northern terminus is on Wellesley Island, New York at the Canadian border, where the Thousand Islands Bridge connects it to Highway 137 and ultimately to Highway 401, the main Ontario freeway connecting Detroit via Toronto to Montreal. The major metropolitan areas along the route of I-81 include the Tri-Cities of Tennessee; Roanoke in Virginia; Harrisburg and the Wyoming Valley in Pennsylvania; and Syracuse in New York.
Interstate 77 (I-77) is a north–south Interstate Highway in the Eastern United States. It traverses diverse terrain, from the mountainous state of West Virginia to the rolling farmlands of North Carolina and Ohio. It largely supplants the old U.S. Route 21 (US 21) between Cleveland, Ohio, and Columbia, South Carolina, as an important north–south corridor through the middle Appalachian Mountains. The southern terminus of I-77 is in Cayce, South Carolina, in Lexington County at the junction with I-26. The northern terminus is in Cleveland at the junction with I-90. Other major cities that I-77 connects to include Columbia, South Carolina; Charlotte, North Carolina; Charleston, West Virginia; and Akron, Ohio. The East River Mountain Tunnel, connecting Virginia and West Virginia, is one of only two instances in the U.S. where a mountain road tunnel crosses a state line. The other is the Cumberland Gap Tunnel, connecting Tennessee and Kentucky. I-77 is a snowbird route to the Southern U.S. for those traveling from the Great Lakes region.
U.S. Route 19 or U.S. Highway 19 (US 19) is a north–south United States Numbered Highway in the Eastern United States. Despite encroaching Interstate Highways, the route has remained a long-haul road, connecting the Gulf of Mexico with Lake Erie.
U.S. Route 21 or U.S. Highway 21 (US 21) is a north–south United States Numbered Highway, spanning 393 miles (632 km) from Hunting Island State Park, South Carolina, to Wytheville, Virginia. The route traverses three states, South Carolina, North Carolina, and Virginia. It connects southeastern cities, including Columbia, South Carolina, and Charlotte, North Carolina.
U.S. Route 25 or U.S. Highway 25 (US 25) is a north–south United States Numbered Highway that runs for 750 miles (1,210 km) in the Southern and Midwestern U.S. Its southern terminus is in Brunswick, Georgia, from where it proceeds mostly due north, passing through the cities of Augusta, Georgia; Greenville, South Carolina; and Asheville, North Carolina, before dividing into two branches, known as US 25W and US 25E between Newport, Tennessee, and North Corbin, Kentucky. After passing through Richmond and Lexington, Kentucky, it reaches its northern terminus at Ohio state line in Covington, Kentucky. The route is an important crossing of the Appalachian Mountains, and it is covered by three of the corridors of the Appalachian Development Highway System (ADHS). When the highway was originally established in 1926, the route extended from North Augusta, South Carolina, to Port Huron, Michigan. The southern end was extended to its current terminus in 1936, while the northern end was truncated in 1974.
U.S. Route 74 (US 74) is an east–west United States highway that runs for 515 miles (829 km) from Chattanooga, Tennessee to Wrightsville Beach, North Carolina. Primarily in North Carolina, it serves as an important highway from the mountains to the sea, connecting the cities of Asheville, Charlotte and Wilmington. It is known as Andrew Jackson Highway throughout most of North Carolina.
U.S. Route 119 (US 119) is a spur of US 19. It is a north–south route that was an original United States highway of 1926. It is Corridor G of the Appalachian Development Highway System (ADHS) east of US 23 and KY 80 in Kentucky to Interstate 64 at Charleston, West Virginia.
U.S. Route 220 (US 220) is a spur route of US 20. It runs in a north–south layout in the eastern United States, unlike its parent route as well as conventionally even-numbered highways, which run east-west. US 220 extends for 678 miles (1,091 km) from an intersection with US 1 in Rockingham, North Carolina, to its interchange with the Southern Tier Expressway in South Waverly, Pennsylvania. Some sections of the route are part of the Appalachian Development Highway System's Corridor O as well as I-73 in North Carolina. US 220 is designated as a spur route of US 20 but the route does not intersect US 20 or connect to other spurs of US 20.
U.S. Route 25E (US 25E) is the eastern branch of US 25 from Newport, Tennessee, where US 25 splits into US 25E and US 25W, to North Corbin, Kentucky, where the two highways rejoin. The highway, however, continues as US 25E for roughly two miles (3.2 km) until it joins Interstate 75 (I-75) in the Laurel County community of North Corbin at exit 29. The highway serves the Appalachia regions of Kentucky's Cumberland Plateau and the Ridge-and-Valley section of East Tennessee, including the urbanized areas of Corbin and Middlesboro in Kentucky and Morristown in Tennessee.
The Great Smoky Mountains Expressway is a four-lane divided highway that serves as the main east–west corridor through Southwestern North Carolina; connecting the towns of Bryson City, Sylva and Waynesville to Interstate 40. Its establishment and funding was made possible by the Appalachian Development Highway System (ADHS), designed to generate economic development in previously isolated areas, supplement the interstate system and provide access to areas within the region as well as to markets in the rest of the nation.
U.S. Route 25 (US 25) is a 140.600-mile (226.274 km) United States Numbered Highway that travels from Brunswick, Georgia, to the Kentucky–Ohio state line, where Covington, Kentucky, meets Cincinnati, Ohio, at the Ohio River. In the U.S. state of South Carolina, it travels south to north in the western part of the state, serving the northern part of the Augusta metropolitan area, Greenwood, and Upstate South Carolina on its path from North Augusta to North Carolina in the Saluda Mountains, near Travelers Rest.
Interstate 26 (I-26) in North Carolina runs through the western part of the state from the Tennessee border to the South Carolina border, following the Appalachian Mountains. It is part of the larger I-26, a regional Interstate that runs from Kingsport, Tennessee, to Charleston, South Carolina. I-26 is mostly four lanes through North Carolina with few exceptions. Though signed with east–west cardinal directions, in North Carolina and Tennessee, the route goes nearly north–south, with the northern direction labeled "West" and vice versa.
U.S. Highway 19 (US 19) traverses 145 miles (233 km) across Western North Carolina; from the Georgia state line, at the community of Bellview, to Cane River, where US 19 splits into US 19E and US 19W, which take separate routes into Tennessee.
U.S. Route 23 (US 23) in North Carolina is a north–south United States Numbered Highway that runs for 106 miles (171 km) from the Georgia state line, near Dillard, to the Tennessee state line, near Flag Pond.
U.S. Highway 25 (US 25) is a north–south United States Numbered Highway that runs for 75.4 miles (121.3 km) from the South Carolina state line, near Tuxedo, to the Tennessee state line, near Hot Springs. It is part of the longer US 25, which runs from Brunswick, Georgia, to Covington, Ohio. It is a major north–south route through Western North Carolina.
U.S. Route 23 (US 23) is a part of the United States Numbered Highway System that travels from Jacksonville, Florida, to Mackinaw City, Michigan. In the U.S. state of Tennessee, the highway travels 57.48 miles (92.51 km) in the northeastern part of the state from the North Carolina state line at Sam's Gap in the Bald Mountains to the Virginia state line in Kingsport. The entire route in Tennessee is a four-lane controlled-access highway and is concurrent with Interstate 26 (I-26) for most of its length. The freeway is also designated the James H. Quillen Parkway for its entire length in Tennessee. US 23 in Tennessee is part of Corridor B of the Appalachian Development Highway System (ADHS) and serves as a major thoroughfare in the Tri-Cities region of the state. Although I-26 is technically an east–west route, the highway predominantly travels in a north–south alignment in the state. The highway reaches a maximum elevation of 3,760 feet (1,150 m) at the North Carolina state line, which is the highest elevation on the Interstate Highway System east of the Mississippi River.
U.S. Route 129 (US 129) is a north–south United States highway that travels 63.5 miles (102.2 km) through the westernmost part of North Carolina. Traveling from the Georgia state line near Bellview, to the Tennessee state line at Deals Gap, it is known for its scenic mountain valley vistas and curvy mountain bends popular with motorcycle and sports car enthusiasts.
State Route 32 is a state highway in East Tennessee. For most of its route, it is an unsigned companion route concurrent with U.S. Route 25E. The highway stretches 89 miles from the North Carolina state line to the Tennessee-Kentucky state line near the town of Cumberland Gap.
APD-40 or APD 40 is a road composed of the U.S. Route 64 Bypass and a section of State Route 60 (SR 60) which forms a partial beltway around the business district of Cleveland, Tennessee. The route takes its name from its part of Corridor K of the Appalachian Development Highway System and is sometimes called Appalachian Highway or simply the Cleveland Bypass. The route is also designated as Veterans Memorial Highway. The US 64 Byp. section of the road is multiplexed with unsigned State Route 311 and US 74. The road is a four-lane divided highway its entire length, and parts are controlled-access. The bypass is an east-west route, and the state route runs north-south.
↑ Special Committee on U.S. Route Numbering (June 9, 1986). "Route Numbering Committee Agenda" (Report). Washington, DC: American Association of State Highway and Transportation Officials. p.3 – via Wikisource.
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