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United States Numbered Highway System
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This article is about a set of roads typically called U.S. Routes or U.S. Highways. For other numbered highways in the United States, see Numbered highways in the United States.
United States Numbered Highway System
Design changes of U.S. Highway shield
Map of the present U.S. Highway network
System information
Maintained by state or local governments; numbers and routings assigned by AASHTO[a]
Length:
157,724 mi[b] (253,832 km)
Formed:
November 11, 1926[1]
Highway names
US Highways:
U.S. Highway nn (US nn)
U.S. Route nn (US nn)
System links
United States Numbered Highway System
List
Special
Divided
Replaced
The United States Numbered Highway System (often called U.S. Routes or U.S. Highways) is an integrated network of roads and highways numbered within a nationwide grid in the contiguous United States. As the designation and numbering of these highways were coordinated among the states, they are sometimes called Federal Highways, but the roadways were built and have always been maintained by state or local governments since their initial designation in 1926.
The route numbers and locations are coordinated by the American Association of State Highway and Transportation Officials (AASHTO).[4] The only federal involvement in AASHTO is a nonvoting seat for the United States Department of Transportation. Generally, north-to-south highways are odd-numbered, with lowest numbers in the east, the area of the founding thirteen states of the United States, and highest in the west. Similarly, east-to-west highways are typically even-numbered, with the lowest numbers in the north, where roads were first improved most intensively, and highest in the south. Major north–south routes have numbers ending in "1" while major east–west routes have numbers ending in "0". Three-digit numbered highways are spur routes of parent highways but are not necessarily connected to their parents. Some divided routes exist to provide two alignments for one route, even though many splits have been eliminated. Special routes, usually posted with a banner, can provide various routes, such as an alternate, bypass or business route, for a U.S. Highway.
Before the U.S. Routes were designated, auto trails designated by auto trail associations were the main means of marking roads through the United States. In 1925, the Joint Board on Interstate Highways, recommended by the American Association of State Highway Officials (AASHO), worked to form a national numbering system to rationalize the roads. After several meetings, a final report was approved by the U.S. Department of Agriculture in November 1925. They received complaints from across the country about the assignment of routes, so the Board made several modifications; the U.S. Highway System was approved in November 1926. As a result of compromises made to get the U.S. Highway System approved, many routes were divided, with alignments to serve different towns. In subsequent years, AASHTO called for such splits in U.S. Routes to be eliminated.
Expansion of the system continued until 1956, when the Interstate Highway System was formed. After construction was completed, many U.S. Routes were replaced by Interstate Highways for through traffic. Despite the Interstate system, U.S. Highways still form many important regional connections, and new routes are still being added.
Contents
[hide]
1 System details
1.1 Numbering
1.2 Divided and special routes
1.3 Naming
2 History
2.1 Early auto trails
2.2 Planning
2.3 Disagreement and refinement, 1925–26
2.4 Expansion and adjustment, 1926–56
2.5 Interstate era, 1956–present
3 The 1925 routes
4 See also
5 Notes
6 References
6.1 Footnotes
6.2 Works cited
7 Further reading
8 External links
System details[edit]
See also: List of United States Numbered Highways
The U.S. Route shield is printed on a square blank with a black background. California is the only state to use an older cut-out design.
In general, U.S. Routes do not have a minimum design standard, unlike the later Interstate Highways, and are not usually built to freeway standards. Some stretches of U.S. Routes do meet those standards. Many are designated using the main streets of the cities and towns through which they run. New additions to the system, however, must "substantially meet the current AASHTO design standards".[4] As of 1989, the United States Numbered Highways system has a total length of 157,724 miles (253,832 km).[3]
Except for toll bridges and tunnels, very few U.S. Routes are toll roads. AASHTO policy says that a toll road may only be included as a special route, and that "a toll-free routing between the same termini shall continue to be retained and marked as a part of the U.S. Numbered System."[4] U.S. Route 3 (US 3) meets this obligation; in New Hampshire, it does not follow tolled portions of the Everett Turnpike. But US Routes in the system do use parts of four toll roads:[5]
US 51 uses part of the Jane Addams Memorial Tollway in Illinois; the old road is Illinois Route 251.
US 278 uses the tolled Cross Island Parkway in South Carolina; the old road is US 278 Business.
US 412 uses the Cimarron Turnpike in Oklahoma; the old road is US 64.
US 412 also uses the Cherokee Turnpike in Oklahoma; the old road is Alternate US 412.
Numbering[edit]
The two-digit U.S. Routes follow a simple grid in the contiguous United States, in which odd-numbered routes run generally north to south and even-numbered routes run generally east to west. (US 101 is considered a two-digit route, its "first digit" being 10.) The numbering pattern for U.S. Routes was established first: U.S. Routes proceed from low even numbers in the north to high even numbers in the south, and from low odd numbers in the east to high odd numbers in the west. Numbers ending in 0 or 1 (and US 2[6]), and to a lesser extent in 5, were considered main routes in the early numbering, but extensions and truncations have made this distinction largely meaningless. For example, US 6 was until 1964 the longest route (that distinction now belongs to US 20).[7]
In the 1950s, the numbering grid for the new Interstate Highway System was established as intentionally opposite from the US grid insofar as the direction the route numbers increase. Interstate Highway numbers increase from west-to-east and south-to-north, to keep identically numbered routes geographically apart in order to keep them from being confused with one another,[7] and it omits 50 and 60 which would potentially collide with US 50 and US 60.[c] Both highway systems still number the routes ending in odd numbers north–south and the even-numbered highways run east–west, although the Interstate System labels its main north–south highways with numbers ending in 5, rather than 1.
In the US Highway system, three-digit numbers are assigned to spurs of one or two-digit routes. US 201, for example, splits from US 1 at Brunswick, Maine, and runs north to Canada.[8] Not all spurs travel in the same direction as their "parents"; some are connected to their parents only by other spurs, or not at all, instead only traveling near their parents. As originally assigned, the first digit of the spurs increased from north to south and east to west along the parent; for example, US 60 had spurs, running from east to west, designated as US 160 in Missouri, US 260 in Oklahoma, US 360 in Texas, and US 460 and US 560 in New Mexico.[9] As with the two-digit routes, three-digit routes have been added, removed, extended and shortened; the "parent-child" relationship is not always present. For example, several spurs of the decommissioned US 66 still exist. US 191 travels from border to border although its parent, US 91, has been largely replaced by Interstate 15 (I-15).[8][10]
In addition, US 163, designated in 1970, is nowhere near US 63.[8][11] The short US 57, approved c. 1970, connects to Federal Highway 57 in Mexico, and lies west of former US 81.[8]
Several routes approved since 1980 do not follow the numbering pattern:
US 400, approved in 1994, has no "parent" since there is no US 0 or US 100.[8]
US 412, approved c. 1982, is nowhere near US 12.[8]
US 425, approved in 1989, is nowhere near US 25.[8]
While AASHTO guidelines specifically prohibit Interstate Highways and U.S. Routes from sharing a number within the same state[12] (which is why there are no Interstates 50 or 60), the initial Interstate numbering approved in 1958 violated this with I-24 and US 24 in Illinois and I-40, I-80, US 40 and US 80 in California (US 40 and US 80 were removed from California in its 1964 renumbering).[10]
Some recent and proposed Interstates, some of them out of place in the grid, also violate this: I-41 and US 41 in Wisconsin (which run concurrently),[13] I-49 and US 49 in Arkansas,[8][14] I-69 and US 69 in Texas,[8][15] and I-74 and US 74 in North Carolina (which run concurrently).[16]
Some two-digit numbers have never been applied to any U.S. Route, including 39, 47, 86 and 88.
Divided and special routes[edit]
Main articles: List of divided U.S. Routes and List of special routes of the United States Numbered Highway System
Since 1926, some divided routes were designated to serve related areas, and designate roughly-equivalent splits of routes. For instance, US 11 splits into US 11E (east) and US 11W (west) in Bristol, Virginia, and the routes rejoin in Knoxville, Tennessee. Occasionally only one of the two routes is suffixed; US 6N in Pennsylvania does not rejoin US 6 at its west end. AASHTO has been trying to eliminate these since 1934;[17] its current policy is to deny approval of new split routes and to eliminate existing ones "as rapidly as the State Highway Department and the Standing Committee on Highways can reach agreement with reference thereto".[4]
Special routes—those with a banner such as alternate or bypass—are also managed by AASHTO.[4] These are sometimes designated with lettered suffixes, like A for alternate or B for business.[18]
Naming[edit]
The official route log, last published by AASHTO in 1989, has been named United States Numbered Highways since its initial publication in 1926. Within the route log, "U.S. Route" is used in the table of contents, while "United States Highway" appears as the heading for each route. All reports of the Special Committee on Route Numbering since 1989 use "U.S. Route", and federal laws relating to highways use "United States Route" or "U.S. Route" more often than the "Highway" variants.[19] The use of U.S. Route or U.S. Highway on a local level depends on the state, with some states such as Delaware using "route" and others such as Colorado using "highway".[20][21]
History[edit]
Early auto trails[edit]
Main article: Auto trail
In 1903, Horatio Nelson Jackson became the first documented person to drive an automobile from San Francisco to New York using only a connection of dirt roads, cow paths, and railroad beds. His journey, covered by the press, became a national sensation and called for a system of long distance roads.[22]
In the early 1910s, auto trail organizations—most prominently the Lincoln Highway—began to spring up, marking and promoting routes for the new recreation of long-distance automobile travel. While many of these organizations worked with towns and states along the route to improve the roadways, others simply chose a route based on towns that were willing to pay dues, put up signs, and did little else.[1]
Planning[edit]
Wisconsin was the first state in the U.S. to number its highways, erecting signs in May 1918.[1] Other states soon followed. In 1922 the New England states got together to establish the six-state New England Interstate Routes.[23]
Behind the scenes, the federal aid program had begun with the passage of the Federal Aid Road Act of 1916, providing 50% monetary support from the federal government for improvement of major roads. The Federal Aid Highway Act of 1921 limited the routes to 7% of each state's roads, while 3 in every 7 roads had to be "interstate in character". Identification of these main roads was completed in 1923.[1]
The American Association of State Highway Officials (AASHO), formed in 1914 to help establish roadway standards, began to plan a system of marked and numbered "interstate highways" at its 1924 meeting.[24] AASHO recommended that the Secretary of Agriculture work with the states to designate these routes.[1]
Secretary Howard M. Gore appointed the Joint Board on Interstate Highways, as recommended by AASHO, on March 2, 1925. The Board was composed of 21 state highway officials and three federal Bureau of Public Roads officials. At the first meeting, on April 20 and 21, the group chose the name "U.S. Highway" as the designation for the routes. They decided that the system would not be limited to the federal-aid network; if the best route did not receive federal funds, it would still be included. The tentative design for the U.S. Highway shield was also chosen,[25] based on the shield found on the Great Seal of the United States.[1]
The auto trail associations rejected the elimination of the highway names. Six regional meetings were held to hammer out the details—May 15 for the West, May 27 for the Mississippi Valley, June 3 for the Great Lakes, June 8 for the South, June 15 for the North Atlantic, and June 15 for New England. Representatives of the auto trail associations were not able to formally address the meetings. However, as a compromise, they talked with the Joint Board members. The associations finally settled on a general agreement with the numbering plans, as named trails would still be included. The tentative system added up to 81,000 miles (130,000 km), 2.8% of the public road mileage at the time.[1]
1926 and 1948 versions of the U.S. Route shield
The second full meeting was held August 3 and 4, 1925. At that meeting, discussion was held over the appropriate density of routes. William F. Williams of Massachusetts and Frederick S. Greene of New York favored a system of only major transcontinental highways, while many states recommended a large number of roads of only regional importance. Greene in particular intended New York's system to have four major through routes as an example to the other states. Many states agreed in general with the scope of the system, but believed the Midwest to have added too many routes to the system. The group adopted the shield, with few modifications from the original sketch, at that meeting, as well as the decision to number rather than name the routes. A preliminary numbering system, with eight major east–west and ten major north–south routes, was deferred to a numbering committee "without instructions".[1]
After working with states to get their approval, the committee expanded the highway system to 75,800 miles (122,000 km), or 2.6% of total mileage, over 50% more than the plan approved August 4. The skeleton of the numbering plan was suggested on August 27 by Edwin Warley James of the BPR, who matched parity to direction, and laid out a rough grid. Major routes from the earlier map were assigned numbers ending in 0, 1 or 5 (5 was soon relegated to less-major status), and short connections received three-digit numbers based on the main highway from which they spurred. The five-man committee met September 25, and submitted the final report to the Joint Board secretary on October 26.[1] The board sent the report to the Secretary of Agriculture of October 30, and he approved it November 18, 1925.[9]
Disagreement and refinement, 1925–26[edit]
The "final" U.S. Highway plan as approved November 11, 1926
The new system was both praised and criticized by local newspapers, often depending on whether that city was connected to a major route. While the Lincoln Highway Association understood and supported the plan, partly because they were assured of getting the US 30 designation as much as possible, most other trail associations lamented their obsolescence. At their January 14–15, 1926 meeting, AASHO was flooded with complaints.[1]
In the Northeast, New York held out for fewer routes designated as US highways. The Pennsylvania representative, who had not attended the local meetings, convinced AASHO to add a dense network of routes, which had the effect of giving six routes termini along the state line. (Only US 220 still ends near the state line, and now it ends at an intersection with future I-86.) Because US 20 seemed indirect, passing through Yellowstone National Park, Idaho and Oregon requested that US 30 be swapped with US 20 to the Pacific coast.[1]
Many local disputes arose related to the committee's choices between designation of two roughly equal parallel routes, which were often competing auto trails. At their January meeting, AASHO approved the first two of many split routes (specifically US 40 between Manhattan, Kansas and Limon, Colorado and US 50 between Baldwin City, Kansas and Garden City, Kansas). In effect, each of the two routes received the same number, with a directional suffix indicating its relation to the other. These splits were initially shown in the log as—for instance—US 40 North and US 40 South, but were always posted as simply US 40N and US 40S.[1]
The most heated argument, however, was the issue of US 60. The Joint Board had assigned that number to the Chicago-Los Angeles route, which ran more north–south than west–east in Illinois, and then angled sharply to the southwest to Oklahoma City, from where it ran west to Los Angeles. Kentucky strongly objected to this designated route, as it had been left off any of the major east-west routes, instead receiving the US 62 designation. In January 1926, the committee designated this, along with the part of US 52 east of Ashland, Kentucky, as US 60. They assigned US 62 to the Chicago-Los Angeles route, contingent on the approval of the states along the former US 60. But Missouri and Oklahoma did object—Missouri had already printed maps, and Oklahoma had prepared signs. A compromise was proposed, in which US 60 would split at Springfield, Missouri, into US 60E and US 60N, but both sides objected. The final solution resulted in the assignment of US 66 to the Chicago-Los Angeles portion of the US highway, which did not end in zero, but was still seen as a satisfyingly round number.[1] Route 66 came to have a prominent place in popular culture, being featured in song and films.
With 32 states already marking their routes, the plan was approved by AASHO on November 11, 1926.[1] This plan included a number of directionally split routes, several discontinuous routes (including US 6, US 19 and US 50), and some termini at state lines.[26] By the time the first route log was published in April 1927, major numbering changes had been made in Pennsylvania in order to align the routes to the existing auto trails.[27] In addition, U.S. Route 15 had been extended across Virginia.[28]
Much of the early criticism of the U.S. Highway System focused on the choice of numbers to designate the highways, rather than names. Some thought a numbered highway system to be cold compared to the more colorful names and historic value of the auto trail systems. The New York Times wrote, "The traveler may shed tears as he drives the Lincoln Highway or dream dreams as he speeds over the Jefferson Highway, but how can he get a 'kick' out of 46, 55 or 33 or 21?"[29] (A popular song later promised, "Get your kicks on Route 66!") The writer Ernest McGaffey was quoted as saying, "Logarithms will take the place of legends, and 'hokum' for history."[1]
Expansion and adjustment, 1926–56[edit]
This sign, photographed in 1941 on US 99 between Seattle, Washington, and Portland, Oregon, illustrates one rationale for a federal highway system: national defense.
When the U.S. numbered system was started in 1925, a few optional routings were established which were designated with a suffixed letter after the number indicating "north", "south", "east", or "west". While a few roads in the system are still numbered in this manner, AASHO believes that they should be eliminated wherever possible, by the absorption of one of the optional routes into another route.
In 1934, AASHO tried to eliminate many of the split routes by removing them from the log, and designating one of each pair as a three-digit or alternate route, or in one case US 37. AASHO described its renumbering concept in the October 1934 issue of American Highways:[17]
"Wherever an alternate route is not suitable for its own unique two-digit designation, standard procedure assigns the unqualified number to the older or shorter route, while the other route uses the same number marked by a standard strip above its shield carrying the word 'Alternate'."
Most states adhere to this approach. However, some maintain legacy routes that violate the rules in various ways. Examples can be found in California, Mississippi, Nebraska, Oregon, and Tennessee. In 1952, AASHO permanently recognized the splits in US 11,[17] US 19, US 25, US 31, US 45, US 49, US 73, and US 99.[17]
For the most part, the U.S. Routes were the primary means of inter-city vehicle travel; the main exceptions were toll roads such as the Pennsylvania Turnpike and parkway routes such as the Merritt Parkway. Many of the first high-speed roads were U.S. Highways: the Gulf Freeway carried US 75,[30] the Pasadena Freeway carried US 66,[31] and the Pulaski Skyway carried US 1 and US 9.[32]
Interstate era, 1956–present[edit]
1961 version of the U.S. Route shield
The Federal Aid Highway Act of 1956 appropriated funding for the Interstate Highway System, to construct a vast network of freeways across the country. By 1957, AASHO had decided to assign a new grid to the new routes, to be numbered in the opposite directions as the U.S. Highway grid. Though the Interstate numbers were to supplement, rather than replace, the U.S. Route numbers, in many cases (especially in the west) the US highways were rerouted along the new Interstates.[10] Major decommissioning of former routes began with California's highway renumbering in 1964. The 1985 removal of US 66 is often seen as the end of an era of US highways.[33]
A few major connections not served by Interstate Highways include US 6 from Hartford, Connecticut, to Providence, Rhode Island; US 101 from Los Angeles to San Francisco; and US 93 from Phoenix, Arizona to Las Vegas, Nevada. Three state capitals in the contiguous U.S. are served only by U.S. Routes: Dover, Delaware; Jefferson City, Missouri; and Pierre, South Dakota.
In 1995 the National Highway System was defined to include both the Interstate Highway System and other roads designated as important to the nation's economy, defense, and mobility.
AASHTO is in the process of eliminating all intrastate U.S. Highways less than 300 miles (480 km) in length "as rapidly as the State Highway Department and the Standing Committee on Highways of the American Association of State Highway and Transportation Officials can reach agreement with reference thereto". New additions to the system must serve more than one state and "substantially meet the current AASHTO design standards".[4] A version of this policy has been in place since 1937.[34]
The 1925 routes[edit]
The original major transcontinental routes in 1925, along with the auto trails which they roughly replaced, were as follows:[9]
US 1, Fort Kent, Maine, to Miami, Florida: Atlantic Highway
US 11, Rouses Point, New York, to New Orleans, Louisiana
US 21, Cleveland, Ohio, to Jacksonville, Florida (where it met US 1)
US 31, Mackinaw City, Michigan, to Mobile, Alabama
US 41, Copper Harbor, Michigan, to Tampa, Florida: Dixie Highway
US 51, Hurley, Wisconsin, to New Orleans, Louisiana
US 61, Canadian border north of Grand Marais, Minnesota, to New Orleans, Louisiana
US 71, International Falls, Minnesota, to Baton Rouge, Louisiana (where it met US 61): Jefferson Highway
US 81, Canadian border north of Pembina, North Dakota, to Laredo, Texas: Meridian Highway
US 91, Great Falls, Montana, to south of Las Vegas, Nevada
US 101, Port Angeles, Washington, to San Diego, California: Pacific Highway
US 2, Houlton, Maine, to Bonners Ferry, Idaho
US 10, Detroit, Michigan, to Seattle, Washington: National Parks Highway
US 20, Boston, Massachusetts, to Newport, Oregon
US 30, Atlantic City, New Jersey, to Astoria, Oregon: Lincoln Highway
US 40, Atlantic City, New Jersey, to San Francisco, California: Victory Highway
US 50, Annapolis, Maryland, to Wadsworth, Nevada (where it met US 40)
US 60, Chicago, Illinois, to Los Angeles, California
US 70, Morehead City, North Carolina, to Holbrook, Arizona (where it met US 60)
US 80, Savannah, Georgia, to San Diego, California: Dixie Overland Highway
US 90, Jacksonville, Florida to Van Horn, Texas, (where it met US 80): Old Spanish Trail
US 10, US 60, and US 90 only ran about two thirds of the way across the country, while US 11 and US 60 ran significantly diagonally. US 60's violation of two of the conventions would prove to be one of the major sticking points; US 60 eventually was designated as US 66 in 1926, and later it became popular in the culture. US 101 continues east and then south to end at Olympia, Washington.[26] The western terminus of US 2 is now at Everett, Washington.[8]
See also[edit]
U.S. Roads portal
Book: U.S. Highway System
National Highway System (United States)
New England road marking system
United States Numbered Bicycle Routes
Notes[edit]
Jump up ^ The American Association of State Highway Officials (AASHO) was renamed the American Association of State Highway and Transportation Officials (AASHTO) on November 11, 1973.[2]
Jump up ^ As of 1989[update].[3]
Jump up ^ Exceptions to this rule do occur. Both US 24 and I-24 exist within the state of Illinois, and more recently, I-41 was designed on top of US 41 in Wisconsin.
References[edit]
Footnotes[edit]
^ Jump up to: a b c d e f g h i j k l m n o Weingroff, Richard F. (April 7, 2011). "From Names to Numbers: The Origins of the US Numbered Highway System". Highway History. Federal Highway Administration. Retrieved June 10, 2011.
Jump up ^ Federal Highway Administration (December 4, 2012). "November 13". Highway History. Federal Highway Administration. Retrieved August 18, 2013.
^ Jump up to: a b AASHTO Special Committee on U.S. Route Numbering (1989). United States Numbered Highways (PDF) (5th ed.). American Association of State Highway and Transportation Officials. p. iv. Retrieved March 16, 2012.
^ Jump up to: a b c d e f American Association of State Highway and Transportation Officials (January 2000). "Establishment and Development of United States Numbered Highways" (PDF). AASHTO Transportation Policy Book. AASHTO. Retrieved January 16, 2014.
Jump up ^ Rand McNally (2013). The Road Atlas: United States, Canada & Mexico (Map) (2013 Walmart ed.). Chicago: Rand McNally. p. 32, § A9; p. 83, §§ D15, D19; p. 92, § J8. ISBN 0-528-00626-6.
Jump up ^ "Ask the Rambler: What Is The Longest Road in the United States?". Federal Highway Administration. April 7, 2011. Retrieved April 11, 2010.
^ Jump up to: a b McNichol (2006), p. 71.
^ Jump up to: a b c d e f g h i j Rand McNally (2009). The Road Atlas and Travel Guide (Map). Scale not given. Chicago: Rand McNally. ISBN 978-0-528-94209-9.
^ Jump up to: a b c Secretary of Agriculture (November 18, 1925). Report of Joint Board on Interstate Highways, October 30, 1925 (Report). US Department of Agriculture.
^ Jump up to: a b c Esso & General Drafting (1966). United States Featuring the Interstate Highway System (Map). [c. 1:3,870,000]. Convent Station, NJ: General Drafting. OCLC 749860157.
Jump up ^ Arizona Department of Transportation. "Arizona DOT Right-of-Way Resolutions". Arizona Department of Transportation. Retrieved March 30, 2008.
Jump up ^ American Association of State Highway and Transportation Officials (January 2000). "Establishment of a Marking System of the Routes Comprising the National System of Interstate and Defense Highways" (PDF). AASHTO Transportation Policy Book. American Association of State Highway and Transportation Officials. Retrieved December 31, 2013.
Jump up ^ Jones, Ben (December 18, 2006). "'Interstate 41' on near horizon". The Post Crescent. Appleton, Wisconsin.
Jump up ^ "Ross (AR04) Newsletter—Interstate 49". Congressman Mike Ross. June 8, 2001. Archived from the original on June 29, 2011. Retrieved January 8, 2014.
Jump up ^ Texas Department of Transportation. "I-69/TTC (Northeast Texas to Mexico)". TxDOT. Archived from the original on December 14, 2007. Retrieved January 8, 2014.
Jump up ^ Woodard, Johnny (October 8, 2008). "I-74 four-lane to Lumberton opened" (PDF). The Laurinburg Exchange. Retrieved June 7, 2009.
^ Jump up to: a b c d Weingroff, Richard F. (April 7, 2011). "US 11 Rouses Point, New York, to New Orleans, Louisiana". Highway History. Federal Highway Administration. Retrieved June 9, 2011.
Jump up ^ For example, compare the following for an alternate route in Ohio:
Ohio Department of Transportation Office of Technical Services, GIS/Mapping Section (2011). Official Transportation Map (Map). 1 in=9 mi. Columbus: Ohio Department of Transportation. §§ B2–F2.
Google (May 5, 2013). "Street View of US 20A/SR 15 near Pioneer, OH" (Map). Google Maps. Google. Retrieved May 5, 2013.
Rand McNally (2013). The Road Atlas: United States, Canada & Mexico (Map) (2013 Walmart ed.). 1 mi=12 mi. Chicago: Rand McNally. p. 78. §§ NE2–NE6. ISBN 0-528-00626-6.
Jump up ^ Google searches on thomas.loc.gov for "United States Route", "U.S. Route", "United States Highway" and "U.S. Highway"
Jump up ^ Delaware Department of Transportation (2006). "2006 Traffic Count and Mileage Report" (PDF). Delaware Department of Transportation. Retrieved June 10, 2011.
Jump up ^ Colorado Department of Transportation. "Segment Descriptions for Highway 006". Colorado Department of Transportation. Retrieved June 10, 2011.
Jump up ^ Duncan & Burns (2003), p. ix.
Jump up ^ "Motor Sign Uniformity". The New York Times. April 16, 1922.
Jump up ^ McNichol (2006), p. 67.
Jump up ^ McNichol (2006), p. 121.
^ Jump up to: 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. Retrieved November 7, 2013 – via Wikimedia Commons.
Jump up ^ Weingroff, Richard F. (April 7, 2011). "US 22: The William Penn Highway". Highway History. Federal Highway Administration. Retrieved June 9, 2011.
Jump up ^ "United States Numbered Highways". American Highways. American Association of State Highway Officials. April 1927. ISSN 0002-8746.
Jump up ^ McNichol (2006), p. 78.
Jump up ^ Feldstein, Dan (June 27, 1999). "A rare quiet interlude for area's first freeway/ Next major upgrade: Causeway in 2002". Houston Chronicle. Retrieved June 9, 2009.
Jump up ^ Correspondence between the Division of Highways and American Association of State Highway Officials, transcribed at "State Route 66". California Highways. Retrieved June 10, 2011. [unreliable source]
Jump up ^ Rand McNally (1946). Road Atlas (Map). Scale not given. Chicago: Rand McNally. p. 42. New York and Vicinity inset.
Jump up ^ "Route Renumbering: New Green Markers Will Replace Old Shields". California Highways and Public Works. 43 (3–4): 11–13. March–April 1964. ISSN 0008-1159. Retrieved June 10, 2011.
Jump up ^ "New Signing Policy on U.S. Routes". California Highways and Public Works. 15 (10): 13, 28. October 1937. ISSN 0008-1159. Retrieved July 24, 2015 – via Archive.org.
Works cited[edit]
Duncan, Dayton; Burns, Ken (2003). Horatio's Drive: America's First Road Trip (1st ed.). New York: Alfred A. Knopf. ISBN 0-375-41536-X.
McNichol, Dan (2006). The Roads that Built America: The Incredible Story of the US Interstate System. New York: Sterling Publishing. ISBN 1-4027-3468-9.
Further reading[edit]
Ingram, Tammy (2014). Dixie Highway: Road Building and the Making of the Modern South, 1900–1930. Chapel Hill: University of North Carolina Press. ISBN 9781469615523.
External links[edit]
Wikimedia Commons has media related to U.S. Highway System.
AASHTO Special Committee on U.S. Route Numbering
U.S. Numbered Highways - 1989 Edition (AASHTO)
Highway History - Other Articles (Federal Highway Administration)
"U.S. Highways: From US 1 to (US 830)". Archived from the original on December 18, 2014.
US Highway Ends: maps and terminus photos
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Subramania Bharati
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சி. சுப்ரமணிய பாரதியார்
Photograph of Subramanya Bharathi1
Born
Subramanian
(1882-12-11)11 December 1882
Ettayapuram,
Thoothukudi district,
India
Died
11 September 1921(1921-09-11) (aged 38)
Madras (Chennai), India
Residence
Triplicane, Chennai
Nationality
Indian
Other names
Bharathi, Subbaiah, Sakthi Dasan, Mahakavi, Mundasu Kavignar Veera Kavi, Selly Dasan
Occupation
Journalist, Poet, Novelist, Teacher
Known for
Indian Independence activism, Poetry, Social Reform
Notable work
Panchali Sapatham, Pappa Pattu, Kannan Pattu, Kuyil Pattu, etc.
Movement
Indian independence movement against British
Spouse(s)
Chellamma (m. 1896-1921; till his death)
Children
2
Parent(s)
Chinnaswami Subramania Iyer and Lakshmi Ammal
Signature
Chinnaswami Subramania Bharati, also known as Bharathiyar (11 December 1882 – 11 September 1921) was aTamil writer, poet and journalist, and Indian independence activist and social reformer from Tamil Nadu. Popularly known as "Mahakavi Bharati", he was a pioneer of modern Tamil poetry and is considered one of the greatest Tamil literary figures of all time. His numerous works were fiery songs kindling patriotism and nationalism during the Indian Independence movement.[1]
Born in Ettayapuram of Tirunelveli district (present day Thoothukudi) in 1882, Bharati had his early education in Tirunelveli and Varanasi and worked as a journalist with many newspapers, notable among them being the Swadesamitran and India. Bharati was also an active member of the Indian National Congress. In 1908, an arrest warrant was issued against Bharati by the government of British India for his revolutionary activities, forcing him to flee to Puducherry, where he lived until 1918.
Bharati's works were on varied themes covering religious, political and social aspects. Songs penned by Bharati are very often used in Tamil films and very many music concerts throught India and overseas countries wherever Tamil Indians live.
Contents
[hide]
1 Early life
2 Works
3 Bharati on feminism
4 Bharati on caste system
5 Legacy
6 See also
7 Notes
8 References
9 External links
Early life[edit]
Photo of Subramanya Bharathi with wife Chellamma.
Bharathiyar House in Puducherry
Artistic depiction of Subramanya Bharathi.
Bharati was born to Chinnaswami Subramania Iyer and Lakhsmi Ammal as Subbaiah on 11 December 1882 in the village of Ettayapuram. He was educated at a local high school called The M.D.T. Hindu College in Tirunelveli. From a very young age he learnt music and at eleven, he learnt poetry. It was during this time that he was conferred the title of "Bharati", the one blessed by Saraswati, the goddess of learning. Bharati lost his mother at the age of five and his father at the age of sixteen. He married Chellamma who was seven years old when he was fifteen years old. He was brought up by his father who wanted him to learn English, excel in arithmetic, and become an engineer.[2][3] Through his great efforts, he learnt 32 languages (29 Indian languages and 3 foreign languages).[citation needed]
Bharathiyar Handwriting in Tamil
During his stay in Varanasi, Bharati was exposed to Hindu spirituality and nationalism. This broadened his outlook and he learned Sanskrit, Hindi and English. In addition, he changed his outward appearance. He also grew a beard and wore a turban due to his admiration of Sikhs, influenced by his Sikh friend. Though he passed an entrance exam for a job, he returned to Ettayapuram during 1901 and started as the court poet of Raja of Ettayapuram for a couple of years. He was a Tamil teacher from August to November 1904 in Sethupathy High School in Madurai.[3] During this period, Bharati understood the need to be well-informed of the world outside and took interest in the world of journalism and the print media of the West. Bharati joined as Assistant Editor of the Swadeshamitran, a Tamil daily in 1904. In December 1905, he attended the All India Congress session held in Benaras. On his journey back home, he met Sister Nivedita, Swami Vivekananda's spiritual heir. She inspired Bharati to recognise the privileges of women and the emancipation of women exercised Bharati's mind. He visualised the new woman as an emanation of Shakti, a willing helpmate of man to build a new earth through co-operative endeavour. He considered Nivedita as his Guru and penned a couple of lyrics praising her. He attended the Indian National Congress session in Calcutta under Dadabhai Naoiroji, which demanded Swaraj and boycott of British goods.[3]
By April 1907, he started editing the Tamil weekly India and the English newspaper Bala Bharatham with M.P.T. Acharya. These newspapers were also a means of expressing Bharati's creativity, which began to peak during this period. Bharati started to publish his poems regularly in these editions. From hymns to nationalistic writings, from contemplations on the relationship between God and Man to songs on the Russian and French revolutions, Bharati's subjects were diverse.[2]
Bharati participated in the historic Surat Congress in 1907 along with V.O. Chidambaram Pillai and Mandayam Srinivachariar, which deepened the divisions within the Indian National Congress with a section preferring armed resistance, primarily led by Tilak and Aurobindo over moderate approach preferred by certain other sections. Bharati supported Tilak and Aurobindo together with V. O. Chidambaram Pillai and Kanchi Varathachariyar. Tilak openly supported armed resistance against the British.[3]
Cover page of the 1909 magazine Vijaya, published first from Madras and then from Pondicherry.
In 1908, he gave evidence in the case which had been instituted by the British against V.O. Chidambaram Pillai. In the same year, the proprietor of the journal India was arrested in Madras. Faced with the prospect of arrest, Bharati escaped to Pondicherry, which was under French rule.[4] From there he edited and published the weekly journal India, Vijaya, a Tamil daily, Bala Bharatham, an English monthly, and Suryodayam, a local weekly in Pondicherry. The British tried to suppress Bharati's output by stopping remittances and letters to the papers. Both India and Vijaya were banned in India in 1909.[3]
During his exile, Bharati had the opportunity to meet many other leaders of the revolutionary wing of the Independence movement like Aurobindo, Lajpat Rai and V.V.S. Aiyar, who had also sought asylum under the French. Bharati assisted Aurobindo in the Arya journal and later Karma Yogi in Pondicherry.[2] This was also the period when he started learning Vedic literature. Three of his greatest works namely, Kuyil Pattu, Panchali Sapatham and Kannan Pattu were composed during 1912. He also translated Vedic hymns, Patanjali's Yoga Sutra and Bhagavat Gita to Tamil.[3] Bharati entered India near Cuddalore in November 1918 and was promptly arrested. He was imprisoned in the Central prison in Cuddalore in custody for three weeks from 20 November to 14 December and was released after the intervention of Annie Besant and C.P. Ramaswamy Aiyar. He was stricken by poverty during this period, resulting in his ill health. The following year, 1919, Bharati met Mohandas Karamchand Gandhi. He resumed editing Swadesimeitran from 1920 in Madras (modern day Chennai).[5]

He was badly affected by the imprisonments and by 1920, when a General Amnesty Order finally removed restrictions on his movements, Bharati was already struggling. He was struck by an elephant named Lavanya at Parthasarathy temple, Triplicane, Chennai, whom he used to feed regularly. Although he survived the incident, a few months later his health deteriorated and he died on 11 September 1921 early morning around 1 am. Though Bharati was considered a people's poet, a great nationalist, outstanding freedom fighter and social visionary, it was recorded that there were only 14 people to attend his funeral. He delivered his last speech at Karungalpalayam Library in Erode, which was about the topic Man is Immortal.[6] The last years of his life were spent in a house in Triplicane, Chennai. The house was bought and renovated by the Government of Tamil Nadu in 1993 and named Bharati Illam (Home of Bharati).[citation needed]
Works[edit]
He who forgets not God and fails not in his duty, no matter whatever befalls him and however much he suffers, will at the end attain honour and happiness.[7]
Subramanya Bharathi's Tamil songs .
Suttum vizhi
Ninnai charan adaindhen
Chinanjiru kiliye
Senthamizh naadu ennum pothinile
Aasai mugam
Problems playing these files? See media help.
Bharati is considered as one of the pioneers of modern Tamil literature.[8] Bharati used simple words and rhythms, unlike his previous century works in Tamil, which had complex vocabulary. He also employed novel ideas and techniques in his devotional poems.[1] He used a metre called Nondi Chindu in most of his works, which was earlier used by Gopalakrisnha Bharathiar.[9]
Bharati's poetry expressed a progressive, reformist ideal. His imagery and the vigour of his verse were a forerunner to modern Tamil poetry in different aspects. He was the forerunner of a forceful kind of poetry that combined classical and contemporary elements. He had a prodigious output penning thousands of verses on diverse topics like Indian Nationalism, love songs, children's songs, songs of nature, glory of the Tamil language, and odes to prominent freedom fighters of India like Tilak, Gandhi and Lajpat Rai. He even penned an ode to New Russia and Belgium. His poetry not only includes works on Hindu deities like Shakti, Kali, Vinayagar, Murugan, Sivan, Kannan(Krishna), but also on other religious gods like Allah and Jesus. His insightful similies have been read by millions of Tamil readers. He was well-versed in various languages and translated speeches of Indian National reform leaders like Aurabindo, Bala Gangadar Tilak and Swami Vivekananda.[5]
He describes the dance of Shakthi in the following lines:
Tamil
சக்திப் பேய் தான் தலையொடு தலைகள் முட்டிச்
சட்டச் சட சட சடவென்றுடைபடு தாளம் கொட்டி அங்கே
எத்திகினிலும் நின்விழி அனல் போய் எட்டித்
தானே எரியும் கோலம் கண்டே சாகும் காலம்
அன்னை அன்னை
ஆடுங்கூத்தை நாடச் செய்தாய் என்னை
In Bharathiar's Panchali Sapatham, he compares Panchali (Draupadi) with Bharat Mata, the Pandavass with the Indians, the Kauravas with the British and the Kurukshetra war of Mahabharat to that of the Indian freedom struggle. He visualised Draupadi to India and Indian women, who were held by slavery and social clutches of the society.[2][3]
Tamil
பட்டினில் உடையும் பஞ்சினில் ஆடையும்
பண்ணி மலைகளென வீதி குவிப்போம்
கட்டித் திரவியங்கள் கொண்டு வருவார்
காசினி வணிகருக்கு அவை கொடுப்போம்
[English Translation]
We make Dresses from Silk and Cotton
In quantities as large as mountains
They bring lot of wealth
The traders around the world,
to whom we give it(dresses)
He is known to have said, "Even if Indians are divided, they are children of one Mother, where is the need for foreigners to interfere?" In the period 1910–1920, he wrote about a new and free India where there are no castes. He talks of building up India's defense, her ships sailing the high seas, success in manufacturing and universal education. He calls for sharing amongst states with wonderful imagery like the diversion of excess water of the Bengal delta to needy regions and a bridge to Sri Lanka.
Bharati also wanted to abolish starvation. He sang, "Thani oru manithanakku unavu illayenil intha jagaththinai azhithiduvom" translated as " If one single man suffers from starvation, we will destroy the entire world".
Some of his poems are translated by Jayanthasri Balakrishnan in English in her blog, though not published.[10]
Bharati on feminism[edit]
The new age women will learn many intellectual texts. They will set the base for many scientific discoveries that facilitate human life. They will expunge all backward superstitions in the society. They will present all achievements of mankind as a tribute to God. They will be cherished by the men.
Bharati is considered the first to have advocated and campaigned for women's participation in politics. He advocated greater rights for women and their education. He visualised a modern Indian woman at the vanguard of society. He was of the strong opinion that the world will prosper in knowledge and intellect if both men and women are deemed equal. He condemned the Shashtras, the procedures formulated by some orthodox Hindus and weren't held as holy by most Hindus, that suppressed women's rights. Most of his views are considered contemporary even in modern times.[11]
Bharati on caste system[edit]
Bharati also fought against the caste system in Hindu society. Although born into an orthodox Brahmin family, he never gave up his own caste identity. He considered all living beings as equal and to illustrate this he performed the upanayanam for a young Dalit man and made him a Brahmin. He also scorned the divisive tendencies being imparted into the younger generations by their elderly tutors during his time. He openly criticised the preachers for mixing their individual thoughts while teaching the Vedas and the Gita. He strongly advocated bringing the Dalits to the Hindu mainstream.
Tamil
"சாதிகள் இல்லையடி பாப்பா!-குலத்
தாழ்ச்சி உயர்ச்சி சொல்லல் பாவம்;
நீதி உயர்ந்த மதி, கல்வி-அன்பு
நிறைய உடையவர்கள் மேலோர்."
[English Translation]
There is no caste system.
It is a sin to divide people on caste basis.
The ones who are really of a superior class are the ones
excelling in being just, wise, educated and loving.
(Here he expresses the love between human beings,
where a man should not see their caste. They should see
them as human beings. Not only human beings, they
should see them as their brothers and sisters.
Which means a well educated person knows to treat
them same and not by their caste.)
Legacy[edit]
This is a photograph of writing by Mahatma Gandhi in Tamil language wishing the effort to build a monument in memory of poet Subramanya Bharathi at Ettayapuram.
The Government of India in 1987 instituted a highest National Subramanyam Bharti Award conferred along with Ministry of Human Resource Development, annually confers on writers of outstanding works in Hindi literature.
Bharathiar University, a state university named after the poet, was established in 1982 at Coimbatore.[12] There is a statue of Bharathiar at Marina Beach and also in the Indian Parliament. A Tamil Movie titled Bharati was made in the year 2000 on the life of the poet by Gnana Rajasekeran, which won National Film Award for Best Feature Film in Tamil.[13] The movie Kappalottiya Thamizhan chronicles the important struggles of V.O.Chidambaranar along with Subramanya Siva and Bharathiar with S.V. Subbaiah starring as Subramania Bharati.
Many roads are named after him, notable ones including Bharathiar road in Coimbatore and Subramaniam Bharti Marg in New Delhi.[14][15] The NGO Sevalaya runs the Mahakavi Bharatiya Higher Secondary School.[16]
In March 2013, SS Music and Ayngaran International noted British singer Adele's song "Skyfall"'s similarities to Bharati's poem Achamillai Achamillai, which contains the lyrics "Uchchi Meedhu Vaan Idindhu Veezhugindra Podhinum, Achcham Illai Achcham Illai Achcham Enbadhillaiye", which loosely translate "Skyfall"'s lyrics, "Let the sky fall, when it crumbles, we will stand tall and face it all together."[17][18]
See also[edit]
Bharathi
Notes[edit]
^ Jump up to: a b Natarajan, p. 290
^ Jump up to: a b c d University of Delhi 2005, pp. 125–126
^ Jump up to: a b c d e f g Rajagopalan 2013, p. 1
Jump up ^ "Bharati's Tamil daily Vijaya traced in Paris". The Hindu. 5 December 2004.
^ Jump up to: a b Lal 1992, pp. 4191–3
Jump up ^ "Last speech delivered in Erode". The Hindu. 15 April 2008. Retrieved 20 December 2013.
Jump up ^ "Brief Shining Moment in Judicial History". Daily News. Colombo, Sri Lanka. 11 June 2013. Retrieved 30 November 2013. – via HighBeam (subscription required)
Jump up ^ "Changing society and modern Tamil literature". Tamil issue. Asian Studies Center, Michigan State University. 4 (3/4). 1968. JSTOR 40874190. – via HighBeam (subscription required)
Jump up ^ Sahitya Akademi 1992, p. 379
Jump up ^ "jayanthasri translations". Retrieved 2017-04-20.
Jump up ^ Sivaraman 2006, pp. 71–72
Jump up ^ Gupta 2006, p. 14
Jump up ^ "SA women 'swoon' over Sanjay". Sunday Tribune. South Africa. 30 March 2008. Retrieved 30 November 2013. – via HighBeam (subscription required)
Jump up ^ "Free helmet distribution". Times of India.
Jump up ^ "Subramaniam Bharti Marg". Indian Express.
Jump up ^ "Activities: School". Sevalaya.
Jump up ^ "Bharathiar Song in James Bond Movie ?". SS Music. Retrieved 26 April 2015.
Jump up ^ "Bharathiar in Hollywood". Ayngaran International. Retrieved 26 April 2015.
References[edit]
Lal, Mohan (1992). Encyclopaedia of Indian Literature: sasay to zorgot. Sahitya Akademi. ISBN 9788126012213.
Gupta, Ameeta; Kumar, Ashish (2006). Handbook of Universities, Volume 1. Atlantic Publishers & Dist. ISBN 9788126906079.
Indian Literature: An Introduction. University of Delhi. Pearson Education India. 2005. ISBN 9788131705209.
Bharati, Subramania; Rajagopalan, Usha (2013). Panchali's Pledge. Hachette UK. ISBN 9789350095300.
Sivaraman, Mythily (2006). Fragments of a Life: A Family Archive. Zuban. ISBN 9788189013110.
Natarajan, Nalini; Nelson, Emmanuel Sampath, eds. (1996). Handbook of Twentieth-century Literatures of India. Greenwood Publishing Group. ISBN 9780313287787.
K.M., George, ed. (1992). Modern Indian Literature, an Anthology: Plays and prose. New Delhi: Sahitya Akademi. pp. 18–. ISBN 978-81-7201-324-0.
Fire In The Soul: The Life And Times of Subramania Bharati.
http://www.thehindu.com/todays-paper/tp-national/tp-tamilnadu/Bharathiar-museum-in-Cuddalore-prison-to-be-thrown-open-soon/article16630552.ece
External links[edit]
Wikimedia Commons has media related to Subramanya Bharathi.
Wikiquote has quotations related to: Subramania Bharati
Mahakavi Subramania Bharati by Bharati's Granddaughter, Dr. S. Vijaya Bharati
To know all about Mahakavi Bharathiar
Works by Subramania Bharati at LibriVox (public domain audiobooks)
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