Indyroads Wiki - User contributions [en]

Ultimate Interstates:Corridor 69

2026-10-06T19:27:02Z

Indyroads: /* Kentucky/Indiana */

[[File:corridor69.png|thumb|upright|Corridor 69 Overview]]

'''Ultimate Interstate 69''' is a planned Canamex corridor and southward extension of I‑69, carrying the route from its former southern terminus in Indianapolis, Indiana to the Mexican Border in two locations, one in Laredo, Texas via the I-69W spur and the other in Brownsville, Texas via the I-69E spur. A third southern terminus will end at Interstate 2 in Pharr, Texas via the I-69C spur.

=Current I-69 Status and Development=
'''Interstate 69''' is currently fully complete and open to traffic from Evansville, Indiana north to Port Huron, Michigan. Indiana and Kentucky have nearly completed their sections of I-69 with the only section remaining being the new Ohio River Crossing (ORX) toll bridge that will complete the corridor in both states. Some states have completed several shorter segments of the corridor that have opened to traffic, while other states sections that are proposed but have not yet started construction of their sections of the corridor.

=Indyroads Conceptual Improvements=

==Texas==
Interstate 69 in Texas starts from three origin points in the south on three main branches of the interstate. The eastern branch originates at the international border in Brownsville, the central branch originates at its terminal junction with Interstate 2, and the western branch begins at the World Trade Bridge international border crossing just north of Laredo. Each of these routes head north ultimately converging into a single interstate route. in Victoria. From there, the route continues northeast travelling through Houston along the US-59 corridor towards Livingston, Lufkin and Nacogdoches, turning east along the US-84 corridor into Louisiana. The route is under various states of construction throughout the state, mostly in the south. Many of the currently open sections have been connected together from existing freeway upgrades of the US-59, US-77, and US-281 corridors. Completed portions Interstate 69 are open in three main regions within the state, the Rio Grande Valley, Corpus Christi and Metro Houston totaling about 228.

===I-69 Main===
North of Victoria, the route enters into the Houston Metro area along US-59 until it leaves the state via US-84 north of Houston. Currently approximately 83 miles of the route is already open and designated as Interstate 69 travelling through the heart of the metro area. The signed portion of the interstate begins at mile 97 at its junction with Spur 529. Sections south of this point are complete and awaiting appproval for designation as interstate or are still under construction. Once complete it will add an additional 43 miles of contiguous interstate on the south end. To the north of the metro the interstate continues to Cleveland where it ends at its northern junction with Loop 573 near mile marker 176.7. Construction continues to the north to extend the freeway further north to Livingston which would add an additional 23 miles to the north end. This still leaves Texas far short of the overall goal towards buildout of its total of 1,076 miles of the overall I-69 corridor system as it is proposed.

===Mainline Mileage===
Mainline mileages along the I-69 system will not be contiguous. Instead, each branch of I-69 (West, Central, and South) will have their own mileages running from south to north at their respective northern termini. This varies from what we see in the DFW metro where the I-35 mileage continues along I-35E as it continues northward through the Metroplex, while I-35W mileage begins at 0 at the southern split. Instead, the main portion of I-69 will begin at Mile in Victoria where I69-W and I-69E merge instead of being a continuation of one of the branches. Ideally, if TXDOT were to make mileage contiguous it would make sense to have the I-69E mileage continue northward onto the main interstate route following the same logic, however, TXDOT has decided not to do this. Perhaps this is to reduce driver confusion, or to eliminate conflicts in which mileage to continue northward so that no branch is seen as less important that another.

===I-69 Branches===
South of Victoria, Texas Interstate 69 is planned to split into three ''suffixed'' spur routes known as I-69W, I-69C and I-69E, that will travel southward toward the border with Mexico. This marks the first time since suffixed routes were done away with that AASHTO, and the Federal Highway Administration has approved the use of suffixed Interstate routes. These were done away with long ago as they were thought to cause driver confusion, and in some cases, it made sense to do away with them to help clear up the confusion and help drivers reach their destination. However, in places like the DFW metro and MSP Metro an exception was made allowing the I-35 suffixed routes to remain. In these two cases the split has actually proven itself to be useful and provides a case study for other places where this could be used elsewhere in the country. Texas is also proposing more suffixed routes in some of its other long-term plans for development of its Ports to Plains corridor along I-27 as well as for the I-14 Fort to Port corridor. Plans for these corridors seem to be way off in the future, so it remains to be seen if this will become reality.

Currently the southernmost segments of these three spurs are completed, and TXDOT is still in progress of upgrading various sections of US-59, US-77 and US-281 in preparation for extending these spur routes further north.

====Ultimate Interstate 69W====
''Ultimate Interstate 69W'' is a proposed interstate corridor intended to connect the World Trade International Bridge and port of entry in Laredo, Texas to Victoria, Texas, forming the westernmost branch of the broader I‑69 system in South Texas. The '''''W''''' route designation was chosen because it is the western alternate spur route from I-69. The corridor would follow the US‑59 alignment as it travels northeast across the state, upgrading the existing highway to full interstate standards and constructing new bypasses where necessary.

The route begins at the international border crossing in Laredo, one of the busiest freight gateways in North America. From there, the corridor is planned to utilize portions of the Bob Bullock Loop (Loop 20), which is being upgraded in phases to support future interstate designation. Currently only a short segment of the loop from I-35 west to the border crossing is currently signed as I-69W. As the corridor leaves Laredo, the long‑term plan is to convert US‑59 into a continuous, limited‑access freeway. This includes removing at‑grade intersections, constructing grade separations, adding frontage roads for local access, and building bypasses around communities where the existing alignment is constrained or cannot be feasibly upgraded. The route will intersect I-69C in George West, TX and I-37 just east of George West at a new interchange before reaching its eastern terminus at I-69E and I-69 in Victoria.

====Ultimate Interstate 69C====
''Ultimate Interstate 69C''' is a partially completed branch of I‑69 in South Texas. It branches off from I-69W in George West heading south to I-2 in Pharr. The '''''C''''' route designation was chosen because it is the central branch of the overall I‑69 system. The route follows the existing US‑281 corridor, which serves as a major freight and passenger artery through the Rio Grande Valley and the rapidly growing cities of Edinburg, Pharr, and McAllen.

This highway travels to the border region, which has several international crossings, including the Pharr–Reynosa International Bridge, which is one of the busiest commercial crossings in the region, handling significant truck traffic bound for the interior United States. Currently 18 miles of the US-281 have already been upgraded to interstate standards and have already been signed as I-69C, and TXDOT is currently under construction to extend that further north to TX-186 near Linn, TX. eventually this will continue northward to Falfurrias, TX as segments continue to be upgraded over the next several years. As the corridor continues northward, the long‑term plan is to convert the remaining expressway segments into a fully controlled‑access freeway. This includes removing remaining at‑grade intersections, constructing new interchanges, and building bypasses where needed (with Bypasses around Premont and Alice having already been constructed). Approaching George West and the US‑59 junction, I‑69C will end at a new junction with I-69W just west of I-37.

====Ultimate Interstate 69E====
''Ultimate Interstate 69E''' is a partially completed branch of I‑69 in South Texas. It branches off from I-69W in Victoria heading south to Brownsville, TX. The '''''E''''' route designation was chosen because it is the eastern branch of the overall I‑69 system. The route follows the existing US‑77 corridor, which also serves as a major freight and passenger artery to the Rio Grande Valley. Of the three branches of the I-69 system, I-69E has the most completed miles with two completed sections.

The first completed section runs northward about 57 miles from its terminus at West University Blvd in Brownsville just north of the ''Veterans-Los Tomates International Bridge''. From there the route travels northward to its junction with I-169 and then I-2 further north in Harlingen and then ultimately ending at the Yturria ranch north of Raymondville. Construction is underway to extend this further to the north. The second completed section is further north hear Corpus Christi where about 8 miles of interstate is complete and signed from the Driscoll Bypass up to I-37 in Calallen.

Between Raymondville and Driscoll, the corridor travels through long rural stretches where US‑77 is already divided and partially access‑controlled, amd several segments of US77 have been upgraded to freeway standards or freeway bypasses have been constructed but have not yet been signed as interstate. The long‑range plan calls for converting these segments into a continuous interstate‑grade facility by eliminating remaining at‑grade intersections, constructing new interchanges, and building bypasses around towns such as Kingsville and Refugio.

As I‑69E approaches Victoria, it will merge with I‑69W (and I‑69C), which then forms the main unified interstate corridor that connects South Texas’s three major border crossing regions with the national interstate network.

==Louisiana==
Not much in the way of progress has yet been made in developing the corridor in Louisiana. An initial route study was conducted in June of 2004, but apart from that, we see not much in the way of official projects or progress toward completion of the corridor. The routing is divided into three sections: SIU 16 from the Texas State Line near Logansport to I-49 near Stonewall, SIU 15 from Stonewall to Haughton, and SIU 14 from Haughton to Arkansas State Line. and there seems to be a little progress happening on the planning side of SIU 15 with two projects. One project that was short listed in November 2023 would construct the frontage roads from near the Stonewall-Frierson area to Ellerbe Road and LA-1. No timeline or date of completion is yet available for this. The other project involves the Port of Caddo connection link. which is a 4-lane highway planned to connect I-49 to the Port of Caddo-Bossier, and eventually to become part of I-69.

==Arkansas==

==Mississippi==

==Tennessee==

==Kentucky/Indiana==
I-69 in both Indiana and Kentucky is substantially complete. Indiana just completed its last segment of I-69 and its new interchange at I-465 loop on the southwest side of Indianapolis which opened on August 6, 2024, completing the final section of the I-69 extension between Evansville and Indianapolis. On the Kentucky side. I-69 is complete throughout the state. What remains to be constructed is the new Ohio River Crossing (ORX) toll bridge located east of Evansville. Both INDOT and the Kentucky Transportation Cabinet have just wrapped up their respective bridge approaches. The south approach in Hendersonville was completed in November of 2025, and the northern approach was completed in September 2026. These newest portions will open to traffic once the toll bridge is complete.

===Ohio River Crossing===
The '''I-69 Ohio River Crossing''' in short known as '''ORX''', is a proposed toll bridge crossing over the Ohio River that links Evansville and I-69 to the north with Henderson and I-69 to the south. Once complete it will complete a final link in the I-69 system forming a contiguous I-69 highway from South Fulton, TN to Port Huron, MI. Construction of the new bridge is expected to get underway in the Spring of 2027 and should be substantially complete by 2031. Once completed the highway will open as a tolled crossing. Tolling will be set and administered by a consortium or tolling body consisting of 5 representatives from both states and is expected to commence in January of 2032. Currently there has not been a tolling provider selected, but it is likely that it will be RiverLink. Tolls are expected to range from $3.14 for standard 2 axle vehicle with a toll transponder to up to $18.62 for a commercial vehicle using toll-by-plate.

==Purpose and Need==
The purpose and need of the project has been clearly identified by proponents of the corridor and were part of the NAFTA system of free trade routes that were proposed with the High Priority Corridor proposased from ISTEA in 2007. (research needed)

==Auxiliary Routes==
===Ultimate Interstate 169 (KY)===
'''Ultimate Interstate 169''' is a completed and signed auxiliary interstate route that connects from I-69 and proposed I-569 in Nortonville, KY to I-24 south of Hopkinsville, KY. This route was formerly the southern portion of the "Pennyrile Parkway" and was fully designated and completed as of December 2024.

===Ultimate Interstate 169 Toll (TX)===
'''Ultimate Interstate 169''' is a partially completed and signed tolled auxiliary interstate route that connects from I-69E to the port of Brownsville to the east. Currently the route is just 2.86 miles long and ends just east of I-69E at its junction with FM 1847, but it is proposed to continue eastward (southbound) to its ultimate terminus at the port entrance. The route is entirely concurrent with TX-550 Toll. I-169 only has a partial freeflow junction with I-69E favoring north-to-north and south-to-outh movements. North-to-south movements are instead completed via the use of frontage roads adjacent to the corridor. Once the corridor is complete it will likely lose its TX-550 designation in favor or the I-169 designation.

===Ultimate Interstate 269 (MS/TN)===
'''Ultimate Interstate 269''' is a partially completed Interstate loop route in the Memphis metro area, starting from the I-69/I-55 junction in Hernando, MS and looping around the east and to the north ending at the proposed I-69 in Millingson, TN. Currently the section between Hernando, MS and Arlington, TN is signed and open to traffic. North of this point the route is fully constructed to freeway standards but still retains its original designation as TN-385 until I-69 north of Memphis is constructed.

===Ultimate Interstate 369 (KY)===
'''Ultimate Interstate 369''' is a proposed auxiliary interstate route in Kentucky that would upgrade the existing Audubon Parkway from I-69 routing in Henderson, KY to the Wendell Ford Parkway in Owensboro, KY. Currently the existing parkway nearly up to interstate standards, it is unknown whether I-369 will connect all the way to the former William H. Natcher Parkway that was previously designated in March 2019 as I-165.

===Ultimate Interstate 369 (TX)===
'''Ultimate Interstate 369''' is an auxiliary interstate route in Texas that would connect from the proposed I-69 routing in Tenaha, TX to I-30 in Texarkana, TX. Currently only the northernmost segment of I-369 is signed. This is part of Loop 121, a preexisting freeway loop around Texarkana, in which the state designated the western leg as I-369. The remainder of this proposed route still remains to be constructed, and so far no upgrades have been made along the proposed corridor. Plans are being proposed however for an upgrade to the Loop 390 and US-59 corridor in Marshall, TX where I-369 would intersect with I-20. But there is no timeline for expected construction of this segment.

===Ultimate Interstate 569 (KY)===
'''Ultimate Interstate 569''' is an auxiliary interstate route in Kentucky that would designate 38.4 miles of the remaining Wendell H. Ford Western Kentucky Parkway from I-69/I-169 junction in Nortonville, KY to I-165 junction near Beaver Dam, KY ad I-569. Eventually the route will likely be extended to I-65 at Elizabethtown, KY as the entire highway is near interstate standards and would require only minor modifications to complete.

===Unnumbered Ultimate Interstate (TX-44)===
State Highway 44 in Texas has been identified by TXDOT to become part of the I-69 system as an auxiliary route connecting the towns Freer, Alice and Robstown in Texas, and ultimately ending in Corpus Christi at TX-358. Initial plans for a east-west bypass route in Robstown to connect to the existing freeway to the east have been studied by TXDOT but an outcome and potential construction timeline are currently unavailable. The possible route number for this auxiliary route has not been determined.

[[Category:Ultimate Interstates]][[Category:Visions]][[Category:Midwest US]]

Ultimate Interstates:Corridor 69

2026-10-06T18:28:01Z

Indyroads: /* Louisiana */

[[File:corridor69.png|thumb|upright|Corridor 69 Overview]]

'''Ultimate Interstate 69''' is a planned Canamex corridor and southward extension of I‑69, carrying the route from its former southern terminus in Indianapolis, Indiana to the Mexican Border in two locations, one in Laredo, Texas via the I-69W spur and the other in Brownsville, Texas via the I-69E spur. A third southern terminus will end at Interstate 2 in Pharr, Texas via the I-69C spur.

=Current I-69 Status and Development=
'''Interstate 69''' is currently fully complete and open to traffic from Evansville, Indiana north to Port Huron, Michigan. Indiana and Kentucky have nearly completed their sections of I-69 with the only section remaining being the new Ohio River Crossing (ORX) toll bridge that will complete the corridor in both states. Some states have completed several shorter segments of the corridor that have opened to traffic, while other states sections that are proposed but have not yet started construction of their sections of the corridor.

=Indyroads Conceptual Improvements=

==Texas==
Interstate 69 in Texas starts from three origin points in the south on three main branches of the interstate. The eastern branch originates at the international border in Brownsville, the central branch originates at its terminal junction with Interstate 2, and the western branch begins at the World Trade Bridge international border crossing just north of Laredo. Each of these routes head north ultimately converging into a single interstate route. in Victoria. From there, the route continues northeast travelling through Houston along the US-59 corridor towards Livingston, Lufkin and Nacogdoches, turning east along the US-84 corridor into Louisiana. The route is under various states of construction throughout the state, mostly in the south. Many of the currently open sections have been connected together from existing freeway upgrades of the US-59, US-77, and US-281 corridors. Completed portions Interstate 69 are open in three main regions within the state, the Rio Grande Valley, Corpus Christi and Metro Houston totaling about 228.

===I-69 Main===
North of Victoria, the route enters into the Houston Metro area along US-59 until it leaves the state via US-84 north of Houston. Currently approximately 83 miles of the route is already open and designated as Interstate 69 travelling through the heart of the metro area. The signed portion of the interstate begins at mile 97 at its junction with Spur 529. Sections south of this point are complete and awaiting appproval for designation as interstate or are still under construction. Once complete it will add an additional 43 miles of contiguous interstate on the south end. To the north of the metro the interstate continues to Cleveland where it ends at its northern junction with Loop 573 near mile marker 176.7. Construction continues to the north to extend the freeway further north to Livingston which would add an additional 23 miles to the north end. This still leaves Texas far short of the overall goal towards buildout of its total of 1,076 miles of the overall I-69 corridor system as it is proposed.

===Mainline Mileage===
Mainline mileages along the I-69 system will not be contiguous. Instead, each branch of I-69 (West, Central, and South) will have their own mileages running from south to north at their respective northern termini. This varies from what we see in the DFW metro where the I-35 mileage continues along I-35E as it continues northward through the Metroplex, while I-35W mileage begins at 0 at the southern split. Instead, the main portion of I-69 will begin at Mile in Victoria where I69-W and I-69E merge instead of being a continuation of one of the branches. Ideally, if TXDOT were to make mileage contiguous it would make sense to have the I-69E mileage continue northward onto the main interstate route following the same logic, however, TXDOT has decided not to do this. Perhaps this is to reduce driver confusion, or to eliminate conflicts in which mileage to continue northward so that no branch is seen as less important that another.

===I-69 Branches===
South of Victoria, Texas Interstate 69 is planned to split into three ''suffixed'' spur routes known as I-69W, I-69C and I-69E, that will travel southward toward the border with Mexico. This marks the first time since suffixed routes were done away with that AASHTO, and the Federal Highway Administration has approved the use of suffixed Interstate routes. These were done away with long ago as they were thought to cause driver confusion, and in some cases, it made sense to do away with them to help clear up the confusion and help drivers reach their destination. However, in places like the DFW metro and MSP Metro an exception was made allowing the I-35 suffixed routes to remain. In these two cases the split has actually proven itself to be useful and provides a case study for other places where this could be used elsewhere in the country. Texas is also proposing more suffixed routes in some of its other long-term plans for development of its Ports to Plains corridor along I-27 as well as for the I-14 Fort to Port corridor. Plans for these corridors seem to be way off in the future, so it remains to be seen if this will become reality.

Currently the southernmost segments of these three spurs are completed, and TXDOT is still in progress of upgrading various sections of US-59, US-77 and US-281 in preparation for extending these spur routes further north.

====Ultimate Interstate 69W====
''Ultimate Interstate 69W'' is a proposed interstate corridor intended to connect the World Trade International Bridge and port of entry in Laredo, Texas to Victoria, Texas, forming the westernmost branch of the broader I‑69 system in South Texas. The '''''W''''' route designation was chosen because it is the western alternate spur route from I-69. The corridor would follow the US‑59 alignment as it travels northeast across the state, upgrading the existing highway to full interstate standards and constructing new bypasses where necessary.

The route begins at the international border crossing in Laredo, one of the busiest freight gateways in North America. From there, the corridor is planned to utilize portions of the Bob Bullock Loop (Loop 20), which is being upgraded in phases to support future interstate designation. Currently only a short segment of the loop from I-35 west to the border crossing is currently signed as I-69W. As the corridor leaves Laredo, the long‑term plan is to convert US‑59 into a continuous, limited‑access freeway. This includes removing at‑grade intersections, constructing grade separations, adding frontage roads for local access, and building bypasses around communities where the existing alignment is constrained or cannot be feasibly upgraded. The route will intersect I-69C in George West, TX and I-37 just east of George West at a new interchange before reaching its eastern terminus at I-69E and I-69 in Victoria.

====Ultimate Interstate 69C====
''Ultimate Interstate 69C''' is a partially completed branch of I‑69 in South Texas. It branches off from I-69W in George West heading south to I-2 in Pharr. The '''''C''''' route designation was chosen because it is the central branch of the overall I‑69 system. The route follows the existing US‑281 corridor, which serves as a major freight and passenger artery through the Rio Grande Valley and the rapidly growing cities of Edinburg, Pharr, and McAllen.

This highway travels to the border region, which has several international crossings, including the Pharr–Reynosa International Bridge, which is one of the busiest commercial crossings in the region, handling significant truck traffic bound for the interior United States. Currently 18 miles of the US-281 have already been upgraded to interstate standards and have already been signed as I-69C, and TXDOT is currently under construction to extend that further north to TX-186 near Linn, TX. eventually this will continue northward to Falfurrias, TX as segments continue to be upgraded over the next several years. As the corridor continues northward, the long‑term plan is to convert the remaining expressway segments into a fully controlled‑access freeway. This includes removing remaining at‑grade intersections, constructing new interchanges, and building bypasses where needed (with Bypasses around Premont and Alice having already been constructed). Approaching George West and the US‑59 junction, I‑69C will end at a new junction with I-69W just west of I-37.

====Ultimate Interstate 69E====
''Ultimate Interstate 69E''' is a partially completed branch of I‑69 in South Texas. It branches off from I-69W in Victoria heading south to Brownsville, TX. The '''''E''''' route designation was chosen because it is the eastern branch of the overall I‑69 system. The route follows the existing US‑77 corridor, which also serves as a major freight and passenger artery to the Rio Grande Valley. Of the three branches of the I-69 system, I-69E has the most completed miles with two completed sections.

The first completed section runs northward about 57 miles from its terminus at West University Blvd in Brownsville just north of the ''Veterans-Los Tomates International Bridge''. From there the route travels northward to its junction with I-169 and then I-2 further north in Harlingen and then ultimately ending at the Yturria ranch north of Raymondville. Construction is underway to extend this further to the north. The second completed section is further north hear Corpus Christi where about 8 miles of interstate is complete and signed from the Driscoll Bypass up to I-37 in Calallen.

Between Raymondville and Driscoll, the corridor travels through long rural stretches where US‑77 is already divided and partially access‑controlled, amd several segments of US77 have been upgraded to freeway standards or freeway bypasses have been constructed but have not yet been signed as interstate. The long‑range plan calls for converting these segments into a continuous interstate‑grade facility by eliminating remaining at‑grade intersections, constructing new interchanges, and building bypasses around towns such as Kingsville and Refugio.

As I‑69E approaches Victoria, it will merge with I‑69W (and I‑69C), which then forms the main unified interstate corridor that connects South Texas’s three major border crossing regions with the national interstate network.

==Louisiana==
Not much in the way of progress has yet been made in developing the corridor in Louisiana. An initial route study was conducted in June of 2004, but apart from that, we see not much in the way of official projects or progress toward completion of the corridor. The routing is divided into three sections: SIU 16 from the Texas State Line near Logansport to I-49 near Stonewall, SIU 15 from Stonewall to Haughton, and SIU 14 from Haughton to Arkansas State Line. and there seems to be a little progress happening on the planning side of SIU 15 with two projects. One project that was short listed in November 2023 would construct the frontage roads from near the Stonewall-Frierson area to Ellerbe Road and LA-1. No timeline or date of completion is yet available for this. The other project involves the Port of Caddo connection link. which is a 4-lane highway planned to connect I-49 to the Port of Caddo-Bossier, and eventually to become part of I-69.

==Arkansas==

==Mississippi==

==Tennessee==

==Kentucky/Indiana==

==Purpose and Need==
The purpose and need of the project has been clearly identified by proponents of the corridor and were part of the NAFTA system of free trade routes that were proposed with the High Priority Corridor proposased from ISTEA in 2007. (research needed)

==Auxiliary Routes==
===Ultimate Interstate 169 (KY)===
'''Ultimate Interstate 169''' is a completed and signed auxiliary interstate route that connects from I-69 and proposed I-569 in Nortonville, KY to I-24 south of Hopkinsville, KY. This route was formerly the southern portion of the "Pennyrile Parkway" and was fully designated and completed as of December 2024.

===Ultimate Interstate 169 Toll (TX)===
'''Ultimate Interstate 169''' is a partially completed and signed tolled auxiliary interstate route that connects from I-69E to the port of Brownsville to the east. Currently the route is just 2.86 miles long and ends just east of I-69E at its junction with FM 1847, but it is proposed to continue eastward (southbound) to its ultimate terminus at the port entrance. The route is entirely concurrent with TX-550 Toll. I-169 only has a partial freeflow junction with I-69E favoring north-to-north and south-to-outh movements. North-to-south movements are instead completed via the use of frontage roads adjacent to the corridor. Once the corridor is complete it will likely lose its TX-550 designation in favor or the I-169 designation.

===Ultimate Interstate 269 (MS/TN)===
'''Ultimate Interstate 269''' is a partially completed Interstate loop route in the Memphis metro area, starting from the I-69/I-55 junction in Hernando, MS and looping around the east and to the north ending at the proposed I-69 in Millingson, TN. Currently the section between Hernando, MS and Arlington, TN is signed and open to traffic. North of this point the route is fully constructed to freeway standards but still retains its original designation as TN-385 until I-69 north of Memphis is constructed.

===Ultimate Interstate 369 (KY)===
'''Ultimate Interstate 369''' is a proposed auxiliary interstate route in Kentucky that would upgrade the existing Audubon Parkway from I-69 routing in Henderson, KY to the Wendell Ford Parkway in Owensboro, KY. Currently the existing parkway nearly up to interstate standards, it is unknown whether I-369 will connect all the way to the former William H. Natcher Parkway that was previously designated in March 2019 as I-165.

===Ultimate Interstate 369 (TX)===
'''Ultimate Interstate 369''' is an auxiliary interstate route in Texas that would connect from the proposed I-69 routing in Tenaha, TX to I-30 in Texarkana, TX. Currently only the northernmost segment of I-369 is signed. This is part of Loop 121, a preexisting freeway loop around Texarkana, in which the state designated the western leg as I-369. The remainder of this proposed route still remains to be constructed, and so far no upgrades have been made along the proposed corridor. Plans are being proposed however for an upgrade to the Loop 390 and US-59 corridor in Marshall, TX where I-369 would intersect with I-20. But there is no timeline for expected construction of this segment.

===Ultimate Interstate 569 (KY)===
'''Ultimate Interstate 569''' is an auxiliary interstate route in Kentucky that would designate 38.4 miles of the remaining Wendell H. Ford Western Kentucky Parkway from I-69/I-169 junction in Nortonville, KY to I-165 junction near Beaver Dam, KY ad I-569. Eventually the route will likely be extended to I-65 at Elizabethtown, KY as the entire highway is near interstate standards and would require only minor modifications to complete.

===Unnumbered Ultimate Interstate (TX-44)===
State Highway 44 in Texas has been identified by TXDOT to become part of the I-69 system as an auxiliary route connecting the towns Freer, Alice and Robstown in Texas, and ultimately ending in Corpus Christi at TX-358. Initial plans for a east-west bypass route in Robstown to connect to the existing freeway to the east have been studied by TXDOT but an outcome and potential construction timeline are currently unavailable. The possible route number for this auxiliary route has not been determined.

[[Category:Ultimate Interstates]][[Category:Visions]][[Category:Midwest US]]

Ultimate Interstates:Corridor 69

2026-10-06T17:39:33Z

Indyroads: /* Texas */

[[File:corridor69.png|thumb|upright|Corridor 69 Overview]]

'''Ultimate Interstate 69''' is a planned Canamex corridor and southward extension of I‑69, carrying the route from its former southern terminus in Indianapolis, Indiana to the Mexican Border in two locations, one in Laredo, Texas via the I-69W spur and the other in Brownsville, Texas via the I-69E spur. A third southern terminus will end at Interstate 2 in Pharr, Texas via the I-69C spur.

=Current I-69 Status and Development=
'''Interstate 69''' is currently fully complete and open to traffic from Evansville, Indiana north to Port Huron, Michigan. Indiana and Kentucky have nearly completed their sections of I-69 with the only section remaining being the new Ohio River Crossing (ORX) toll bridge that will complete the corridor in both states. Some states have completed several shorter segments of the corridor that have opened to traffic, while other states sections that are proposed but have not yet started construction of their sections of the corridor.

=Indyroads Conceptual Improvements=

==Texas==
Interstate 69 in Texas starts from three origin points in the south on three main branches of the interstate. The eastern branch originates at the international border in Brownsville, the central branch originates at its terminal junction with Interstate 2, and the western branch begins at the World Trade Bridge international border crossing just north of Laredo. Each of these routes head north ultimately converging into a single interstate route. in Victoria. From there, the route continues northeast travelling through Houston along the US-59 corridor towards Livingston, Lufkin and Nacogdoches, turning east along the US-84 corridor into Louisiana. The route is under various states of construction throughout the state, mostly in the south. Many of the currently open sections have been connected together from existing freeway upgrades of the US-59, US-77, and US-281 corridors. Completed portions Interstate 69 are open in three main regions within the state, the Rio Grande Valley, Corpus Christi and Metro Houston totaling about 228.

===I-69 Main===
North of Victoria, the route enters into the Houston Metro area along US-59 until it leaves the state via US-84 north of Houston. Currently approximately 83 miles of the route is already open and designated as Interstate 69 travelling through the heart of the metro area. The signed portion of the interstate begins at mile 97 at its junction with Spur 529. Sections south of this point are complete and awaiting appproval for designation as interstate or are still under construction. Once complete it will add an additional 43 miles of contiguous interstate on the south end. To the north of the metro the interstate continues to Cleveland where it ends at its northern junction with Loop 573 near mile marker 176.7. Construction continues to the north to extend the freeway further north to Livingston which would add an additional 23 miles to the north end. This still leaves Texas far short of the overall goal towards buildout of its total of 1,076 miles of the overall I-69 corridor system as it is proposed.

===Mainline Mileage===
Mainline mileages along the I-69 system will not be contiguous. Instead, each branch of I-69 (West, Central, and South) will have their own mileages running from south to north at their respective northern termini. This varies from what we see in the DFW metro where the I-35 mileage continues along I-35E as it continues northward through the Metroplex, while I-35W mileage begins at 0 at the southern split. Instead, the main portion of I-69 will begin at Mile in Victoria where I69-W and I-69E merge instead of being a continuation of one of the branches. Ideally, if TXDOT were to make mileage contiguous it would make sense to have the I-69E mileage continue northward onto the main interstate route following the same logic, however, TXDOT has decided not to do this. Perhaps this is to reduce driver confusion, or to eliminate conflicts in which mileage to continue northward so that no branch is seen as less important that another.

===I-69 Branches===
South of Victoria, Texas Interstate 69 is planned to split into three ''suffixed'' spur routes known as I-69W, I-69C and I-69E, that will travel southward toward the border with Mexico. This marks the first time since suffixed routes were done away with that AASHTO, and the Federal Highway Administration has approved the use of suffixed Interstate routes. These were done away with long ago as they were thought to cause driver confusion, and in some cases, it made sense to do away with them to help clear up the confusion and help drivers reach their destination. However, in places like the DFW metro and MSP Metro an exception was made allowing the I-35 suffixed routes to remain. In these two cases the split has actually proven itself to be useful and provides a case study for other places where this could be used elsewhere in the country. Texas is also proposing more suffixed routes in some of its other long-term plans for development of its Ports to Plains corridor along I-27 as well as for the I-14 Fort to Port corridor. Plans for these corridors seem to be way off in the future, so it remains to be seen if this will become reality.

Currently the southernmost segments of these three spurs are completed, and TXDOT is still in progress of upgrading various sections of US-59, US-77 and US-281 in preparation for extending these spur routes further north.

====Ultimate Interstate 69W====
''Ultimate Interstate 69W'' is a proposed interstate corridor intended to connect the World Trade International Bridge and port of entry in Laredo, Texas to Victoria, Texas, forming the westernmost branch of the broader I‑69 system in South Texas. The '''''W''''' route designation was chosen because it is the western alternate spur route from I-69. The corridor would follow the US‑59 alignment as it travels northeast across the state, upgrading the existing highway to full interstate standards and constructing new bypasses where necessary.

The route begins at the international border crossing in Laredo, one of the busiest freight gateways in North America. From there, the corridor is planned to utilize portions of the Bob Bullock Loop (Loop 20), which is being upgraded in phases to support future interstate designation. Currently only a short segment of the loop from I-35 west to the border crossing is currently signed as I-69W. As the corridor leaves Laredo, the long‑term plan is to convert US‑59 into a continuous, limited‑access freeway. This includes removing at‑grade intersections, constructing grade separations, adding frontage roads for local access, and building bypasses around communities where the existing alignment is constrained or cannot be feasibly upgraded. The route will intersect I-69C in George West, TX and I-37 just east of George West at a new interchange before reaching its eastern terminus at I-69E and I-69 in Victoria.

====Ultimate Interstate 69C====
''Ultimate Interstate 69C''' is a partially completed branch of I‑69 in South Texas. It branches off from I-69W in George West heading south to I-2 in Pharr. The '''''C''''' route designation was chosen because it is the central branch of the overall I‑69 system. The route follows the existing US‑281 corridor, which serves as a major freight and passenger artery through the Rio Grande Valley and the rapidly growing cities of Edinburg, Pharr, and McAllen.

This highway travels to the border region, which has several international crossings, including the Pharr–Reynosa International Bridge, which is one of the busiest commercial crossings in the region, handling significant truck traffic bound for the interior United States. Currently 18 miles of the US-281 have already been upgraded to interstate standards and have already been signed as I-69C, and TXDOT is currently under construction to extend that further north to TX-186 near Linn, TX. eventually this will continue northward to Falfurrias, TX as segments continue to be upgraded over the next several years. As the corridor continues northward, the long‑term plan is to convert the remaining expressway segments into a fully controlled‑access freeway. This includes removing remaining at‑grade intersections, constructing new interchanges, and building bypasses where needed (with Bypasses around Premont and Alice having already been constructed). Approaching George West and the US‑59 junction, I‑69C will end at a new junction with I-69W just west of I-37.

====Ultimate Interstate 69E====
''Ultimate Interstate 69E''' is a partially completed branch of I‑69 in South Texas. It branches off from I-69W in Victoria heading south to Brownsville, TX. The '''''E''''' route designation was chosen because it is the eastern branch of the overall I‑69 system. The route follows the existing US‑77 corridor, which also serves as a major freight and passenger artery to the Rio Grande Valley. Of the three branches of the I-69 system, I-69E has the most completed miles with two completed sections.

The first completed section runs northward about 57 miles from its terminus at West University Blvd in Brownsville just north of the ''Veterans-Los Tomates International Bridge''. From there the route travels northward to its junction with I-169 and then I-2 further north in Harlingen and then ultimately ending at the Yturria ranch north of Raymondville. Construction is underway to extend this further to the north. The second completed section is further north hear Corpus Christi where about 8 miles of interstate is complete and signed from the Driscoll Bypass up to I-37 in Calallen.

Between Raymondville and Driscoll, the corridor travels through long rural stretches where US‑77 is already divided and partially access‑controlled, amd several segments of US77 have been upgraded to freeway standards or freeway bypasses have been constructed but have not yet been signed as interstate. The long‑range plan calls for converting these segments into a continuous interstate‑grade facility by eliminating remaining at‑grade intersections, constructing new interchanges, and building bypasses around towns such as Kingsville and Refugio.

As I‑69E approaches Victoria, it will merge with I‑69W (and I‑69C), which then forms the main unified interstate corridor that connects South Texas’s three major border crossing regions with the national interstate network.

==Louisiana==

==Arkansas==

==Mississippi==

==Tennessee==

==Kentucky/Indiana==

==Purpose and Need==
The purpose and need of the project has been clearly identified by proponents of the corridor and were part of the NAFTA system of free trade routes that were proposed with the High Priority Corridor proposased from ISTEA in 2007. (research needed)

==Auxiliary Routes==
===Ultimate Interstate 169 (KY)===
'''Ultimate Interstate 169''' is a completed and signed auxiliary interstate route that connects from I-69 and proposed I-569 in Nortonville, KY to I-24 south of Hopkinsville, KY. This route was formerly the southern portion of the "Pennyrile Parkway" and was fully designated and completed as of December 2024.

===Ultimate Interstate 169 Toll (TX)===
'''Ultimate Interstate 169''' is a partially completed and signed tolled auxiliary interstate route that connects from I-69E to the port of Brownsville to the east. Currently the route is just 2.86 miles long and ends just east of I-69E at its junction with FM 1847, but it is proposed to continue eastward (southbound) to its ultimate terminus at the port entrance. The route is entirely concurrent with TX-550 Toll. I-169 only has a partial freeflow junction with I-69E favoring north-to-north and south-to-outh movements. North-to-south movements are instead completed via the use of frontage roads adjacent to the corridor. Once the corridor is complete it will likely lose its TX-550 designation in favor or the I-169 designation.

===Ultimate Interstate 269 (MS/TN)===
'''Ultimate Interstate 269''' is a partially completed Interstate loop route in the Memphis metro area, starting from the I-69/I-55 junction in Hernando, MS and looping around the east and to the north ending at the proposed I-69 in Millingson, TN. Currently the section between Hernando, MS and Arlington, TN is signed and open to traffic. North of this point the route is fully constructed to freeway standards but still retains its original designation as TN-385 until I-69 north of Memphis is constructed.

===Ultimate Interstate 369 (KY)===
'''Ultimate Interstate 369''' is a proposed auxiliary interstate route in Kentucky that would upgrade the existing Audubon Parkway from I-69 routing in Henderson, KY to the Wendell Ford Parkway in Owensboro, KY. Currently the existing parkway nearly up to interstate standards, it is unknown whether I-369 will connect all the way to the former William H. Natcher Parkway that was previously designated in March 2019 as I-165.

===Ultimate Interstate 369 (TX)===
'''Ultimate Interstate 369''' is an auxiliary interstate route in Texas that would connect from the proposed I-69 routing in Tenaha, TX to I-30 in Texarkana, TX. Currently only the northernmost segment of I-369 is signed. This is part of Loop 121, a preexisting freeway loop around Texarkana, in which the state designated the western leg as I-369. The remainder of this proposed route still remains to be constructed, and so far no upgrades have been made along the proposed corridor. Plans are being proposed however for an upgrade to the Loop 390 and US-59 corridor in Marshall, TX where I-369 would intersect with I-20. But there is no timeline for expected construction of this segment.

===Ultimate Interstate 569 (KY)===
'''Ultimate Interstate 569''' is an auxiliary interstate route in Kentucky that would designate 38.4 miles of the remaining Wendell H. Ford Western Kentucky Parkway from I-69/I-169 junction in Nortonville, KY to I-165 junction near Beaver Dam, KY ad I-569. Eventually the route will likely be extended to I-65 at Elizabethtown, KY as the entire highway is near interstate standards and would require only minor modifications to complete.

===Unnumbered Ultimate Interstate (TX-44)===
State Highway 44 in Texas has been identified by TXDOT to become part of the I-69 system as an auxiliary route connecting the towns Freer, Alice and Robstown in Texas, and ultimately ending in Corpus Christi at TX-358. Initial plans for a east-west bypass route in Robstown to connect to the existing freeway to the east have been studied by TXDOT but an outcome and potential construction timeline are currently unavailable. The possible route number for this auxiliary route has not been determined.

[[Category:Ultimate Interstates]][[Category:Visions]][[Category:Midwest US]]

Ultimate Interstates:Corridor 69

2026-10-06T17:38:06Z

Indyroads: /* Mileage Markers */

[[File:corridor69.png|thumb|upright|Corridor 69 Overview]]

'''Ultimate Interstate 69''' is a planned Canamex corridor and southward extension of I‑69, carrying the route from its former southern terminus in Indianapolis, Indiana to the Mexican Border in two locations, one in Laredo, Texas via the I-69W spur and the other in Brownsville, Texas via the I-69E spur. A third southern terminus will end at Interstate 2 in Pharr, Texas via the I-69C spur.

=Current I-69 Status and Development=
'''Interstate 69''' is currently fully complete and open to traffic from Evansville, Indiana north to Port Huron, Michigan. Indiana and Kentucky have nearly completed their sections of I-69 with the only section remaining being the new Ohio River Crossing (ORX) toll bridge that will complete the corridor in both states. Some states have completed several shorter segments of the corridor that have opened to traffic, while other states sections that are proposed but have not yet started construction of their sections of the corridor.

=Indyroads Conceptual Improvements=

==Texas==
Interstate 69 in Texas starts from three origin points in the south on three main branches of the interstate. The eastern branch originates at the international border in Brownsville, the central branch originates at its terminal junction with Interstate 2, and the western branch begins at the World Trade Bridge international border crossing just north of Laredo. Each of these routes head north ultimately converging into a single interstate route. in Victoria. From there, the route continues northeast travelling through Houston along the US-59 corridor towards Livingston, Lufkin and Nacogdoches, turning east along the US-84 corridor into Louisiana. The route is under various states of construction throughout the state, mostly in the south. Many of the currently open sections have been connected together from existing freeway upgrades of the US-59, US-77, and US-281 corridors. Completed portions Interstate 69 are open in three main regions within the state, the Rio Grande Valley, Corpus Christi and Metro Houston totaling about 228.

===I-69 Branches===
South of Victoria, Texas Interstate 69 is planned to split into three ''suffixed'' spur routes known as I-69W, I-69C and I-69E, that will travel southward toward the border with Mexico. This marks the first time since suffixed routes were done away with that AASHTO, and the Federal Highway Administration has approved the use of suffixed Interstate routes. These were done away with long ago as they were thought to cause driver confusion, and in some cases, it made sense to do away with them to help clear up the confusion and help drivers reach their destination. However, in places like the DFW metro and MSP Metro an exception was made allowing the I-35 suffixed routes to remain. In these two cases the split has actually proven itself to be useful and provides a case study for other places where this could be used elsewhere in the country. Texas is also proposing more suffixed routes in some of its other long-term plans for development of its Ports to Plains corridor along I-27 as well as for the I-14 Fort to Port corridor. Plans for these corridors seem to be way off in the future, so it remains to be seen if this will become reality.

Currently the southernmost segments of these three spurs are completed, and TXDOT is still in progress of upgrading various sections of US-59, US-77 and US-281 in preparation for extending these spur routes further north.

====Ultimate Interstate 69W====
''Ultimate Interstate 69W'' is a proposed interstate corridor intended to connect the World Trade International Bridge and port of entry in Laredo, Texas to Victoria, Texas, forming the westernmost branch of the broader I‑69 system in South Texas. The '''''W''''' route designation was chosen because it is the western alternate spur route from I-69. The corridor would follow the US‑59 alignment as it travels northeast across the state, upgrading the existing highway to full interstate standards and constructing new bypasses where necessary.

The route begins at the international border crossing in Laredo, one of the busiest freight gateways in North America. From there, the corridor is planned to utilize portions of the Bob Bullock Loop (Loop 20), which is being upgraded in phases to support future interstate designation. Currently only a short segment of the loop from I-35 west to the border crossing is currently signed as I-69W. As the corridor leaves Laredo, the long‑term plan is to convert US‑59 into a continuous, limited‑access freeway. This includes removing at‑grade intersections, constructing grade separations, adding frontage roads for local access, and building bypasses around communities where the existing alignment is constrained or cannot be feasibly upgraded. The route will intersect I-69C in George West, TX and I-37 just east of George West at a new interchange before reaching its eastern terminus at I-69E and I-69 in Victoria.

====Ultimate Interstate 69C====
''Ultimate Interstate 69C''' is a partially completed branch of I‑69 in South Texas. It branches off from I-69W in George West heading south to I-2 in Pharr. The '''''C''''' route designation was chosen because it is the central branch of the overall I‑69 system. The route follows the existing US‑281 corridor, which serves as a major freight and passenger artery through the Rio Grande Valley and the rapidly growing cities of Edinburg, Pharr, and McAllen.

This highway travels to the border region, which has several international crossings, including the Pharr–Reynosa International Bridge, which is one of the busiest commercial crossings in the region, handling significant truck traffic bound for the interior United States. Currently 18 miles of the US-281 have already been upgraded to interstate standards and have already been signed as I-69C, and TXDOT is currently under construction to extend that further north to TX-186 near Linn, TX. eventually this will continue northward to Falfurrias, TX as segments continue to be upgraded over the next several years. As the corridor continues northward, the long‑term plan is to convert the remaining expressway segments into a fully controlled‑access freeway. This includes removing remaining at‑grade intersections, constructing new interchanges, and building bypasses where needed (with Bypasses around Premont and Alice having already been constructed). Approaching George West and the US‑59 junction, I‑69C will end at a new junction with I-69W just west of I-37.

====Ultimate Interstate 69E====
''Ultimate Interstate 69E''' is a partially completed branch of I‑69 in South Texas. It branches off from I-69W in Victoria heading south to Brownsville, TX. The '''''E''''' route designation was chosen because it is the eastern branch of the overall I‑69 system. The route follows the existing US‑77 corridor, which also serves as a major freight and passenger artery to the Rio Grande Valley. Of the three branches of the I-69 system, I-69E has the most completed miles with two completed sections.

The first completed section runs northward about 57 miles from its terminus at West University Blvd in Brownsville just north of the ''Veterans-Los Tomates International Bridge''. From there the route travels northward to its junction with I-169 and then I-2 further north in Harlingen and then ultimately ending at the Yturria ranch north of Raymondville. Construction is underway to extend this further to the north. The second completed section is further north hear Corpus Christi where about 8 miles of interstate is complete and signed from the Driscoll Bypass up to I-37 in Calallen.

Between Raymondville and Driscoll, the corridor travels through long rural stretches where US‑77 is already divided and partially access‑controlled, amd several segments of US77 have been upgraded to freeway standards or freeway bypasses have been constructed but have not yet been signed as interstate. The long‑range plan calls for converting these segments into a continuous interstate‑grade facility by eliminating remaining at‑grade intersections, constructing new interchanges, and building bypasses around towns such as Kingsville and Refugio.

As I‑69E approaches Victoria, it will merge with I‑69W (and I‑69C), forming a unified interstate corridor that connects South Texas’s three major border crossing regions with the national interstate network.

===I-69 Main===
North of Victoria, the route enters into the Houston Metro area along US-59 until it leaves the state via US-84 north of Houston. Currently approximately 83 miles of the route is already open and designated as Interstate 69 travelling through the heart of the metro area. The signed portion of the interstate begins at mile 97 at its junction with Spur 529. Sections south of this point are complete and awaiting appproval for designation as interstate or are still under construction. Once complete it will add an additional 43 miles of contiguous interstate on the south end. To the north of the metro the interstate continues to Cleveland where it ends at its northern junction with Loop 573 near mile marker 176.7. Construction continues to the north to extend the freeway further north to Livingston which would add an additional 23 miles to the north end. This still leaves Texas far short of the overall goal towards buildout of its total of 1,076 miles of the overall I-69 corridor system as it is proposed.

===Mainline Mileage===
Mainline mileages along the I-69 system will not be contiguous. Instead, each branch of I-69 (West, Central, and South) will have their own mileages running from south to north at their respective northern termini. This varies from what we see in the DFW metro where the I-35 mileage continues along I-35E as it continues northward through the Metroplex, while I-35W mileage begins at 0 at the southern split. Instead, the main portion of I-69 will begin at Mile in Victoria where I69-W and I-69E merge instead of being a continuation of one of the branches. Ideally, if TXDOT were to make mileage contiguous it would make sense to have the I-69E mileage continue northward onto the main interstate route following the same logic, however, TXDOT has decided not to do this. Perhaps this is to reduce driver confusion, or to eliminate conflicts in which mileage to continue northward so that no branch is seen as less important that another.

==Louisiana==

==Arkansas==

==Mississippi==

==Tennessee==

==Kentucky/Indiana==

==Purpose and Need==
The purpose and need of the project has been clearly identified by proponents of the corridor and were part of the NAFTA system of free trade routes that were proposed with the High Priority Corridor proposased from ISTEA in 2007. (research needed)

==Auxiliary Routes==
===Ultimate Interstate 169 (KY)===
'''Ultimate Interstate 169''' is a completed and signed auxiliary interstate route that connects from I-69 and proposed I-569 in Nortonville, KY to I-24 south of Hopkinsville, KY. This route was formerly the southern portion of the "Pennyrile Parkway" and was fully designated and completed as of December 2024.

===Ultimate Interstate 169 Toll (TX)===
'''Ultimate Interstate 169''' is a partially completed and signed tolled auxiliary interstate route that connects from I-69E to the port of Brownsville to the east. Currently the route is just 2.86 miles long and ends just east of I-69E at its junction with FM 1847, but it is proposed to continue eastward (southbound) to its ultimate terminus at the port entrance. The route is entirely concurrent with TX-550 Toll. I-169 only has a partial freeflow junction with I-69E favoring north-to-north and south-to-outh movements. North-to-south movements are instead completed via the use of frontage roads adjacent to the corridor. Once the corridor is complete it will likely lose its TX-550 designation in favor or the I-169 designation.

===Ultimate Interstate 269 (MS/TN)===
'''Ultimate Interstate 269''' is a partially completed Interstate loop route in the Memphis metro area, starting from the I-69/I-55 junction in Hernando, MS and looping around the east and to the north ending at the proposed I-69 in Millingson, TN. Currently the section between Hernando, MS and Arlington, TN is signed and open to traffic. North of this point the route is fully constructed to freeway standards but still retains its original designation as TN-385 until I-69 north of Memphis is constructed.

===Ultimate Interstate 369 (KY)===
'''Ultimate Interstate 369''' is a proposed auxiliary interstate route in Kentucky that would upgrade the existing Audubon Parkway from I-69 routing in Henderson, KY to the Wendell Ford Parkway in Owensboro, KY. Currently the existing parkway nearly up to interstate standards, it is unknown whether I-369 will connect all the way to the former William H. Natcher Parkway that was previously designated in March 2019 as I-165.

===Ultimate Interstate 369 (TX)===
'''Ultimate Interstate 369''' is an auxiliary interstate route in Texas that would connect from the proposed I-69 routing in Tenaha, TX to I-30 in Texarkana, TX. Currently only the northernmost segment of I-369 is signed. This is part of Loop 121, a preexisting freeway loop around Texarkana, in which the state designated the western leg as I-369. The remainder of this proposed route still remains to be constructed, and so far no upgrades have been made along the proposed corridor. Plans are being proposed however for an upgrade to the Loop 390 and US-59 corridor in Marshall, TX where I-369 would intersect with I-20. But there is no timeline for expected construction of this segment.

===Ultimate Interstate 569 (KY)===
'''Ultimate Interstate 569''' is an auxiliary interstate route in Kentucky that would designate 38.4 miles of the remaining Wendell H. Ford Western Kentucky Parkway from I-69/I-169 junction in Nortonville, KY to I-165 junction near Beaver Dam, KY ad I-569. Eventually the route will likely be extended to I-65 at Elizabethtown, KY as the entire highway is near interstate standards and would require only minor modifications to complete.

===Unnumbered Ultimate Interstate (TX-44)===
State Highway 44 in Texas has been identified by TXDOT to become part of the I-69 system as an auxiliary route connecting the towns Freer, Alice and Robstown in Texas, and ultimately ending in Corpus Christi at TX-358. Initial plans for a east-west bypass route in Robstown to connect to the existing freeway to the east have been studied by TXDOT but an outcome and potential construction timeline are currently unavailable. The possible route number for this auxiliary route has not been determined.

[[Category:Ultimate Interstates]][[Category:Visions]][[Category:Midwest US]]

Ultimate Interstates:Corridor 69

2026-10-04T14:02:05Z

Indyroads: /* Texas */

[[File:corridor69.png|thumb|upright|Corridor 69 Overview]]

'''Ultimate Interstate 69''' is a planned Canamex corridor and southward extension of I‑69, carrying the route from its former southern terminus in Indianapolis, Indiana to the Mexican Border in two locations, one in Laredo, Texas via the I-69W spur and the other in Brownsville, Texas via the I-69E spur. A third southern terminus will end at Interstate 2 in Pharr, Texas via the I-69C spur.

=Current I-69 Status and Development=
'''Interstate 69''' is currently fully complete and open to traffic from Evansville, Indiana north to Port Huron, Michigan. Indiana and Kentucky have nearly completed their sections of I-69 with the only section remaining being the new Ohio River Crossing (ORX) toll bridge that will complete the corridor in both states. Some states have completed several shorter segments of the corridor that have opened to traffic, while other states sections that are proposed but have not yet started construction of their sections of the corridor.

=Indyroads Conceptual Improvements=

==Texas==
Interstate 69 in Texas starts from three origin points in the south on three main branches of the interstate. The eastern branch originates at the international border in Brownsville, the central branch originates at its terminal junction with Interstate 2, and the western branch begins at the World Trade Bridge international border crossing just north of Laredo. Each of these routes head north ultimately converging into a single interstate route. in Victoria. From there, the route continues northeast travelling through Houston along the US-59 corridor towards Livingston, Lufkin and Nacogdoches, turning east along the US-84 corridor into Louisiana. The route is under various states of construction throughout the state, mostly in the south. Many of the currently open sections have been connected together from existing freeway upgrades of the US-59, US-77, and US-281 corridors. Completed portions Interstate 69 are open in three main regions within the state, the Rio Grande Valley, Corpus Christi and Metro Houston totaling about 228.

===I-69 Branches===
South of Victoria, Texas Interstate 69 is planned to split into three ''suffixed'' spur routes known as I-69W, I-69C and I-69E, that will travel southward toward the border with Mexico. This marks the first time since suffixed routes were done away with that AASHTO, and the Federal Highway Administration has approved the use of suffixed Interstate routes. These were done away with long ago as they were thought to cause driver confusion, and in some cases, it made sense to do away with them to help clear up the confusion and help drivers reach their destination. However, in places like the DFW metro and MSP Metro an exception was made allowing the I-35 suffixed routes to remain. In these two cases the split has actually proven itself to be useful and provides a case study for other places where this could be used elsewhere in the country. Texas is also proposing more suffixed routes in some of its other long-term plans for development of its Ports to Plains corridor along I-27 as well as for the I-14 Fort to Port corridor. Plans for these corridors seem to be way off in the future, so it remains to be seen if this will become reality.

Currently the southernmost segments of these three spurs are completed, and TXDOT is still in progress of upgrading various sections of US-59, US-77 and US-281 in preparation for extending these spur routes further north.

====Ultimate Interstate 69W====
''Ultimate Interstate 69W'' is a proposed interstate corridor intended to connect the World Trade International Bridge and port of entry in Laredo, Texas to Victoria, Texas, forming the westernmost branch of the broader I‑69 system in South Texas. The '''''W''''' route designation was chosen because it is the western alternate spur route from I-69. The corridor would follow the US‑59 alignment as it travels northeast across the state, upgrading the existing highway to full interstate standards and constructing new bypasses where necessary.

The route begins at the international border crossing in Laredo, one of the busiest freight gateways in North America. From there, the corridor is planned to utilize portions of the Bob Bullock Loop (Loop 20), which is being upgraded in phases to support future interstate designation. Currently only a short segment of the loop from I-35 west to the border crossing is currently signed as I-69W. As the corridor leaves Laredo, the long‑term plan is to convert US‑59 into a continuous, limited‑access freeway. This includes removing at‑grade intersections, constructing grade separations, adding frontage roads for local access, and building bypasses around communities where the existing alignment is constrained or cannot be feasibly upgraded. The route will intersect I-69C in George West, TX and I-37 just east of George West at a new interchange before reaching its eastern terminus at I-69E and I-69 in Victoria.

====Ultimate Interstate 69C====
''Ultimate Interstate 69C''' is a partially completed branch of I‑69 in South Texas. It branches off from I-69W in George West heading south to I-2 in Pharr. The '''''C''''' route designation was chosen because it is the central branch of the overall I‑69 system. The route follows the existing US‑281 corridor, which serves as a major freight and passenger artery through the Rio Grande Valley and the rapidly growing cities of Edinburg, Pharr, and McAllen.

This highway travels to the border region, which has several international crossings, including the Pharr–Reynosa International Bridge, which is one of the busiest commercial crossings in the region, handling significant truck traffic bound for the interior United States. Currently 18 miles of the US-281 have already been upgraded to interstate standards and have already been signed as I-69C, and TXDOT is currently under construction to extend that further north to TX-186 near Linn, TX. eventually this will continue northward to Falfurrias, TX as segments continue to be upgraded over the next several years. As the corridor continues northward, the long‑term plan is to convert the remaining expressway segments into a fully controlled‑access freeway. This includes removing remaining at‑grade intersections, constructing new interchanges, and building bypasses where needed (with Bypasses around Premont and Alice having already been constructed). Approaching George West and the US‑59 junction, I‑69C will end at a new junction with I-69W just west of I-37.

====Ultimate Interstate 69E====
''Ultimate Interstate 69E''' is a partially completed branch of I‑69 in South Texas. It branches off from I-69W in Victoria heading south to Brownsville, TX. The '''''E''''' route designation was chosen because it is the eastern branch of the overall I‑69 system. The route follows the existing US‑77 corridor, which also serves as a major freight and passenger artery to the Rio Grande Valley. Of the three branches of the I-69 system, I-69E has the most completed miles with two completed sections.

The first completed section runs northward about 57 miles from its terminus at West University Blvd in Brownsville just north of the ''Veterans-Los Tomates International Bridge''. From there the route travels northward to its junction with I-169 and then I-2 further north in Harlingen and then ultimately ending at the Yturria ranch north of Raymondville. Construction is underway to extend this further to the north. The second completed section is further north hear Corpus Christi where about 8 miles of interstate is complete and signed from the Driscoll Bypass up to I-37 in Calallen.

Between Raymondville and Driscoll, the corridor travels through long rural stretches where US‑77 is already divided and partially access‑controlled, amd several segments of US77 have been upgraded to freeway standards or freeway bypasses have been constructed but have not yet been signed as interstate. The long‑range plan calls for converting these segments into a continuous interstate‑grade facility by eliminating remaining at‑grade intersections, constructing new interchanges, and building bypasses around towns such as Kingsville and Refugio.

As I‑69E approaches Victoria, it will merge with I‑69W (and I‑69C), forming a unified interstate corridor that connects South Texas’s three major border crossing regions with the national interstate network.

===I-69 Main===
North of Victoria, the route enters into the Houston Metro area along US-59 until it leaves the state via US-84 north of Houston. Currently approximately 83 miles of the route is already open and designated as Interstate 69 travelling through the heart of the metro area. The signed portion of the interstate begins at mile 97 at its junction with Spur 529. Sections south of this point are complete and awaiting appproval for designation as interstate or are still under construction. Once complete it will add an additional 43 miles of contiguous interstate on the south end. To the north of the metro the interstate continues to Cleveland where it ends at its northern junction with Loop 573 near mile marker 176.7. Construction continues to the north to extend the freeway further north to Livingston which would add an additional 23 miles to the north end. This still leaves Texas far short of the overall goal towards buildout of its total of 1,076 miles of the overall I-69 corridor system as it is proposed.

===Mileage Markers===
Mile 0 of I-69 will begin at Victoria instead of being a continuation of one of the branches of I-69 to the south.

==Louisiana==

==Arkansas==

==Mississippi==

==Tennessee==

==Kentucky/Indiana==

==Purpose and Need==
The purpose and need of the project has been clearly identified by proponents of the corridor and were part of the NAFTA system of free trade routes that were proposed with the High Priority Corridor proposased from ISTEA in 2007. (research needed)

==Auxiliary Routes==
===Ultimate Interstate 169 (KY)===
'''Ultimate Interstate 169''' is a completed and signed auxiliary interstate route that connects from I-69 and proposed I-569 in Nortonville, KY to I-24 south of Hopkinsville, KY. This route was formerly the southern portion of the "Pennyrile Parkway" and was fully designated and completed as of December 2024.

===Ultimate Interstate 169 Toll (TX)===
'''Ultimate Interstate 169''' is a partially completed and signed tolled auxiliary interstate route that connects from I-69E to the port of Brownsville to the east. Currently the route is just 2.86 miles long and ends just east of I-69E at its junction with FM 1847, but it is proposed to continue eastward (southbound) to its ultimate terminus at the port entrance. The route is entirely concurrent with TX-550 Toll. I-169 only has a partial freeflow junction with I-69E favoring north-to-north and south-to-outh movements. North-to-south movements are instead completed via the use of frontage roads adjacent to the corridor. Once the corridor is complete it will likely lose its TX-550 designation in favor or the I-169 designation.

===Ultimate Interstate 269 (MS/TN)===
'''Ultimate Interstate 269''' is a partially completed Interstate loop route in the Memphis metro area, starting from the I-69/I-55 junction in Hernando, MS and looping around the east and to the north ending at the proposed I-69 in Millingson, TN. Currently the section between Hernando, MS and Arlington, TN is signed and open to traffic. North of this point the route is fully constructed to freeway standards but still retains its original designation as TN-385 until I-69 north of Memphis is constructed.

===Ultimate Interstate 369 (KY)===
'''Ultimate Interstate 369''' is a proposed auxiliary interstate route in Kentucky that would upgrade the existing Audubon Parkway from I-69 routing in Henderson, KY to the Wendell Ford Parkway in Owensboro, KY. Currently the existing parkway nearly up to interstate standards, it is unknown whether I-369 will connect all the way to the former William H. Natcher Parkway that was previously designated in March 2019 as I-165.

===Ultimate Interstate 369 (TX)===
'''Ultimate Interstate 369''' is an auxiliary interstate route in Texas that would connect from the proposed I-69 routing in Tenaha, TX to I-30 in Texarkana, TX. Currently only the northernmost segment of I-369 is signed. This is part of Loop 121, a preexisting freeway loop around Texarkana, in which the state designated the western leg as I-369. The remainder of this proposed route still remains to be constructed, and so far no upgrades have been made along the proposed corridor. Plans are being proposed however for an upgrade to the Loop 390 and US-59 corridor in Marshall, TX where I-369 would intersect with I-20. But there is no timeline for expected construction of this segment.

===Ultimate Interstate 569 (KY)===
'''Ultimate Interstate 569''' is an auxiliary interstate route in Kentucky that would designate 38.4 miles of the remaining Wendell H. Ford Western Kentucky Parkway from I-69/I-169 junction in Nortonville, KY to I-165 junction near Beaver Dam, KY ad I-569. Eventually the route will likely be extended to I-65 at Elizabethtown, KY as the entire highway is near interstate standards and would require only minor modifications to complete.

===Unnumbered Ultimate Interstate (TX-44)===
State Highway 44 in Texas has been identified by TXDOT to become part of the I-69 system as an auxiliary route connecting the towns Freer, Alice and Robstown in Texas, and ultimately ending in Corpus Christi at TX-358. Initial plans for a east-west bypass route in Robstown to connect to the existing freeway to the east have been studied by TXDOT but an outcome and potential construction timeline are currently unavailable. The possible route number for this auxiliary route has not been determined.

[[Category:Ultimate Interstates]][[Category:Visions]][[Category:Midwest US]]

Ultimate Interstates:Corridor 69

2026-10-02T00:44:48Z

Indyroads: /* Indyroads Conceptual Improvements */

[[File:corridor69.png|thumb|upright|Corridor 69 Overview]]

'''Ultimate Interstate 69''' is a planned Canamex corridor and southward extension of I‑69, carrying the route from its former southern terminus in Indianapolis, Indiana to the Mexican Border in two locations, one in Laredo, Texas via the I-69W spur and the other in Brownsville, Texas via the I-69E spur. A third southern terminus will end at Interstate 2 in Pharr, Texas via the I-69C spur.

=Current I-69 Status and Development=
'''Interstate 69''' is currently fully complete and open to traffic from Evansville, Indiana north to Port Huron, Michigan. Indiana and Kentucky have nearly completed their sections of I-69 with the only section remaining being the new Ohio River Crossing (ORX) toll bridge that will complete the corridor in both states. Some states have completed several shorter segments of the corridor that have opened to traffic, while other states sections that are proposed but have not yet started construction of their sections of the corridor.

=Indyroads Conceptual Improvements=

==Texas==
Interstate 69 in Texas starts from three origin points in the south on three main branches of the interstate. The eastern branch originates at the international border in Brownsville, the central branch originates at its terminal junction with Interstate 2, and the western branch begins at the World Trade Bridge international border crossing just north of Laredo. Each of these routes head north ultimately converging into a single interstate route. in Victoria. From there, the route continues northeast travelling through Houston along the US-59 corridor towards Livingston, Lufkin and Nacogdoches, turning east along the US-84 corridor into Louisiana. The route is under various states of construction throughout the state, mostly in the south. Many of the currently open sections have been connected together from existing freeway upgrades of the US-59, US-77, and US-281 corridors. Completed portions Interstate 69 are open in three main regions within the state, the Rio Grande Valley, Corpus Christi and Metro Houston totaling about 228.

===South Texas===
South of Victoria, Texas Interstate 69 is planned to split into three ''suffixed'' spur routes known as I-69W, I-69C and I-69E, that will travel southward toward the border with Mexico. This marks the first time since suffixed routes were done away with that AASHTO, and the Federal Highway Administration has approved the use of suffixed Interstate routes. These were done away with long ago as they were thought to cause driver confusion, and in some cases, it made sense to do away with them to help clear up the confusion and help drivers reach their destination. However, in places like the DFW metro and MSP Metro an exception was made allowing the I-35 suffixed routes to remain. In these two cases the split has actually proven itself to be useful and provides a case study for other places where this could be used elsewhere in the country. Texas is also proposing more suffixed routes in some of its other long-term plans for development of its Ports to Plains corridor along I-27 as well as for the I-14 Fort to Port corridor. Plans for these corridors seem to be way off in the future, so it remains to be seen if this will become reality.

Currently the southernmost segments of these three spurs are completed, and TXDOT is still in progress of upgrading various sections of US-59, US-77 and US-281 in preparation for extending these spur routes further north.

====Ultimate Interstate 69W====
''Ultimate Interstate 69W'' is a proposed interstate corridor intended to connect the World Trade International Bridge and port of entry in Laredo, Texas to Victoria, Texas, forming the westernmost branch of the broader I‑69 system in South Texas. The '''''W''''' route designation was chosen because it is the western alternate spur route from I-69. The corridor would follow the US‑59 alignment as it travels northeast across the state, upgrading the existing highway to full interstate standards and constructing new bypasses where necessary.

The route begins at the international border crossing in Laredo, one of the busiest freight gateways in North America. From there, the corridor is planned to utilize portions of the Bob Bullock Loop (Loop 20), which is being upgraded in phases to support future interstate designation. Currently only a short segment of the loop from I-35 west to the border crossing is currently signed as I-69W. As the corridor leaves Laredo, the long‑term plan is to convert US‑59 into a continuous, limited‑access freeway. This includes removing at‑grade intersections, constructing grade separations, adding frontage roads for local access, and building bypasses around communities where the existing alignment is constrained or cannot be feasibly upgraded. The route will intersect I-69C in George West, TX and I-37 just east of George West at a new interchange before reaching its eastern terminus at I-69E and I-69 in Victoria.

====Ultimate Interstate 69C====
''Ultimate Interstate 69C''' is a partially completed branch of I‑69 in South Texas. It branches off from I-69W in George West heading south to I-2 in Pharr. The '''''C''''' route designation was chosen because it is the central branch of the overall I‑69 system. The route follows the existing US‑281 corridor, which serves as a major freight and passenger artery through the Rio Grande Valley and the rapidly growing cities of Edinburg, Pharr, and McAllen.

This highway travels to the border region, which has several international crossings, including the Pharr–Reynosa International Bridge, which is one of the busiest commercial crossings in the region, handling significant truck traffic bound for the interior United States. Currently 18 miles of the US-281 have already been upgraded to interstate standards and have already been signed as I-69C, and TXDOT is currently under construction to extend that further north to TX-186 near Linn, TX. eventually this will continue northward to Falfurrias, TX as segments continue to be upgraded over the next several years. As the corridor continues northward, the long‑term plan is to convert the remaining expressway segments into a fully controlled‑access freeway. This includes removing remaining at‑grade intersections, constructing new interchanges, and building bypasses where needed (with Bypasses around Premont and Alice having already been constructed). Approaching George West and the US‑59 junction, I‑69C will end at a new junction with I-69W just west of I-37.

====Ultimate Interstate 69E====
''Ultimate Interstate 69E''' is a partially completed branch of I‑69 in South Texas. It branches off from I-69W in Victoria heading south to Brownsville, TX. The '''''E''''' route designation was chosen because it is the eastern branch of the overall I‑69 system. The route follows the existing US‑77 corridor, which also serves as a major freight and passenger artery to the Rio Grande Valley. Of the three branches of the I-69 system, I-69E has the most completed miles with two completed sections.

The first completed section runs northward about 57 miles from its terminus at West University Blvd in Brownsville just north of the ''Veterans-Los Tomates International Bridge''. From there the route travels northward to its junction with I-169 and then I-2 further north in Harlingen and then ultimately ending at the Yturria ranch north of Raymondville. Construction is underway to extend this further to the north. The second completed section is further north hear Corpus Christi where about 8 miles of interstate is complete and signed from the Driscoll Bypass up to I-37 in Calallen.

Between Raymondville and Driscoll, the corridor travels through long rural stretches where US‑77 is already divided and partially access‑controlled, amd several segments of US77 have been upgraded to freeway standards or freeway bypasses have been constructed but have not yet been signed as interstate. The long‑range plan calls for converting these segments into a continuous interstate‑grade facility by eliminating remaining at‑grade intersections, constructing new interchanges, and building bypasses around towns such as Kingsville and Refugio.

As I‑69E approaches Victoria, it will merge with I‑69W (and I‑69C), forming a unified interstate corridor that connects South Texas’s three major border crossing regions with the national interstate network.

===Houston Metro===
North of Victoria, the route enters into the Houston Metro area along US-59 until it leaves the state via US-84 north of Houston. Currently approximately 83 miles of the route is already open and designated as Interstate 69 travelling through the heart of the metro area. The signed portion of the interstate begins at mile 97 at its junction with Spur 529. Sections south of this point are complete and awaiting appproval for designation as interstate or are still under construction. Once complete it will add an additional 43 miles of contiguous interstate on the south end. To the north of the metro the interstate continues to Cleveland where it ends at its northern junction with Loop 573 near mile marker 176.7. Construction continues to the north to extend the freeway further north to Livingston which would add an additional 23 miles to the north end. This still leaves Texas far short of the overall goal towards buildout of its total of 1,076 miles of the overall I-69 corridor system as it is proposed.

==Louisiana==

==Arkansas==

==Mississippi==

==Tennessee==

==Kentucky/Indiana==

==Purpose and Need==
The purpose and need of the project has been clearly identified by proponents of the corridor and were part of the NAFTA system of free trade routes that were proposed with the High Priority Corridor proposased from ISTEA in 2007. (research needed)

==Auxiliary Routes==
===Ultimate Interstate 169 (KY)===
'''Ultimate Interstate 169''' is a completed and signed auxiliary interstate route that connects from I-69 and proposed I-569 in Nortonville, KY to I-24 south of Hopkinsville, KY. This route was formerly the southern portion of the "Pennyrile Parkway" and was fully designated and completed as of December 2024.

===Ultimate Interstate 169 Toll (TX)===
'''Ultimate Interstate 169''' is a partially completed and signed tolled auxiliary interstate route that connects from I-69E to the port of Brownsville to the east. Currently the route is just 2.86 miles long and ends just east of I-69E at its junction with FM 1847, but it is proposed to continue eastward (southbound) to its ultimate terminus at the port entrance. The route is entirely concurrent with TX-550 Toll. I-169 only has a partial freeflow junction with I-69E favoring north-to-north and south-to-outh movements. North-to-south movements are instead completed via the use of frontage roads adjacent to the corridor. Once the corridor is complete it will likely lose its TX-550 designation in favor or the I-169 designation.

===Ultimate Interstate 269 (MS/TN)===
'''Ultimate Interstate 269''' is a partially completed Interstate loop route in the Memphis metro area, starting from the I-69/I-55 junction in Hernando, MS and looping around the east and to the north ending at the proposed I-69 in Millingson, TN. Currently the section between Hernando, MS and Arlington, TN is signed and open to traffic. North of this point the route is fully constructed to freeway standards but still retains its original designation as TN-385 until I-69 north of Memphis is constructed.

===Ultimate Interstate 369 (KY)===
'''Ultimate Interstate 369''' is a proposed auxiliary interstate route in Kentucky that would upgrade the existing Audubon Parkway from I-69 routing in Henderson, KY to the Wendell Ford Parkway in Owensboro, KY. Currently the existing parkway nearly up to interstate standards, it is unknown whether I-369 will connect all the way to the former William H. Natcher Parkway that was previously designated in March 2019 as I-165.

===Ultimate Interstate 369 (TX)===
'''Ultimate Interstate 369''' is an auxiliary interstate route in Texas that would connect from the proposed I-69 routing in Tenaha, TX to I-30 in Texarkana, TX. Currently only the northernmost segment of I-369 is signed. This is part of Loop 121, a preexisting freeway loop around Texarkana, in which the state designated the western leg as I-369. The remainder of this proposed route still remains to be constructed, and so far no upgrades have been made along the proposed corridor. Plans are being proposed however for an upgrade to the Loop 390 and US-59 corridor in Marshall, TX where I-369 would intersect with I-20. But there is no timeline for expected construction of this segment.

===Ultimate Interstate 569 (KY)===
'''Ultimate Interstate 569''' is an auxiliary interstate route in Kentucky that would designate 38.4 miles of the remaining Wendell H. Ford Western Kentucky Parkway from I-69/I-169 junction in Nortonville, KY to I-165 junction near Beaver Dam, KY ad I-569. Eventually the route will likely be extended to I-65 at Elizabethtown, KY as the entire highway is near interstate standards and would require only minor modifications to complete.

===Unnumbered Ultimate Interstate (TX-44)===
State Highway 44 in Texas has been identified by TXDOT to become part of the I-69 system as an auxiliary route connecting the towns Freer, Alice and Robstown in Texas, and ultimately ending in Corpus Christi at TX-358. Initial plans for a east-west bypass route in Robstown to connect to the existing freeway to the east have been studied by TXDOT but an outcome and potential construction timeline are currently unavailable. The possible route number for this auxiliary route has not been determined.

[[Category:Ultimate Interstates]][[Category:Visions]][[Category:Midwest US]]

Ultimate Interstates:Corridor 69

2026-10-02T00:43:21Z

Indyroads: /* Current I-69 Status and Development */

[[File:corridor69.png|thumb|upright|Corridor 69 Overview]]

'''Ultimate Interstate 69''' is a planned Canamex corridor and southward extension of I‑69, carrying the route from its former southern terminus in Indianapolis, Indiana to the Mexican Border in two locations, one in Laredo, Texas via the I-69W spur and the other in Brownsville, Texas via the I-69E spur. A third southern terminus will end at Interstate 2 in Pharr, Texas via the I-69C spur.

=Current I-69 Status and Development=
'''Interstate 69''' is currently fully complete and open to traffic from Evansville, Indiana north to Port Huron, Michigan. Indiana and Kentucky have nearly completed their sections of I-69 with the only section remaining being the new Ohio River Crossing (ORX) toll bridge that will complete the corridor in both states. Some states have completed several shorter segments of the corridor that have opened to traffic, while other states sections that are proposed but have not yet started construction of their sections of the corridor.

=Indyroads Conceptual Improvements=

==Texas==
Interstate 69 in Texas starts from three origin points in the south on three main branches of the interstate. The eastern branch originates at the international border in Brownsville, the central branch originates at its terminal junction with Interstate 2, and the western branch begins at the World Trade Bridge international border crossing just north of Laredo. Each of these routes head north ultimately converging into a single interstate route. in Victoria. From there, the route continues northeast travelling through Houston along the US-59 corridor towards Livingston, Lufkin and Nacogdoches, turning east along the US-84 corridor into Louisiana. The route is under various states of construction throughout the state, mostly in the south. Many of the currently open sections have been connected together from existing freeway upgrades of the US-59, US-77, and US-281 corridors. Completed portions Interstate 69 are open in three main regions within the state, the Rio Grande Valley, Corpus Christi and Metro Houston totaling about 228.

===South Texas===
South of Victoria, Texas Interstate 69 is planned to split into three ''suffixed'' spur routes known as I-69W, I-69C and I-69E, that will travel southward toward the border with Mexico. This marks the first time since suffixed routes were done away with that AASHTO, and the Federal Highway Administration has approved the use of suffixed Interstate routes. These were done away with long ago as they were thought to cause driver confusion, and in some cases, it made sense to do away with them to help clear up the confusion and help drivers reach their destination. However, in places like the DFW metro and MSP Metro an exception was made allowing the I-35 suffixed routes to remain. In these two cases the split has actually proven itself to be useful and provides a case study for other places where this could be used elsewhere in the country. Texas is also proposing more suffixed routes in some of its other long-term plans for development of its Ports to Plains corridor along I-27 as well as for the I-14 Fort to Port corridor. Plans for these corridors seem to be way off in the future, so it remains to be seen if this will become reality.

Currently the southernmost segments of these three spurs are completed, and TXDOT is still in progress of upgrading various sections of US-59, US-77 and US-281 in preparation for extending these spur routes further north.

====Ultimate Interstate 69W====
''Ultimate Interstate 69W'' is a proposed interstate corridor intended to connect the World Trade International Bridge and port of entry in Laredo, Texas to Victoria, Texas, forming the westernmost branch of the broader I‑69 system in South Texas. The '''''W''''' route designation was chosen because it is the western alternate spur route from I-69. The corridor would follow the US‑59 alignment as it travels northeast across the state, upgrading the existing highway to full interstate standards and constructing new bypasses where necessary.

The route begins at the international border crossing in Laredo, one of the busiest freight gateways in North America. From there, the corridor is planned to utilize portions of the Bob Bullock Loop (Loop 20), which is being upgraded in phases to support future interstate designation. Currently only a short segment of the loop from I-35 west to the border crossing is currently signed as I-69W. As the corridor leaves Laredo, the long‑term plan is to convert US‑59 into a continuous, limited‑access freeway. This includes removing at‑grade intersections, constructing grade separations, adding frontage roads for local access, and building bypasses around communities where the existing alignment is constrained or cannot be feasibly upgraded. The route will intersect I-69C in George West, TX and I-37 just east of George West at a new interchange before reaching its eastern terminus at I-69E and I-69 in Victoria.

====Ultimate Interstate 69C====
''Ultimate Interstate 69C''' is a partially completed branch of I‑69 in South Texas. It branches off from I-69W in George West heading south to I-2 in Pharr. The '''''C''''' route designation was chosen because it is the central branch of the overall I‑69 system. The route follows the existing US‑281 corridor, which serves as a major freight and passenger artery through the Rio Grande Valley and the rapidly growing cities of Edinburg, Pharr, and McAllen.

This highway travels to the border region, which has several international crossings, including the Pharr–Reynosa International Bridge, which is one of the busiest commercial crossings in the region, handling significant truck traffic bound for the interior United States. Currently 18 miles of the US-281 have already been upgraded to interstate standards and have already been signed as I-69C, and TXDOT is currently under construction to extend that further north to TX-186 near Linn, TX. eventually this will continue northward to Falfurrias, TX as segments continue to be upgraded over the next several years. As the corridor continues northward, the long‑term plan is to convert the remaining expressway segments into a fully controlled‑access freeway. This includes removing remaining at‑grade intersections, constructing new interchanges, and building bypasses where needed (with Bypasses around Premont and Alice having already been constructed). Approaching George West and the US‑59 junction, I‑69C will end at a new junction with I-69W just west of I-37.

====Ultimate Interstate 69E====
''Ultimate Interstate 69E''' is a partially completed branch of I‑69 in South Texas. It branches off from I-69W in Victoria heading south to Brownsville, TX. The '''''E''''' route designation was chosen because it is the eastern branch of the overall I‑69 system. The route follows the existing US‑77 corridor, which also serves as a major freight and passenger artery to the Rio Grande Valley. Of the three branches of the I-69 system, I-69E has the most completed miles with two completed sections.

The first completed section runs northward about 57 miles from its terminus at West University Blvd in Brownsville just north of the ''Veterans-Los Tomates International Bridge''. From there the route travels northward to its junction with I-169 and then I-2 further north in Harlingen and then ultimately ending at the Yturria ranch north of Raymondville. Construction is underway to extend this further to the north. The second completed section is further north hear Corpus Christi where about 8 miles of interstate is complete and signed from the Driscoll Bypass up to I-37 in Calallen.

Between Raymondville and Driscoll, the corridor travels through long rural stretches where US‑77 is already divided and partially access‑controlled, amd several segments of US77 have been upgraded to freeway standards or freeway bypasses have been constructed but have not yet been signed as interstate. The long‑range plan calls for converting these segments into a continuous interstate‑grade facility by eliminating remaining at‑grade intersections, constructing new interchanges, and building bypasses around towns such as Kingsville and Refugio.

As I‑69E approaches Victoria, it will merge with I‑69W (and I‑69C), forming a unified interstate corridor that connects South Texas’s three major border crossing regions with the national interstate network.

===Houston Metro===
North of Victoria, the route enters into the Houston Metro area along US-59 until it leaves the state via US-84 north of Houston. Currently approximately 83 miles of the route is already open and designated as Interstate 69 travelling through the heart of the metro area. The signed portion of the interstate begins at mile 97 at its junction with Spur 529. Sections south of this point are complete and awaiting appproval for designation as interstate or are still under construction. Once complete it will add an additional 43 miles of contiguous interstate on the south end. To the north of the metro the interstate continues to Cleveland where it ends at its northern junction with Loop 573 near mile marker 176.7. Construction continues to the north to extend the freeway further north to Livingston which would add an additional 23 miles to the north end. This still leaves Texas far short of the overall goal towards buildout of its total of 1,076 miles of the overall I-69 corridor system as it is proposed.

==Louisiana==

==Arkansas==

==Mississippi==

==Tennessee==

==Kentucky==

==Indiana==

==Michigan==

==Purpose and Need==
The purpose and need of the project has been clearly identified by proponents of the corridor and were part of the NAFTA system of free trade routes that were proposed with the High Priority Corridor proposased from ISTEA in 2007. (research needed)

==Auxiliary Routes==
===Ultimate Interstate 169 (KY)===
'''Ultimate Interstate 169''' is a completed and signed auxiliary interstate route that connects from I-69 and proposed I-569 in Nortonville, KY to I-24 south of Hopkinsville, KY. This route was formerly the southern portion of the "Pennyrile Parkway" and was fully designated and completed as of December 2024.

===Ultimate Interstate 169 Toll (TX)===
'''Ultimate Interstate 169''' is a partially completed and signed tolled auxiliary interstate route that connects from I-69E to the port of Brownsville to the east. Currently the route is just 2.86 miles long and ends just east of I-69E at its junction with FM 1847, but it is proposed to continue eastward (southbound) to its ultimate terminus at the port entrance. The route is entirely concurrent with TX-550 Toll. I-169 only has a partial freeflow junction with I-69E favoring north-to-north and south-to-outh movements. North-to-south movements are instead completed via the use of frontage roads adjacent to the corridor. Once the corridor is complete it will likely lose its TX-550 designation in favor or the I-169 designation.

===Ultimate Interstate 269 (MS/TN)===
'''Ultimate Interstate 269''' is a partially completed Interstate loop route in the Memphis metro area, starting from the I-69/I-55 junction in Hernando, MS and looping around the east and to the north ending at the proposed I-69 in Millingson, TN. Currently the section between Hernando, MS and Arlington, TN is signed and open to traffic. North of this point the route is fully constructed to freeway standards but still retains its original designation as TN-385 until I-69 north of Memphis is constructed.

===Ultimate Interstate 369 (KY)===
'''Ultimate Interstate 369''' is a proposed auxiliary interstate route in Kentucky that would upgrade the existing Audubon Parkway from I-69 routing in Henderson, KY to the Wendell Ford Parkway in Owensboro, KY. Currently the existing parkway nearly up to interstate standards, it is unknown whether I-369 will connect all the way to the former William H. Natcher Parkway that was previously designated in March 2019 as I-165.

===Ultimate Interstate 369 (TX)===
'''Ultimate Interstate 369''' is an auxiliary interstate route in Texas that would connect from the proposed I-69 routing in Tenaha, TX to I-30 in Texarkana, TX. Currently only the northernmost segment of I-369 is signed. This is part of Loop 121, a preexisting freeway loop around Texarkana, in which the state designated the western leg as I-369. The remainder of this proposed route still remains to be constructed, and so far no upgrades have been made along the proposed corridor. Plans are being proposed however for an upgrade to the Loop 390 and US-59 corridor in Marshall, TX where I-369 would intersect with I-20. But there is no timeline for expected construction of this segment.

===Ultimate Interstate 569 (KY)===
'''Ultimate Interstate 569''' is an auxiliary interstate route in Kentucky that would designate 38.4 miles of the remaining Wendell H. Ford Western Kentucky Parkway from I-69/I-169 junction in Nortonville, KY to I-165 junction near Beaver Dam, KY ad I-569. Eventually the route will likely be extended to I-65 at Elizabethtown, KY as the entire highway is near interstate standards and would require only minor modifications to complete.

===Unnumbered Ultimate Interstate (TX-44)===
State Highway 44 in Texas has been identified by TXDOT to become part of the I-69 system as an auxiliary route connecting the towns Freer, Alice and Robstown in Texas, and ultimately ending in Corpus Christi at TX-358. Initial plans for a east-west bypass route in Robstown to connect to the existing freeway to the east have been studied by TXDOT but an outcome and potential construction timeline are currently unavailable. The possible route number for this auxiliary route has not been determined.

[[Category:Ultimate Interstates]][[Category:Visions]][[Category:Midwest US]]

Ultimate Interstates:Corridor 69

2026-10-02T00:42:26Z

Indyroads: /* Texas */

[[File:corridor69.png|thumb|upright|Corridor 69 Overview]]

'''Ultimate Interstate 69''' is a planned Canamex corridor and southward extension of I‑69, carrying the route from its former southern terminus in Indianapolis, Indiana to the Mexican Border in two locations, one in Laredo, Texas via the I-69W spur and the other in Brownsville, Texas via the I-69E spur. A third southern terminus will end at Interstate 2 in Pharr, Texas via the I-69C spur.

=Current I-69 Status and Development=
'''Interstate 45''' is currently fully complete and open to traffic from Evansville, Indiana north to Port Huron, Michigan. Indiana and Kentucky have nearly completed their sections of I-69 with the only section remaining being the new Ohio River Crossing (ORX) toll bridge that will complete the corridor in both states. Some states have completed several shorter segments of the corridor that have opened to traffic, while other states sections that are proposed but have not yet started construction of their sections of the corridor.

=Indyroads Conceptual Improvements=

==Texas==
Interstate 69 in Texas starts from three origin points in the south on three main branches of the interstate. The eastern branch originates at the international border in Brownsville, the central branch originates at its terminal junction with Interstate 2, and the western branch begins at the World Trade Bridge international border crossing just north of Laredo. Each of these routes head north ultimately converging into a single interstate route. in Victoria. From there, the route continues northeast travelling through Houston along the US-59 corridor towards Livingston, Lufkin and Nacogdoches, turning east along the US-84 corridor into Louisiana. The route is under various states of construction throughout the state, mostly in the south. Many of the currently open sections have been connected together from existing freeway upgrades of the US-59, US-77, and US-281 corridors. Completed portions Interstate 69 are open in three main regions within the state, the Rio Grande Valley, Corpus Christi and Metro Houston totaling about 228.

===South Texas===
South of Victoria, Texas Interstate 69 is planned to split into three ''suffixed'' spur routes known as I-69W, I-69C and I-69E, that will travel southward toward the border with Mexico. This marks the first time since suffixed routes were done away with that AASHTO, and the Federal Highway Administration has approved the use of suffixed Interstate routes. These were done away with long ago as they were thought to cause driver confusion, and in some cases, it made sense to do away with them to help clear up the confusion and help drivers reach their destination. However, in places like the DFW metro and MSP Metro an exception was made allowing the I-35 suffixed routes to remain. In these two cases the split has actually proven itself to be useful and provides a case study for other places where this could be used elsewhere in the country. Texas is also proposing more suffixed routes in some of its other long-term plans for development of its Ports to Plains corridor along I-27 as well as for the I-14 Fort to Port corridor. Plans for these corridors seem to be way off in the future, so it remains to be seen if this will become reality.

Currently the southernmost segments of these three spurs are completed, and TXDOT is still in progress of upgrading various sections of US-59, US-77 and US-281 in preparation for extending these spur routes further north.

====Ultimate Interstate 69W====
''Ultimate Interstate 69W'' is a proposed interstate corridor intended to connect the World Trade International Bridge and port of entry in Laredo, Texas to Victoria, Texas, forming the westernmost branch of the broader I‑69 system in South Texas. The '''''W''''' route designation was chosen because it is the western alternate spur route from I-69. The corridor would follow the US‑59 alignment as it travels northeast across the state, upgrading the existing highway to full interstate standards and constructing new bypasses where necessary.

The route begins at the international border crossing in Laredo, one of the busiest freight gateways in North America. From there, the corridor is planned to utilize portions of the Bob Bullock Loop (Loop 20), which is being upgraded in phases to support future interstate designation. Currently only a short segment of the loop from I-35 west to the border crossing is currently signed as I-69W. As the corridor leaves Laredo, the long‑term plan is to convert US‑59 into a continuous, limited‑access freeway. This includes removing at‑grade intersections, constructing grade separations, adding frontage roads for local access, and building bypasses around communities where the existing alignment is constrained or cannot be feasibly upgraded. The route will intersect I-69C in George West, TX and I-37 just east of George West at a new interchange before reaching its eastern terminus at I-69E and I-69 in Victoria.

====Ultimate Interstate 69C====
''Ultimate Interstate 69C''' is a partially completed branch of I‑69 in South Texas. It branches off from I-69W in George West heading south to I-2 in Pharr. The '''''C''''' route designation was chosen because it is the central branch of the overall I‑69 system. The route follows the existing US‑281 corridor, which serves as a major freight and passenger artery through the Rio Grande Valley and the rapidly growing cities of Edinburg, Pharr, and McAllen.

This highway travels to the border region, which has several international crossings, including the Pharr–Reynosa International Bridge, which is one of the busiest commercial crossings in the region, handling significant truck traffic bound for the interior United States. Currently 18 miles of the US-281 have already been upgraded to interstate standards and have already been signed as I-69C, and TXDOT is currently under construction to extend that further north to TX-186 near Linn, TX. eventually this will continue northward to Falfurrias, TX as segments continue to be upgraded over the next several years. As the corridor continues northward, the long‑term plan is to convert the remaining expressway segments into a fully controlled‑access freeway. This includes removing remaining at‑grade intersections, constructing new interchanges, and building bypasses where needed (with Bypasses around Premont and Alice having already been constructed). Approaching George West and the US‑59 junction, I‑69C will end at a new junction with I-69W just west of I-37.

====Ultimate Interstate 69E====
''Ultimate Interstate 69E''' is a partially completed branch of I‑69 in South Texas. It branches off from I-69W in Victoria heading south to Brownsville, TX. The '''''E''''' route designation was chosen because it is the eastern branch of the overall I‑69 system. The route follows the existing US‑77 corridor, which also serves as a major freight and passenger artery to the Rio Grande Valley. Of the three branches of the I-69 system, I-69E has the most completed miles with two completed sections.

The first completed section runs northward about 57 miles from its terminus at West University Blvd in Brownsville just north of the ''Veterans-Los Tomates International Bridge''. From there the route travels northward to its junction with I-169 and then I-2 further north in Harlingen and then ultimately ending at the Yturria ranch north of Raymondville. Construction is underway to extend this further to the north. The second completed section is further north hear Corpus Christi where about 8 miles of interstate is complete and signed from the Driscoll Bypass up to I-37 in Calallen.

Between Raymondville and Driscoll, the corridor travels through long rural stretches where US‑77 is already divided and partially access‑controlled, amd several segments of US77 have been upgraded to freeway standards or freeway bypasses have been constructed but have not yet been signed as interstate. The long‑range plan calls for converting these segments into a continuous interstate‑grade facility by eliminating remaining at‑grade intersections, constructing new interchanges, and building bypasses around towns such as Kingsville and Refugio.

As I‑69E approaches Victoria, it will merge with I‑69W (and I‑69C), forming a unified interstate corridor that connects South Texas’s three major border crossing regions with the national interstate network.

===Houston Metro===
North of Victoria, the route enters into the Houston Metro area along US-59 until it leaves the state via US-84 north of Houston. Currently approximately 83 miles of the route is already open and designated as Interstate 69 travelling through the heart of the metro area. The signed portion of the interstate begins at mile 97 at its junction with Spur 529. Sections south of this point are complete and awaiting appproval for designation as interstate or are still under construction. Once complete it will add an additional 43 miles of contiguous interstate on the south end. To the north of the metro the interstate continues to Cleveland where it ends at its northern junction with Loop 573 near mile marker 176.7. Construction continues to the north to extend the freeway further north to Livingston which would add an additional 23 miles to the north end. This still leaves Texas far short of the overall goal towards buildout of its total of 1,076 miles of the overall I-69 corridor system as it is proposed.

==Louisiana==

==Arkansas==

==Mississippi==

==Tennessee==

==Kentucky==

==Indiana==

==Michigan==

==Purpose and Need==
The purpose and need of the project has been clearly identified by proponents of the corridor and were part of the NAFTA system of free trade routes that were proposed with the High Priority Corridor proposased from ISTEA in 2007. (research needed)

==Auxiliary Routes==
===Ultimate Interstate 169 (KY)===
'''Ultimate Interstate 169''' is a completed and signed auxiliary interstate route that connects from I-69 and proposed I-569 in Nortonville, KY to I-24 south of Hopkinsville, KY. This route was formerly the southern portion of the "Pennyrile Parkway" and was fully designated and completed as of December 2024.

===Ultimate Interstate 169 Toll (TX)===
'''Ultimate Interstate 169''' is a partially completed and signed tolled auxiliary interstate route that connects from I-69E to the port of Brownsville to the east. Currently the route is just 2.86 miles long and ends just east of I-69E at its junction with FM 1847, but it is proposed to continue eastward (southbound) to its ultimate terminus at the port entrance. The route is entirely concurrent with TX-550 Toll. I-169 only has a partial freeflow junction with I-69E favoring north-to-north and south-to-outh movements. North-to-south movements are instead completed via the use of frontage roads adjacent to the corridor. Once the corridor is complete it will likely lose its TX-550 designation in favor or the I-169 designation.

===Ultimate Interstate 269 (MS/TN)===
'''Ultimate Interstate 269''' is a partially completed Interstate loop route in the Memphis metro area, starting from the I-69/I-55 junction in Hernando, MS and looping around the east and to the north ending at the proposed I-69 in Millingson, TN. Currently the section between Hernando, MS and Arlington, TN is signed and open to traffic. North of this point the route is fully constructed to freeway standards but still retains its original designation as TN-385 until I-69 north of Memphis is constructed.

===Ultimate Interstate 369 (KY)===
'''Ultimate Interstate 369''' is a proposed auxiliary interstate route in Kentucky that would upgrade the existing Audubon Parkway from I-69 routing in Henderson, KY to the Wendell Ford Parkway in Owensboro, KY. Currently the existing parkway nearly up to interstate standards, it is unknown whether I-369 will connect all the way to the former William H. Natcher Parkway that was previously designated in March 2019 as I-165.

===Ultimate Interstate 369 (TX)===
'''Ultimate Interstate 369''' is an auxiliary interstate route in Texas that would connect from the proposed I-69 routing in Tenaha, TX to I-30 in Texarkana, TX. Currently only the northernmost segment of I-369 is signed. This is part of Loop 121, a preexisting freeway loop around Texarkana, in which the state designated the western leg as I-369. The remainder of this proposed route still remains to be constructed, and so far no upgrades have been made along the proposed corridor. Plans are being proposed however for an upgrade to the Loop 390 and US-59 corridor in Marshall, TX where I-369 would intersect with I-20. But there is no timeline for expected construction of this segment.

===Ultimate Interstate 569 (KY)===
'''Ultimate Interstate 569''' is an auxiliary interstate route in Kentucky that would designate 38.4 miles of the remaining Wendell H. Ford Western Kentucky Parkway from I-69/I-169 junction in Nortonville, KY to I-165 junction near Beaver Dam, KY ad I-569. Eventually the route will likely be extended to I-65 at Elizabethtown, KY as the entire highway is near interstate standards and would require only minor modifications to complete.

===Unnumbered Ultimate Interstate (TX-44)===
State Highway 44 in Texas has been identified by TXDOT to become part of the I-69 system as an auxiliary route connecting the towns Freer, Alice and Robstown in Texas, and ultimately ending in Corpus Christi at TX-358. Initial plans for a east-west bypass route in Robstown to connect to the existing freeway to the east have been studied by TXDOT but an outcome and potential construction timeline are currently unavailable. The possible route number for this auxiliary route has not been determined.

[[Category:Ultimate Interstates]][[Category:Visions]][[Category:Midwest US]]

Ultimate Interstates:Corridor 69

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Indyroads: /* Unnumbered Ultimate Interstate (TX-44) */

Ultimate Interstates:Corridor 69

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Indyroads: /* Unnumbered Ultimate Interstate (TX-44) (TX) */

Ultimate Interstates:Corridor 69

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Indyroads: /* Auxiliary Routes */

Ultimate Interstates:Corridor 69

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Indyroads: /* Texas */

Ultimate Interstates:Corridor 69

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Indyroads: /* Ultimate Interstate 69W */

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Indyroads: /* Ultimate Interstate 69W */

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Indyroads: /* Texas */

Ultimate Interstates:Corridor 69

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Indyroads: /* Auxiliary Routes */

Ultimate Interstates:Corridor 69

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Indyroads: Created page with " Corridor 69 Overview '''Ultimate Interstate 69''' is a planned Canamex corridor and southward extension of I‑69, carrying the route from its former southern terminus in Indianapolis, Indiana to the Mexican Border in two locations, one in Laredo, Texas via the I-69W spur and the other in Brownsville, Texas via the I-69E spur. A third southern terminus will end at Interstate 2 in Pharr, Texas via the I-69C spur. =Current I-69 Sta..."

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Ultimate Interstates:Corridor 45

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Indyroads: /* Oklahoma */

[[File:corridor45.png|thumb|upright|Corridor 45 Overview]]

'''Ultimate Interstate 45''' is a conceptual northward extension of I‑45, carrying the route from Dallas, Texas to Overland Park, Kansas by way of the cities of Durant, McAlester, and Muskogee in Oklahoma with potential spur routes linking the corridor to the Tulsa metropolitan area.

=Current I-45 Status and Development=
'''Interstate 45''' currently lies entirely within Texas. Although its mileage is relatively short for a major north–south corridor—especially for an Interstate ending in “5”, it plays a crucial role by linking the Dallas/Fort Worth region with Houston and Galveston. Past discussions about extending I‑45 northward have gained little momentum, but existing improvements along the corridor make such an upgrade increasingly feasible. Much of US‑75 north of Dallas already functions as a grade‑separated expressway already meeting or near interstate standards.
Moving into Oklahoma, several portions of US‑75 and US‑69 still fall short of interstate criteria, yet many upgraded expressway and freeway segments could be converted with additional bypasses and minor upgrades. In Kansas, some stretches would require new‑terrain construction while others could be upgraded from existing 2‑lane or 4‑lane highways. North of Fort Scott, US‑69 already meets interstate standards.

=Indyroads Conceptual Improvements=
The preferred routing shown in the maps would extend I‑45 north along unsigned I‑345, replacing it, then continue on US‑75 toward Oklahoma until meeting US‑69 near Denison, Texas. From there, the corridor would follow US‑69/US‑75 to Atoka, Oklahoma, then continue along US‑69 through McAlester and Muskogee to reach I‑44 (Will Rogers Turnpike) near Big Cabin.
The route would follow I‑44 for roughly 30 to 50 miles to Miami or Quapaw in Oklahoma, then shift toward on a new terrain alignment passing near the towns of Picher, Oklahoma and Baxter Springs, Kansas, tracking near Alternate US‑69 then continuing north along US‑69 toward Pittsburg and Fort Scott. After bypassing both cities, the corridor would continue along the US‑69 freeway to Overland Park, terminating at I‑35 in Lenexa.

==Texas==
Large portions of the US‑75/US‑69 corridor in Texas are already meet or are near interstate standards, and current construction activity positions the route to be fully eligible for interstate designation should a northern extension of I‑45 be considered and ultimately approved. Two major projects, one in the Dallas/Collin County region and one in Grayson County, are actively upgrading the corridor’s geometry, lane configuration, operational characteristics and interstate standards.

*'''Dallas & Collin County – Tech Lanes Conversion'''
A major project converting former HOV lanes into peak‑hour “technology lanes” is nearly complete along US‑75 from I‑635 to SH‑121/Sam Rayburn Tollway. Valued at $58 million, the work is 99% finished and opens the inside lane to all drivers for 22 hours each day, reserving peak‑hour restrictions only for HOVs, motorcycles, and low‑emission vehicles. No tolls are charged. These upgrades improve lane continuity and operational consistency—both important for interstate signing.

*'''Grayson County – Widening and Corridor Modernization'''
TxDOT is advancing a series of widening and modernization projects from the Collin County line northward through Sherman and Denison. Improvements include new U‑turn bridges in Van Alstyne and Howe, conversion of frontage roads to one‑way operation, and updated speed limits. Long‑range plans anticipate full interstate‑standard upgrades through Grayson County by approximately 2031, creating a continuous, grade‑separated corridor from Dallas to the Oklahoma border.

Taken together, these projects demonstrate that Texas is effectively preparing US‑75/US‑69 for full interstate designation. Once Oklahoma and Kansas complete their respective upgrades, the Texas portion of the corridor will be ready to carry the I‑45 shield without further major reconstruction.

==Oklahoma==
[[File:corridor45COKx.png|thumb|upright|Oklahoma Detail Map]]

The US‑69/US‑75 corridor through Oklahoma varies widely in its current level of interstate readiness. Several long segments already function as near‑interstate‑standard freeways requiring only minor geometric upgrades, while other portions will require full reconstruction, new terrain bypasses, or major access‑management improvements. The breakdown below follows the corridor from the Texas state line northward.

===Needed Improvements===
*'''State Line to Colbert (MM 0–5)''' - This segment is already a grade‑separated, limited‑access freeway. Only minor improvements—such as ramp taper adjustments and shoulder widening—are needed for full interstate compliance.

*'''Colbert to Calera Upgrade (MM 5–8.5)''' - This portion requires removal of remaining at‑grade intersections and construction of continuous service roads to maintain property access. Once completed, the segment will meet interstate standards.

*'''Calera to Northeast of Caddo (MM 8.5–29)''' - Like the southern segment, this stretch is already a grade‑separated freeway with limited access. Minor upgrades to ramp geometry and shoulders would bring it fully up to interstate requirements.

*'''Caddo to Tushka (MM 29–40)''' - Currently a 4‑lane expressway with partial access control, this segment needs frontage roads and full grade separation to meet interstate standards. Several intersections will require closure or conversion.

*'''Tushka/Atoka Bypass (MM 40–48)''' - A new‑terrain bypass is needed around Tushka and Atoka to eliminate congestion, cross‑traffic conflicts, lower speed zones, and multiple traffic signals. This would improve freight movement and safety while allowing both towns to redesign their main streets for pedestrians and local commerce. Business routes could preserve through‑traffic access for tourism and local economic vitality.

*'''Atoka to Savanna (MM 48–81)''' - Much of this corridor is a 4‑lane expressway, but several sections are undivided or lack the minimum median width required for interstate designation. New bypasses are needed around Stringtown (MM 52–55) and Kiowa (MM 72–74). Remaining portions require conversion to full freeway with service roads for property access, some of which can be built within existing right‑of‑way.

*'''Savanna Bypass and Indian Nation Turnpike Connection (MM 81–87.6)''' - A new bypass east of Savanna would begin near MM 81 and include a reconstructed interchange providing direct‑connect ramps between US‑69 south and OK‑375 (Indian Nation Turnpike) north. This would support a potential I‑345 spur into Tulsa. The bypass would rejoin the existing corridor near the south business route junction in McAlester.

*'''McAlester Expressway Conversion (MM 87.6–96.6)''' - The George Nigh Expressway is a 9‑mile expressway with partial freeway elements. To meet interstate standards, all remaining cross‑traffic must be removed, service roads converted to one‑way operation, and slip ramps added. Several interchanges already exist, making this a strong candidate for full upgrade.

*'''Lake Eufaula to South of Muskogee (MM 96.6–147.5)''' - This entire segment is already a fully grade‑separated freeway with limited access. Only minor ramp geometry refinements and a potential interchange modernization at I‑40 may be needed.

*'''Muskogee Bypass (MM 147.5–157)''' - A new western bypass around Muskogee would extend the freeway north from Summit, reconnecting with US‑69 at the south end of the Arkansas River bridge. This removes the final major urban bottleneck and provides a continuous freeway corridor.

*'''North Muskogee to South Wagoner Upgrade (MM 157–164.5)''' - This segment requires removal of remaining at‑grade intersections and construction of service roads. The US‑69/OK‑175 (Muskogee Turnpike) interchange must be upgraded to a full free‑flow system interchange.
:An alternative is to extend the Muskogee bypass further north on new alignment and tie directly into the Wagoner bypass.

*'''Wagoner Bypass (MM 164–171)''' - A new western bypass around Wagoner would provide full access control and eliminate multiple conflict points within the city.

*'''North Wagoner to I‑44 Toll (MM 171–209.5)''' -
:This segment requires freeway conversion and three bypasses:
::*Chouteau/Pryor (MM 180–194) — including a new US‑421 interchange west of the existing junction.
::*Adair (MM 201–204) — a new bypass removing several at‑grade intersections.
::*Big Cabin (MM 209) — a bypass connecting directly to I‑44 near MM 279.5.
:From MM 209.5 northward, the corridor would join the Will Rogers Turnpike.

*'''I‑44 to Kansas State Line''' - I‑45 would run concurrent with I‑44 for roughly 37-52 miles, then depart the turnpike on a new alignment northward somewhere between 2 to 17 miles east of the Miami turnpike interchange. From there the route would pass east of Miami and near Quapaw before entering Kansas west of Baxter Springs.

===Corridor 45 Alternate Routings===
There are also 4 possible recommended alternate routings are represented by the dotted blue or magenta lines on the map. All routings below are described running from South to North. Starting in Tulsa OK, each of the alternates deviate from one another as described below:

*'''Alternative Routing 1''' - follows along US69 from the Texas state line northward to the Indian-Nation Turnpike (OK-375) from there it then heads north along the turnpike to I-40 at Henryetta continuing north along US-75 bypassing Okmulgee and then continuing north until it reaches I-44 at Tulsa. From there it follows I-44 eastward and rejoins the Proposed ''Ultimate Interstate 45'' routing northward into Kansas from a new junction near Miami, OK.

*'''Alternative Routing 2''' - follows along US69 from the Texas state line northward to the Indian-Nation Turnpike (OK-375) from there it then heads north along the turnpike to I-40 at Henryetta continuing north along US-75 bypassing Okmulgee where it diverts to a new freeway/tollway alignment to the Creek Turnpike (OK-364) near Broken Arrow, OK, then following the Creek Turnpike (OK-345) northward until it reaches and rejoins I-44 east of Tulsa. From there it Follows I-44 and rejoins the Proposed ''Ultimate Interstate 45'' routing northward into Kansas from a new junction near Miami, OK

*'''Alternative Routing 3''' - follows along US69 from the Texas state line northward to the Indian-Nation Turnpike (OK-375) from there it then heads north along the turnpike to I-40 at Henryetta continuing north along US-75 bypassing Okmulgee and then continuing north until it reaches I-44 at Tulsa. From there it routes its way through Tulsa continuing northward as it follows US-169 north passing by Oologah and Nowata before heading into Kansas near Coffeyville.

*'''Alternative Routing 4''' - follows along US69 from the Texas state line northward to the Indian-Nation Turnpike (OK-375) from there it then heads north along the turnpike to I-40 at Henryetta continuing north along US-75 bypassing Okmulgee and then continuing north until it reaches I-44 at Tulsa. From there it routes its way through Tulsa continuing northward as it follows US-75 north passing by Bartlesville before heading into Kansas near Caney.

These alternatives could also serve as an East/West Split of ''Corridor 45''. With the western alternative being signed as I-45W through Tulsa and the eastern routing through Muskogee being signed as I-45E.

==Kansas==
[[File:corridor45EKSx.png|thumb|upright|Eastern Kansas Detail Map]]

'''Interstate 45''' in Kansas would most likely follow the US-69 corridor north from I-44 up the eastern side of Kansas to its expected terminus at I-35 in Lenexa. Much of the route has already been upgraded in to some extent north of Pittsburg, with only the sections from Pittsburg to the south needing to be fully upgraded. The northern 80 miles od the route is already fully up to interstate standards north of Fort Scott and can be signed immediately should the state apply to AASHTO for approval of the designation. In order for the sections to the south to become interstate, significant upgrades are needed. Bypasses are needed in Fort Scott and Pittsburg, The section of 4-lane expressway between Fort Scott and Arma needs to be grade separated and upgraded to freeway status. A Traffic study to do just that had already been completed when the route was upgraded to 4 lanes, and there is still significant space along the route to add interchanges and overpasses to complete this. South of Pittsburg however is where the heaviest lifting is needed. Much of I-45 would have to be constructed on a new alignment bypassing around Baxter Springs or potentially connecting to the new US-400 expressway to the east of Baxter Springs. If the eastern routing was chosen that would bring I-45 briefly in Missouri for less than a mile and also create about 6 or more backtrack miles in the process. Depending on the routing chosen, it is possible to upgrade some sections of existing US-69 as the routing is very rural. It is clear that Kansas does intend to upgrade this route, however it seems that their timeline is not as aggressive as it once was considering the criticism it faced from Pittsburg, Arma, and Frontenac (see below) with Kansas walking back the planned freeway bypass for minor operational and safety improvements to the existing bypass instead. This lack of additional capacity leaves us wanting and delays the ultimate buildout of the corridor as a major commerce corridor to rival the busier I-35 to the west.

===Pittsburg Bypass===
[[File:corridor45PITTx.png|thumb|upright|Pittsburg, KS Bypass]]
The '''Crawford County Corridor''' is a proposed freeway bypass project being proposed by KDOT to improve US-69 from 1 to 3 miles north of Arma to US-400 south of Pittsburg. Initially Four proposed alignments were being studied for improvements to the highway in Crawford County. Of the 4 options the second western option was chosen as the preferred option due to less right of way encroachments at the north and south ends of the project. A connecting road from the south end of the project would have then tied the new bypass to the existing route about 1 mile south of US-400/K-171. The bypass project was moving forward until the cities of Alma, Frontenac, and Pittsburg Kansas passed resolutions removing their support of the western bypass option citing concerns about the impact of the western alignment of the route and asking the state to reconsider the routing. The cities are concerned about possible negative economic impacts of moving the highway further away. These cities prefer a more centralized alternative instead. As a result, the state is going back to the study phase to consider different possible alternatives. The map to the right shows the 4 potential alternatives considered. However, it remains to be seen in the next 2 years what will come out of the study going forward.

*'''Western Routing'''
**Option 1 Begins in the north from 1/2 mile north of 650th Ave curving off to the west to about 2 miles west of existing US-69 bypassing Alma, Frontenac, and Pittsburg before ending at US-400 at the Crawford/Cherokee county line, 1/2 mile west of the Kansas Crossing casino.
**Option 2 Begins in the north from just south of 670th Ave curving off to the west to about 2 miles west of existing US-69 bypassing Alma, Frontenac, and Pittsburg before ending at US-400 at the Crawford/Cherokee county line 1 mile west of the Kansas Crossing casino. This option became the preferred option for the bypass.
**the proposed interchanges for the western options are:
***640th Ave
***K-47 (620th Ave)
***US-160 (590th Ave)
***570th Ave/West Atkinson Ave
***K-126 (W 4th St)
***520th Ave
***US-400/K-171 (End of Freeway)

*'''Central Routing'''
**follows along the existing routing to approximately 1/2 mile west of the existing routing
**the proposed interchanges for the central option are:
***N West St/Business 69
***K-47 (620th Ave)
***US-160 (590th Ave)
***W Atkinson Ave
***K-126 (W 4th St)
***Business 69/Broadway
***US-400/K-171 (End of Freeway)

*'''Eastern Routing'''
**Begins in the north from 1/2 mile north of 650th Ave curving off to the east to about 1-3 miles east of existing US-69 following a meandering route around the east sides of Alma, Frontenac, and Pittsburg before rejoining the existing US-69 alignment 1/4 mile south of the Crawford/Cherokee county line.
**the proposed interchanges for the eastern option are:
***E South St/640th Ave
***K-47 (620th Ave)
***US-160 (590th Ave)
***E Atkinson Ave/570th Ave
***K-126 (E 4th St)
***Business 69/Broadway
***US-400/K-171

====April 2025 Update====
KDOT has been continuing to go back to having open houses to determine the needs for the corridor as well as being able to address some of the concerns brought up by local residents, stakeholders, crawford county and city governments invested in process. Because of this the immediate focus of the corridor study has changed regarding immediate and potential minor improvements to be made through 2030. This corridor had been under study and planning for full freeway upgrade with preliminary plans dating all the way back to 1999, with the initial EIS/EIR study completed in 2012 with a finding of no significant inpact (FONSI) and plans to proceed with the project in late 2023. The resulting outcry and withdrawal of support from several cities has stymied the project leaving the freeway with an uncertain future and KDOT making the following statement:

<blockquote>"KDOT is currently planning upgrades to some of the traffic signals, as well as speed feedback signs. Aside from these, there are no plans for this stretch of U.S. 69 highway. KDOT wants to collect community input and analyze updated traffic and crash data before making any decisions."</blockquote>

This could leave the door open potentially for a freeway in the future, but based on the statement and details available on the project website, it appears that this may be in the distant future. One can only assume if that means 2040 or 2050 or beyond. At any rate we remain steadfast in our support of a full limited access freeway corridor maintained from I-35 to I-44 in eastern Kansas, and this includes construction of this segment as a freeway.

You can read more about the project from the [https://www.ksdot.gov/projects/southeast-kansas-projects/u-s-69-highway-study-in-crawford-county-2024 KDOT US69 Crawford County Study Website]

====June 2025 Update====

KDOT has come back with its final concepts for improvements to be made to the Pittsburg to Arma corridor totaling an expected cost of $43 Million dollars to 'upgrade' the corridor and improve safety between 2026 to 2029. These improvements will provide a little relief to addressing the congestion and safety considerations along the corridor by partially restricting access along certain portions of the route, including RIRO (Right-in/Right-Out) access, the construction of 1 of 3 planned roundabouts, installation of additional traffic signage, signalized interchanges, and rumble strips. 2 additional roundabouts, 2 sweeping right (right turn channelization) ramps, and the addition of left turn and right turn acceeration and deceleration lanes are still being considered in the future and have yet to be funded for construction.

So, we have went from being nearly ready to start major construction of a long-needed freeway bypass that would have enhanced the region and would have been completed substantially by 2030 to now a handful of significantly inadequate minor improvements with a significantly hefty price tag. Ultimately, some of these improvements are needed, such as a roundabout at North Broadway and Atkinson for one. But this will not improve interstate commerce, it will not create the 4-lane freeway corridor originally imagined by KDOT when the northern portions of the expressway were constructed and opened. This effectively leaves US-69 as a dead-end in northern Crawford County because from there interstate traffic must then negotiate a network of narrow and congested 2-lane roads to continue further south. This is dissapointing to say the least.

Hopefully KDOT still has the greater vision of constructing the 4-lane through the region long term and is just addressing local concerns on the short term. By having capitulated so far to the cities of Arma, Frontenac, and Pittsburg they have set the area up to miss out on the benefits of being connected to a major commercial corridor. Something that neighboring Missouri took advantage of when they upgraded the US-71 corridor to what is now I-49. This has undoubtedly had a positive impact on cities along the corridor including Carthage, Lamar, Nevada, Butler, Appleton City, and Harrisonville. Benefits that could also bring similar growth to cities like Baxter Springs, Pittsburg, Arma, Fort Scott, and Pleasanton.

===Fort Scott Bypass===
[[File:corridor45FSx.png|thumb|upright|Fort Scott, KS Bypass]]
The '''Fort Scott Bypass''' is a preliminarily proposed freeway bypass project being considered by KDOT to improve US-69 from 1 mile north of Fort Scott to K-7/US69 Junction approximately 5 miles south of Fort Scott traveling around the east side of the city. The potential alignment shown in the illustration is for illustration purposes only depicting a possible location of the bypass route, as nothing has officially been proposed along the corridor.

Recent improvements to the US69 mainline between Wall Street and 18th were just completed in 2023 along a previously improved expressway section that would be difficult to upgrade to a full freeway for several reasons. First is the tight geometry due to several curves along this section of expressway, secondly, the expressway abruptly ends at the south end curving on to main street leaving no option for extending the expressway further south. Third, converting intersections at 3rd Street, 6th Street, and 12th Street to grade separated crossings or intersections would also be difficult due to elevation issues and lack of room to build bridge approaches without elevating the expressway. It does appear that at one time the extension of this expressway was planned further southward. Evidence of this is visibileif you look at what appears to be an exit ramp built into the East National Ave bridge at the south end and noticeably vacant land located to the immediate southeast where the expressway would have likely curved to the southeast then crossing the railroad tracks and continuing south.

Should a bypass be constructed potential exits would likely be constructed at:
* US-54 West/US-69 Business/K-7 on the north end
* Wall Street/US-54 East
* Jayhawk Rd
* K-7/US69 Business in the south as the bypass reconnects to the existing routing in the south.
* Partial interchange at Grand Road

Construction of the bypass is most definitely needed in order to fulfill the goal of having a full interstate quality freeway from Kansas City to Interstate 44 through southeast Kansas, which if completed could become part of the Interstate 45 corridor if it is ever extended north of Dallas. While there is concerns and some opposition to it due to the potential threat of economic decline, such as has been witnessed in smaller towns like Pleasanton, there are ways to mitigate this and promote the city as a regional center, thus protecting its commerce and keeping it a destination city, rather than a town to just drive around on your way to somewhere else. These same concerns are also part of the reason why there has been much consternation regarding the freeway bypasses proposed around Pittsburg and Frontenac. It remains to be seen if attempts move forward with the bypass will come however it looks like it will be several years if not decades before a Fort Scott bypass could become a reality.

===Fort Scott to Arma===
Upgrades were completed along US69 from the K-7 junction south of Fort Scott to Arma constructing the 2-lane segment into a 4-lane expressway with at grade intersections spaced 1 mile apart. Plans also call for the eventual upgrade of the corridor to full freeway standards with limited access grade separation and property access maintained by the use of frontage roads to connect to interchanges along the corridor

The proposed upgrades to freeway standard include:
* Connect to the planned Pittsburg Bypass (Crawford County Corridor) south of the 680th Ave intersection
* Upgrade 680th Ave to a standard diamond interchange
* Close access at 690th Ave - Convert to cul-de-sac/access via adjoining roads
* Grade separation at 700th Ave
* Upgrade 710th Ave to a standard diamond interchange
* Grade separation at 720th Ave
* Close access at 730th Ave - Convert to cul-de-sac/access via adjoining roads
* Close access at Birch Rd - Convert to cul-de-sac/access via adjoining roads
* Grade separation at Cavalry Rd
* Close access at Deer Rd - Convert to cul-de-sac/access via frontage/adjoining roads
* Upgrade Eagle Rd to a standard diamond interchange
* Close access at Fern Rd - Access via frontage road
* Grand Rd access would remain at grade (likely to be upgraded in the future or due to long range planning for a Fort Scott bypass)

Officially the state opted to move forward with the upgradable expressway for the time being due to the expressway meeting the traffic needs for the foreseeable future. However right of way has been preserved for the ultimate upgrade of the highway to full freeway standards possibly by 2040.

=Purpose and Need=
Ideally offering this connection would provide a better through route to Kansas City, St. Louis, and the northern plains cities that currently must use the existing I-35 corridor. Additionally, many cities along the corridor would benefit from the positive economic impact of having a major north south interstate corridor passing through. This corridor, in conjunction with the other planned interstate corridors, such as I-69, I-49, and I-42 (OK-AR)) would improve interconnectability as well providing alternatives for long distance traffic to have more direct access to some destinations, while bypassing other congested metro areas resulting in energy savings and less pollution.

=Auxiliary Routes=
'''Ultimate Interstate 145''' is an auxiliary interstate route that would connect Tulsa, OK to I-45 near McAlester, OK using the northern section of the Indian Nation Turnpike (OK-75) and continuing north along the US-75 freeway/expressway into Tulsa, OK terminating at I-244.

This 'Ultimate Interstate' could potentially be extended southward to Hugo, OK which would bring the entire Indian Nation Turnpike into the interstate system.

'''Ultimate Interstate 345''' is an auxiliary interstate route that would connect Tulsa, OK to I-40 near Webbers Falls, OK by redesignating the entire Muskogee Turnpike (currently OK-351) as an interstate highway. The Oklahoma Department of Highways has applied and is seeking final approvals to sign this route as Interstate 343. This is problematic however since the route does not connect to Interstate 43 (Which is located in Wisconsin). This seems to be more of a novelty designation similar to the I-238 designation in California that also does not conform to numbering conventions. Considering our 'Ultimate Interstate' proposal to extend I-45 northward through the area, Interstate 345 would be a more logical choice for renumbering this road and as such Indyroads recommends amending the route number to I-345 instead.

Additionally, the I-345 route could be extended further northwestward to end at either I-44 in Central Tulsa or at I-244 downtown.

[[Category:Ultimate Interstates]][[Category:Visions]][[Category:Midwest US]]

File:Corridor45EKSx.png

2026-09-28T00:35:33Z

Indyroads: Indyroads uploaded a new version of File:Corridor45EKSx.png

Ultimate Interstates:Corridor 45

2026-09-27T22:00:25Z

Indyroads: /* Kansas */

[[File:corridor45.png|thumb|upright|Corridor 45 Overview]]

'''Ultimate Interstate 45''' is a conceptual northward extension of I‑45, carrying the route from Dallas, Texas to Overland Park, Kansas by way of the cities of Durant, McAlester, and Muskogee in Oklahoma with potential spur routes linking the corridor to the Tulsa metropolitan area.

=Current I-45 Status and Development=
'''Interstate 45''' currently lies entirely within Texas. Although its mileage is relatively short for a major north–south corridor—especially for an Interstate ending in “5”, it plays a crucial role by linking the Dallas/Fort Worth region with Houston and Galveston. Past discussions about extending I‑45 northward have gained little momentum, but existing improvements along the corridor make such an upgrade increasingly feasible. Much of US‑75 north of Dallas already functions as a grade‑separated expressway already meeting or near interstate standards.
Moving into Oklahoma, several portions of US‑75 and US‑69 still fall short of interstate criteria, yet many upgraded expressway and freeway segments could be converted with additional bypasses and minor upgrades. In Kansas, some stretches would require new‑terrain construction while others could be upgraded from existing 2‑lane or 4‑lane highways. North of Fort Scott, US‑69 already meets interstate standards.

=Indyroads Conceptual Improvements=
The preferred routing shown in the maps would extend I‑45 north along unsigned I‑345, replacing it, then continue on US‑75 toward Oklahoma until meeting US‑69 near Denison, Texas. From there, the corridor would follow US‑69/US‑75 to Atoka, Oklahoma, then continue along US‑69 through McAlester and Muskogee to reach I‑44 (Will Rogers Turnpike) near Big Cabin.
The route would follow I‑44 for roughly 30 to 50 miles to Miami or Quapaw in Oklahoma, then shift toward on a new terrain alignment passing near the towns of Picher, Oklahoma and Baxter Springs, Kansas, tracking near Alternate US‑69 then continuing north along US‑69 toward Pittsburg and Fort Scott. After bypassing both cities, the corridor would continue along the US‑69 freeway to Overland Park, terminating at I‑35 in Lenexa.

==Texas==
Large portions of the US‑75/US‑69 corridor in Texas are already meet or are near interstate standards, and current construction activity positions the route to be fully eligible for interstate designation should a northern extension of I‑45 be considered and ultimately approved. Two major projects, one in the Dallas/Collin County region and one in Grayson County, are actively upgrading the corridor’s geometry, lane configuration, operational characteristics and interstate standards.

*'''Dallas & Collin County – Tech Lanes Conversion'''
A major project converting former HOV lanes into peak‑hour “technology lanes” is nearly complete along US‑75 from I‑635 to SH‑121/Sam Rayburn Tollway. Valued at $58 million, the work is 99% finished and opens the inside lane to all drivers for 22 hours each day, reserving peak‑hour restrictions only for HOVs, motorcycles, and low‑emission vehicles. No tolls are charged. These upgrades improve lane continuity and operational consistency—both important for interstate signing.

*'''Grayson County – Widening and Corridor Modernization'''
TxDOT is advancing a series of widening and modernization projects from the Collin County line northward through Sherman and Denison. Improvements include new U‑turn bridges in Van Alstyne and Howe, conversion of frontage roads to one‑way operation, and updated speed limits. Long‑range plans anticipate full interstate‑standard upgrades through Grayson County by approximately 2031, creating a continuous, grade‑separated corridor from Dallas to the Oklahoma border.

Taken together, these projects demonstrate that Texas is effectively preparing US‑75/US‑69 for full interstate designation. Once Oklahoma and Kansas complete their respective upgrades, the Texas portion of the corridor will be ready to carry the I‑45 shield without further major reconstruction.

==Oklahoma==
[[File:corridor45NEOKx.png|thumb|upright|Four-States Detail Map]]
[[File:corridor45COKx.png|thumb|upright|Central Oklahoma Detail Map]]

The US‑69/US‑75 corridor through Oklahoma varies widely in its current level of interstate readiness. Several long segments already function as near‑interstate‑standard freeways requiring only minor geometric upgrades, while other portions will require full reconstruction, new terrain bypasses, or major access‑management improvements. The breakdown below follows the corridor from the Texas state line northward.

===Needed Improvements===
*'''State Line to Colbert (MM 0–5)''' - This segment is already a grade‑separated, limited‑access freeway. Only minor improvements—such as ramp taper adjustments and shoulder widening—are needed for full interstate compliance.

*'''Colbert to Calera Upgrade (MM 5–8.5)''' - This portion requires removal of remaining at‑grade intersections and construction of continuous service roads to maintain property access. Once completed, the segment will meet interstate standards.

*'''Calera to Northeast of Caddo (MM 8.5–29)''' - Like the southern segment, this stretch is already a grade‑separated freeway with limited access. Minor upgrades to ramp geometry and shoulders would bring it fully up to interstate requirements.

*'''Caddo to Tushka (MM 29–40)''' - Currently a 4‑lane expressway with partial access control, this segment needs frontage roads and full grade separation to meet interstate standards. Several intersections will require closure or conversion.

*'''Tushka/Atoka Bypass (MM 40–48)''' - A new‑terrain bypass is needed around Tushka and Atoka to eliminate congestion, cross‑traffic conflicts, lower speed zones, and multiple traffic signals. This would improve freight movement and safety while allowing both towns to redesign their main streets for pedestrians and local commerce. Business routes could preserve through‑traffic access for tourism and local economic vitality.

*'''Atoka to Savanna (MM 48–81)''' - Much of this corridor is a 4‑lane expressway, but several sections are undivided or lack the minimum median width required for interstate designation. New bypasses are needed around Stringtown (MM 52–55) and Kiowa (MM 72–74). Remaining portions require conversion to full freeway with service roads for property access, some of which can be built within existing right‑of‑way.

*'''Savanna Bypass and Indian Nation Turnpike Connection (MM 81–87.6)''' - A new bypass east of Savanna would begin near MM 81 and include a reconstructed interchange providing direct‑connect ramps between US‑69 south and OK‑375 (Indian Nation Turnpike) north. This would support a potential I‑345 spur into Tulsa. The bypass would rejoin the existing corridor near the south business route junction in McAlester.

*'''McAlester Expressway Conversion (MM 87.6–96.6)''' - The George Nigh Expressway is a 9‑mile expressway with partial freeway elements. To meet interstate standards, all remaining cross‑traffic must be removed, service roads converted to one‑way operation, and slip ramps added. Several interchanges already exist, making this a strong candidate for full upgrade.

*'''Lake Eufaula to South of Muskogee (MM 96.6–147.5)''' - This entire segment is already a fully grade‑separated freeway with limited access. Only minor ramp geometry refinements and a potential interchange modernization at I‑40 may be needed.

*'''Muskogee Bypass (MM 147.5–157)''' - A new western bypass around Muskogee would extend the freeway north from Summit, reconnecting with US‑69 at the south end of the Arkansas River bridge. This removes the final major urban bottleneck and provides a continuous freeway corridor.

*'''North Muskogee to South Wagoner Upgrade (MM 157–164.5)''' - This segment requires removal of remaining at‑grade intersections and construction of service roads. The US‑69/OK‑175 (Muskogee Turnpike) interchange must be upgraded to a full free‑flow system interchange.
:An alternative is to extend the Muskogee bypass further north on new alignment and tie directly into the Wagoner bypass.

*'''Wagoner Bypass (MM 164–171)''' - A new western bypass around Wagoner would provide full access control and eliminate multiple conflict points within the city.

*'''North Wagoner to I‑44 Toll (MM 171–209.5)''' -
:This segment requires freeway conversion and three bypasses:
::*Chouteau/Pryor (MM 180–194) — including a new US‑421 interchange west of the existing junction.
::*Adair (MM 201–204) — a new bypass removing several at‑grade intersections.
::*Big Cabin (MM 209) — a bypass connecting directly to I‑44 near MM 279.5.
:From MM 209.5 northward, the corridor would join the Will Rogers Turnpike.

*'''I‑44 to Kansas State Line''' - I‑45 would run concurrent with I‑44 for roughly 37-52 miles, then depart the turnpike on a new alignment northward somewhere between 2 to 17 miles east of the Miami turnpike interchange. From there the route would pass east of Miami and near Quapaw before entering Kansas west of Baxter Springs.

===Corridor 45 Alternate Routings===
There are also 4 possible recommended alternate routings are represented by the dotted blue or magenta lines on the map. All routings below are described running from South to North. Starting in Tulsa OK, each of the alternates deviate from one another as described below:

*'''Alternative Routing 1''' - follows along US69 from the Texas state line northward to the Indian-Nation Turnpike (OK-375) from there it then heads north along the turnpike to I-40 at Henryetta continuing north along US-75 bypassing Okmulgee and then continuing north until it reaches I-44 at Tulsa. From there it follows I-44 eastward and rejoins the Proposed ''Ultimate Interstate 45'' routing northward into Kansas from a new junction near Miami, OK.

*'''Alternative Routing 2''' - follows along US69 from the Texas state line northward to the Indian-Nation Turnpike (OK-375) from there it then heads north along the turnpike to I-40 at Henryetta continuing north along US-75 bypassing Okmulgee where it diverts to a new freeway/tollway alignment to the Creek Turnpike (OK-364) near Broken Arrow, OK, then following the Creek Turnpike (OK-345) northward until it reaches and rejoins I-44 east of Tulsa. From there it Follows I-44 and rejoins the Proposed ''Ultimate Interstate 45'' routing northward into Kansas from a new junction near Miami, OK

*'''Alternative Routing 3''' - follows along US69 from the Texas state line northward to the Indian-Nation Turnpike (OK-375) from there it then heads north along the turnpike to I-40 at Henryetta continuing north along US-75 bypassing Okmulgee and then continuing north until it reaches I-44 at Tulsa. From there it routes its way through Tulsa continuing northward as it follows US-169 north passing by Oologah and Nowata before heading into Kansas near Coffeyville.

*'''Alternative Routing 4''' - follows along US69 from the Texas state line northward to the Indian-Nation Turnpike (OK-375) from there it then heads north along the turnpike to I-40 at Henryetta continuing north along US-75 bypassing Okmulgee and then continuing north until it reaches I-44 at Tulsa. From there it routes its way through Tulsa continuing northward as it follows US-75 north passing by Bartlesville before heading into Kansas near Caney.

These alternatives could also serve as an East/West Split of ''Corridor 45''. With the western alternative being signed as I-45W through Tulsa and the eastern routing through Muskogee being signed as I-45E.

==Kansas==
[[File:corridor45EKSx.png|thumb|upright|Eastern Kansas Detail Map]]

'''Interstate 45''' in Kansas would most likely follow the US-69 corridor north from I-44 up the eastern side of Kansas to its expected terminus at I-35 in Lenexa. Much of the route has already been upgraded in to some extent north of Pittsburg, with only the sections from Pittsburg to the south needing to be fully upgraded. The northern 80 miles od the route is already fully up to interstate standards north of Fort Scott and can be signed immediately should the state apply to AASHTO for approval of the designation. In order for the sections to the south to become interstate, significant upgrades are needed. Bypasses are needed in Fort Scott and Pittsburg, The section of 4-lane expressway between Fort Scott and Arma needs to be grade separated and upgraded to freeway status. A Traffic study to do just that had already been completed when the route was upgraded to 4 lanes, and there is still significant space along the route to add interchanges and overpasses to complete this. South of Pittsburg however is where the heaviest lifting is needed. Much of I-45 would have to be constructed on a new alignment bypassing around Baxter Springs or potentially connecting to the new US-400 expressway to the east of Baxter Springs. If the eastern routing was chosen that would bring I-45 briefly in Missouri for less than a mile and also create about 6 or more backtrack miles in the process. Depending on the routing chosen, it is possible to upgrade some sections of existing US-69 as the routing is very rural. It is clear that Kansas does intend to upgrade this route, however it seems that their timeline is not as aggressive as it once was considering the criticism it faced from Pittsburg, Arma, and Frontenac (see below) with Kansas walking back the planned freeway bypass for minor operational and safety improvements to the existing bypass instead. This lack of additional capacity leaves us wanting and delays the ultimate buildout of the corridor as a major commerce corridor to rival the busier I-35 to the west.

===Pittsburg Bypass===
[[File:corridor45PITTx.png|thumb|upright|Pittsburg, KS Bypass]]
The '''Crawford County Corridor''' is a proposed freeway bypass project being proposed by KDOT to improve US-69 from 1 to 3 miles north of Arma to US-400 south of Pittsburg. Initially Four proposed alignments were being studied for improvements to the highway in Crawford County. Of the 4 options the second western option was chosen as the preferred option due to less right of way encroachments at the north and south ends of the project. A connecting road from the south end of the project would have then tied the new bypass to the existing route about 1 mile south of US-400/K-171. The bypass project was moving forward until the cities of Alma, Frontenac, and Pittsburg Kansas passed resolutions removing their support of the western bypass option citing concerns about the impact of the western alignment of the route and asking the state to reconsider the routing. The cities are concerned about possible negative economic impacts of moving the highway further away. These cities prefer a more centralized alternative instead. As a result, the state is going back to the study phase to consider different possible alternatives. The map to the right shows the 4 potential alternatives considered. However, it remains to be seen in the next 2 years what will come out of the study going forward.

*'''Western Routing'''
**Option 1 Begins in the north from 1/2 mile north of 650th Ave curving off to the west to about 2 miles west of existing US-69 bypassing Alma, Frontenac, and Pittsburg before ending at US-400 at the Crawford/Cherokee county line, 1/2 mile west of the Kansas Crossing casino.
**Option 2 Begins in the north from just south of 670th Ave curving off to the west to about 2 miles west of existing US-69 bypassing Alma, Frontenac, and Pittsburg before ending at US-400 at the Crawford/Cherokee county line 1 mile west of the Kansas Crossing casino. This option became the preferred option for the bypass.
**the proposed interchanges for the western options are:
***640th Ave
***K-47 (620th Ave)
***US-160 (590th Ave)
***570th Ave/West Atkinson Ave
***K-126 (W 4th St)
***520th Ave
***US-400/K-171 (End of Freeway)

*'''Central Routing'''
**follows along the existing routing to approximately 1/2 mile west of the existing routing
**the proposed interchanges for the central option are:
***N West St/Business 69
***K-47 (620th Ave)
***US-160 (590th Ave)
***W Atkinson Ave
***K-126 (W 4th St)
***Business 69/Broadway
***US-400/K-171 (End of Freeway)

*'''Eastern Routing'''
**Begins in the north from 1/2 mile north of 650th Ave curving off to the east to about 1-3 miles east of existing US-69 following a meandering route around the east sides of Alma, Frontenac, and Pittsburg before rejoining the existing US-69 alignment 1/4 mile south of the Crawford/Cherokee county line.
**the proposed interchanges for the eastern option are:
***E South St/640th Ave
***K-47 (620th Ave)
***US-160 (590th Ave)
***E Atkinson Ave/570th Ave
***K-126 (E 4th St)
***Business 69/Broadway
***US-400/K-171

====April 2025 Update====
KDOT has been continuing to go back to having open houses to determine the needs for the corridor as well as being able to address some of the concerns brought up by local residents, stakeholders, crawford county and city governments invested in process. Because of this the immediate focus of the corridor study has changed regarding immediate and potential minor improvements to be made through 2030. This corridor had been under study and planning for full freeway upgrade with preliminary plans dating all the way back to 1999, with the initial EIS/EIR study completed in 2012 with a finding of no significant inpact (FONSI) and plans to proceed with the project in late 2023. The resulting outcry and withdrawal of support from several cities has stymied the project leaving the freeway with an uncertain future and KDOT making the following statement:

<blockquote>"KDOT is currently planning upgrades to some of the traffic signals, as well as speed feedback signs. Aside from these, there are no plans for this stretch of U.S. 69 highway. KDOT wants to collect community input and analyze updated traffic and crash data before making any decisions."</blockquote>

This could leave the door open potentially for a freeway in the future, but based on the statement and details available on the project website, it appears that this may be in the distant future. One can only assume if that means 2040 or 2050 or beyond. At any rate we remain steadfast in our support of a full limited access freeway corridor maintained from I-35 to I-44 in eastern Kansas, and this includes construction of this segment as a freeway.

You can read more about the project from the [https://www.ksdot.gov/projects/southeast-kansas-projects/u-s-69-highway-study-in-crawford-county-2024 KDOT US69 Crawford County Study Website]

====June 2025 Update====

KDOT has come back with its final concepts for improvements to be made to the Pittsburg to Arma corridor totaling an expected cost of $43 Million dollars to 'upgrade' the corridor and improve safety between 2026 to 2029. These improvements will provide a little relief to addressing the congestion and safety considerations along the corridor by partially restricting access along certain portions of the route, including RIRO (Right-in/Right-Out) access, the construction of 1 of 3 planned roundabouts, installation of additional traffic signage, signalized interchanges, and rumble strips. 2 additional roundabouts, 2 sweeping right (right turn channelization) ramps, and the addition of left turn and right turn acceeration and deceleration lanes are still being considered in the future and have yet to be funded for construction.

So, we have went from being nearly ready to start major construction of a long-needed freeway bypass that would have enhanced the region and would have been completed substantially by 2030 to now a handful of significantly inadequate minor improvements with a significantly hefty price tag. Ultimately, some of these improvements are needed, such as a roundabout at North Broadway and Atkinson for one. But this will not improve interstate commerce, it will not create the 4-lane freeway corridor originally imagined by KDOT when the northern portions of the expressway were constructed and opened. This effectively leaves US-69 as a dead-end in northern Crawford County because from there interstate traffic must then negotiate a network of narrow and congested 2-lane roads to continue further south. This is dissapointing to say the least.

Hopefully KDOT still has the greater vision of constructing the 4-lane through the region long term and is just addressing local concerns on the short term. By having capitulated so far to the cities of Arma, Frontenac, and Pittsburg they have set the area up to miss out on the benefits of being connected to a major commercial corridor. Something that neighboring Missouri took advantage of when they upgraded the US-71 corridor to what is now I-49. This has undoubtedly had a positive impact on cities along the corridor including Carthage, Lamar, Nevada, Butler, Appleton City, and Harrisonville. Benefits that could also bring similar growth to cities like Baxter Springs, Pittsburg, Arma, Fort Scott, and Pleasanton.

===Fort Scott Bypass===
[[File:corridor45FSx.png|thumb|upright|Fort Scott, KS Bypass]]
The '''Fort Scott Bypass''' is a preliminarily proposed freeway bypass project being considered by KDOT to improve US-69 from 1 mile north of Fort Scott to K-7/US69 Junction approximately 5 miles south of Fort Scott traveling around the east side of the city. The potential alignment shown in the illustration is for illustration purposes only depicting a possible location of the bypass route, as nothing has officially been proposed along the corridor.

Recent improvements to the US69 mainline between Wall Street and 18th were just completed in 2023 along a previously improved expressway section that would be difficult to upgrade to a full freeway for several reasons. First is the tight geometry due to several curves along this section of expressway, secondly, the expressway abruptly ends at the south end curving on to main street leaving no option for extending the expressway further south. Third, converting intersections at 3rd Street, 6th Street, and 12th Street to grade separated crossings or intersections would also be difficult due to elevation issues and lack of room to build bridge approaches without elevating the expressway. It does appear that at one time the extension of this expressway was planned further southward. Evidence of this is visibileif you look at what appears to be an exit ramp built into the East National Ave bridge at the south end and noticeably vacant land located to the immediate southeast where the expressway would have likely curved to the southeast then crossing the railroad tracks and continuing south.

Should a bypass be constructed potential exits would likely be constructed at:
* US-54 West/US-69 Business/K-7 on the north end
* Wall Street/US-54 East
* Jayhawk Rd
* K-7/US69 Business in the south as the bypass reconnects to the existing routing in the south.
* Partial interchange at Grand Road

Construction of the bypass is most definitely needed in order to fulfill the goal of having a full interstate quality freeway from Kansas City to Interstate 44 through southeast Kansas, which if completed could become part of the Interstate 45 corridor if it is ever extended north of Dallas. While there is concerns and some opposition to it due to the potential threat of economic decline, such as has been witnessed in smaller towns like Pleasanton, there are ways to mitigate this and promote the city as a regional center, thus protecting its commerce and keeping it a destination city, rather than a town to just drive around on your way to somewhere else. These same concerns are also part of the reason why there has been much consternation regarding the freeway bypasses proposed around Pittsburg and Frontenac. It remains to be seen if attempts move forward with the bypass will come however it looks like it will be several years if not decades before a Fort Scott bypass could become a reality.

===Fort Scott to Arma===
Upgrades were completed along US69 from the K-7 junction south of Fort Scott to Arma constructing the 2-lane segment into a 4-lane expressway with at grade intersections spaced 1 mile apart. Plans also call for the eventual upgrade of the corridor to full freeway standards with limited access grade separation and property access maintained by the use of frontage roads to connect to interchanges along the corridor

The proposed upgrades to freeway standard include:
* Connect to the planned Pittsburg Bypass (Crawford County Corridor) south of the 680th Ave intersection
* Upgrade 680th Ave to a standard diamond interchange
* Close access at 690th Ave - Convert to cul-de-sac/access via adjoining roads
* Grade separation at 700th Ave
* Upgrade 710th Ave to a standard diamond interchange
* Grade separation at 720th Ave
* Close access at 730th Ave - Convert to cul-de-sac/access via adjoining roads
* Close access at Birch Rd - Convert to cul-de-sac/access via adjoining roads
* Grade separation at Cavalry Rd
* Close access at Deer Rd - Convert to cul-de-sac/access via frontage/adjoining roads
* Upgrade Eagle Rd to a standard diamond interchange
* Close access at Fern Rd - Access via frontage road
* Grand Rd access would remain at grade (likely to be upgraded in the future or due to long range planning for a Fort Scott bypass)

Officially the state opted to move forward with the upgradable expressway for the time being due to the expressway meeting the traffic needs for the foreseeable future. However right of way has been preserved for the ultimate upgrade of the highway to full freeway standards possibly by 2040.

=Purpose and Need=
Ideally offering this connection would provide a better through route to Kansas City, St. Louis, and the northern plains cities that currently must use the existing I-35 corridor. Additionally, many cities along the corridor would benefit from the positive economic impact of having a major north south interstate corridor passing through. This corridor, in conjunction with the other planned interstate corridors, such as I-69, I-49, and I-42 (OK-AR)) would improve interconnectability as well providing alternatives for long distance traffic to have more direct access to some destinations, while bypassing other congested metro areas resulting in energy savings and less pollution.

=Auxiliary Routes=
'''Ultimate Interstate 145''' is an auxiliary interstate route that would connect Tulsa, OK to I-45 near McAlester, OK using the northern section of the Indian Nation Turnpike (OK-75) and continuing north along the US-75 freeway/expressway into Tulsa, OK terminating at I-244.

This 'Ultimate Interstate' could potentially be extended southward to Hugo, OK which would bring the entire Indian Nation Turnpike into the interstate system.

'''Ultimate Interstate 345''' is an auxiliary interstate route that would connect Tulsa, OK to I-40 near Webbers Falls, OK by redesignating the entire Muskogee Turnpike (currently OK-351) as an interstate highway. The Oklahoma Department of Highways has applied and is seeking final approvals to sign this route as Interstate 343. This is problematic however since the route does not connect to Interstate 43 (Which is located in Wisconsin). This seems to be more of a novelty designation similar to the I-238 designation in California that also does not conform to numbering conventions. Considering our 'Ultimate Interstate' proposal to extend I-45 northward through the area, Interstate 345 would be a more logical choice for renumbering this road and as such Indyroads recommends amending the route number to I-345 instead.

Additionally, the I-345 route could be extended further northwestward to end at either I-44 in Central Tulsa or at I-244 downtown.

[[Category:Ultimate Interstates]][[Category:Visions]][[Category:Midwest US]]

Ultimate Interstates:Corridor 45

2026-09-23T14:48:44Z

Indyroads: /* Corridor 45 Alternate Routings */

[[File:corridor45.png|thumb|upright|Corridor 45 Overview]]

'''Ultimate Interstate 45''' is a conceptual northward extension of I‑45, carrying the route from Dallas, Texas to Overland Park, Kansas by way of the cities of Durant, McAlester, and Muskogee in Oklahoma with potential spur routes linking the corridor to the Tulsa metropolitan area.

=Current I-45 Status and Development=
'''Interstate 45''' currently lies entirely within Texas. Although its mileage is relatively short for a major north–south corridor—especially for an Interstate ending in “5”, it plays a crucial role by linking the Dallas/Fort Worth region with Houston and Galveston. Past discussions about extending I‑45 northward have gained little momentum, but existing improvements along the corridor make such an upgrade increasingly feasible. Much of US‑75 north of Dallas already functions as a grade‑separated expressway already meeting or near interstate standards.
Moving into Oklahoma, several portions of US‑75 and US‑69 still fall short of interstate criteria, yet many upgraded expressway and freeway segments could be converted with additional bypasses and minor upgrades. In Kansas, some stretches would require new‑terrain construction while others could be upgraded from existing 2‑lane or 4‑lane highways. North of Fort Scott, US‑69 already meets interstate standards.

=Indyroads Conceptual Improvements=
The preferred routing shown in the maps would extend I‑45 north along unsigned I‑345, replacing it, then continue on US‑75 toward Oklahoma until meeting US‑69 near Denison, Texas. From there, the corridor would follow US‑69/US‑75 to Atoka, Oklahoma, then continue along US‑69 through McAlester and Muskogee to reach I‑44 (Will Rogers Turnpike) near Big Cabin.
The route would follow I‑44 for roughly 30 to 50 miles to Miami or Quapaw in Oklahoma, then shift toward on a new terrain alignment passing near the towns of Picher, Oklahoma and Baxter Springs, Kansas, tracking near Alternate US‑69 then continuing north along US‑69 toward Pittsburg and Fort Scott. After bypassing both cities, the corridor would continue along the US‑69 freeway to Overland Park, terminating at I‑35 in Lenexa.

==Texas==
Large portions of the US‑75/US‑69 corridor in Texas are already meet or are near interstate standards, and current construction activity positions the route to be fully eligible for interstate designation should a northern extension of I‑45 be considered and ultimately approved. Two major projects, one in the Dallas/Collin County region and one in Grayson County, are actively upgrading the corridor’s geometry, lane configuration, operational characteristics and interstate standards.

*'''Dallas & Collin County – Tech Lanes Conversion'''
A major project converting former HOV lanes into peak‑hour “technology lanes” is nearly complete along US‑75 from I‑635 to SH‑121/Sam Rayburn Tollway. Valued at $58 million, the work is 99% finished and opens the inside lane to all drivers for 22 hours each day, reserving peak‑hour restrictions only for HOVs, motorcycles, and low‑emission vehicles. No tolls are charged. These upgrades improve lane continuity and operational consistency—both important for interstate signing.

*'''Grayson County – Widening and Corridor Modernization'''
TxDOT is advancing a series of widening and modernization projects from the Collin County line northward through Sherman and Denison. Improvements include new U‑turn bridges in Van Alstyne and Howe, conversion of frontage roads to one‑way operation, and updated speed limits. Long‑range plans anticipate full interstate‑standard upgrades through Grayson County by approximately 2031, creating a continuous, grade‑separated corridor from Dallas to the Oklahoma border.

Taken together, these projects demonstrate that Texas is effectively preparing US‑75/US‑69 for full interstate designation. Once Oklahoma and Kansas complete their respective upgrades, the Texas portion of the corridor will be ready to carry the I‑45 shield without further major reconstruction.

==Oklahoma==
[[File:corridor45NEOKx.png|thumb|upright|Four-States Detail Map]]
[[File:corridor45COKx.png|thumb|upright|Central Oklahoma Detail Map]]

The US‑69/US‑75 corridor through Oklahoma varies widely in its current level of interstate readiness. Several long segments already function as near‑interstate‑standard freeways requiring only minor geometric upgrades, while other portions will require full reconstruction, new terrain bypasses, or major access‑management improvements. The breakdown below follows the corridor from the Texas state line northward.

===Needed Improvements===
*'''State Line to Colbert (MM 0–5)''' - This segment is already a grade‑separated, limited‑access freeway. Only minor improvements—such as ramp taper adjustments and shoulder widening—are needed for full interstate compliance.

*'''Colbert to Calera Upgrade (MM 5–8.5)''' - This portion requires removal of remaining at‑grade intersections and construction of continuous service roads to maintain property access. Once completed, the segment will meet interstate standards.

*'''Calera to Northeast of Caddo (MM 8.5–29)''' - Like the southern segment, this stretch is already a grade‑separated freeway with limited access. Minor upgrades to ramp geometry and shoulders would bring it fully up to interstate requirements.

*'''Caddo to Tushka (MM 29–40)''' - Currently a 4‑lane expressway with partial access control, this segment needs frontage roads and full grade separation to meet interstate standards. Several intersections will require closure or conversion.

*'''Tushka/Atoka Bypass (MM 40–48)''' - A new‑terrain bypass is needed around Tushka and Atoka to eliminate congestion, cross‑traffic conflicts, lower speed zones, and multiple traffic signals. This would improve freight movement and safety while allowing both towns to redesign their main streets for pedestrians and local commerce. Business routes could preserve through‑traffic access for tourism and local economic vitality.

*'''Atoka to Savanna (MM 48–81)''' - Much of this corridor is a 4‑lane expressway, but several sections are undivided or lack the minimum median width required for interstate designation. New bypasses are needed around Stringtown (MM 52–55) and Kiowa (MM 72–74). Remaining portions require conversion to full freeway with service roads for property access, some of which can be built within existing right‑of‑way.

*'''Savanna Bypass and Indian Nation Turnpike Connection (MM 81–87.6)''' - A new bypass east of Savanna would begin near MM 81 and include a reconstructed interchange providing direct‑connect ramps between US‑69 south and OK‑375 (Indian Nation Turnpike) north. This would support a potential I‑345 spur into Tulsa. The bypass would rejoin the existing corridor near the south business route junction in McAlester.

*'''McAlester Expressway Conversion (MM 87.6–96.6)''' - The George Nigh Expressway is a 9‑mile expressway with partial freeway elements. To meet interstate standards, all remaining cross‑traffic must be removed, service roads converted to one‑way operation, and slip ramps added. Several interchanges already exist, making this a strong candidate for full upgrade.

*'''Lake Eufaula to South of Muskogee (MM 96.6–147.5)''' - This entire segment is already a fully grade‑separated freeway with limited access. Only minor ramp geometry refinements and a potential interchange modernization at I‑40 may be needed.

*'''Muskogee Bypass (MM 147.5–157)''' - A new western bypass around Muskogee would extend the freeway north from Summit, reconnecting with US‑69 at the south end of the Arkansas River bridge. This removes the final major urban bottleneck and provides a continuous freeway corridor.

*'''North Muskogee to South Wagoner Upgrade (MM 157–164.5)''' - This segment requires removal of remaining at‑grade intersections and construction of service roads. The US‑69/OK‑175 (Muskogee Turnpike) interchange must be upgraded to a full free‑flow system interchange.
:An alternative is to extend the Muskogee bypass further north on new alignment and tie directly into the Wagoner bypass.

*'''Wagoner Bypass (MM 164–171)''' - A new western bypass around Wagoner would provide full access control and eliminate multiple conflict points within the city.

*'''North Wagoner to I‑44 Toll (MM 171–209.5)''' -
:This segment requires freeway conversion and three bypasses:
::*Chouteau/Pryor (MM 180–194) — including a new US‑421 interchange west of the existing junction.
::*Adair (MM 201–204) — a new bypass removing several at‑grade intersections.
::*Big Cabin (MM 209) — a bypass connecting directly to I‑44 near MM 279.5.
:From MM 209.5 northward, the corridor would join the Will Rogers Turnpike.

*'''I‑44 to Kansas State Line''' - I‑45 would run concurrent with I‑44 for roughly 37-52 miles, then depart the turnpike on a new alignment northward somewhere between 2 to 17 miles east of the Miami turnpike interchange. From there the route would pass east of Miami and near Quapaw before entering Kansas west of Baxter Springs.

===Corridor 45 Alternate Routings===
There are also 4 possible recommended alternate routings are represented by the dotted blue or magenta lines on the map. All routings below are described running from South to North. Starting in Tulsa OK, each of the alternates deviate from one another as described below:

*'''Alternative Routing 1''' - follows along US69 from the Texas state line northward to the Indian-Nation Turnpike (OK-375) from there it then heads north along the turnpike to I-40 at Henryetta continuing north along US-75 bypassing Okmulgee and then continuing north until it reaches I-44 at Tulsa. From there it follows I-44 eastward and rejoins the Proposed ''Ultimate Interstate 45'' routing northward into Kansas from a new junction near Miami, OK.

*'''Alternative Routing 2''' - follows along US69 from the Texas state line northward to the Indian-Nation Turnpike (OK-375) from there it then heads north along the turnpike to I-40 at Henryetta continuing north along US-75 bypassing Okmulgee where it diverts to a new freeway/tollway alignment to the Creek Turnpike (OK-364) near Broken Arrow, OK, then following the Creek Turnpike (OK-345) northward until it reaches and rejoins I-44 east of Tulsa. From there it Follows I-44 and rejoins the Proposed ''Ultimate Interstate 45'' routing northward into Kansas from a new junction near Miami, OK

*'''Alternative Routing 3''' - follows along US69 from the Texas state line northward to the Indian-Nation Turnpike (OK-375) from there it then heads north along the turnpike to I-40 at Henryetta continuing north along US-75 bypassing Okmulgee and then continuing north until it reaches I-44 at Tulsa. From there it routes its way through Tulsa continuing northward as it follows US-169 north passing by Oologah and Nowata before heading into Kansas near Coffeyville.

*'''Alternative Routing 4''' - follows along US69 from the Texas state line northward to the Indian-Nation Turnpike (OK-375) from there it then heads north along the turnpike to I-40 at Henryetta continuing north along US-75 bypassing Okmulgee and then continuing north until it reaches I-44 at Tulsa. From there it routes its way through Tulsa continuing northward as it follows US-75 north passing by Bartlesville before heading into Kansas near Caney.

These alternatives could also serve as an East/West Split of ''Corridor 45''. With the western alternative being signed as I-45W through Tulsa and the eastern routing through Muskogee being signed as I-45E.

==Kansas==
[[File:corridor45EKSx.png|thumb|upright|Eastern Kansas Detail Map]]

===Pittsburg Bypass===
[[File:corridor45PITTx.png|thumb|upright|Pittsburg, KS Bypass]]
The '''Crawford County Corridor''' is a proposed freeway bypass project being proposed by KDOT to improve US-69 from 1 to 3 miles north of Arma to US-400 south of Pittsburg. Initially Four proposed alignments were being studied for improvements to the highway in Crawford County. Of the 4 options the second western option was chosen as the preferred option due to less right of way encroachments at the north and south ends of the project. A connecting road from the south end of the project would have then tied the new bypass to the existing route about 1 mile south of US-400/K-171. The bypass project was moving forward until the cities of Alma, Frontenac, and Pittsburg Kansas passed resolutions removing their support of the western bypass option citing concerns about the impact of the western alignment of the route and asking the state to reconsider the routing. The cities are concerned about possible negative economic impacts of moving the highway further away. These cities prefer a more centralized alternative instead. As a result, the state is going back to the study phase to consider different possible alternatives. The map to the right shows the 4 potential alternatives considered. However, it remains to be seen in the next 2 years what will come out of the study going forward.

*'''Western Routing'''
**Option 1 Begins in the north from 1/2 mile north of 650th Ave curving off to the west to about 2 miles west of existing US-69 bypassing Alma, Frontenac, and Pittsburg before ending at US-400 at the Crawford/Cherokee county line, 1/2 mile west of the Kansas Crossing casino.
**Option 2 Begins in the north from just south of 670th Ave curving off to the west to about 2 miles west of existing US-69 bypassing Alma, Frontenac, and Pittsburg before ending at US-400 at the Crawford/Cherokee county line 1 mile west of the Kansas Crossing casino. This option became the preferred option for the bypass.
**the proposed interchanges for the western options are:
***640th Ave
***K-47 (620th Ave)
***US-160 (590th Ave)
***570th Ave/West Atkinson Ave
***K-126 (W 4th St)
***520th Ave
***US-400/K-171 (End of Freeway)

*'''Central Routing'''
**follows along the existing routing to approximately 1/2 mile west of the existing routing
**the proposed interchanges for the central option are:
***N West St/Business 69
***K-47 (620th Ave)
***US-160 (590th Ave)
***W Atkinson Ave
***K-126 (W 4th St)
***Business 69/Broadway
***US-400/K-171 (End of Freeway)

*'''Eastern Routing'''
**Begins in the north from 1/2 mile north of 650th Ave curving off to the east to about 1-3 miles east of existing US-69 following a meandering route around the east sides of Alma, Frontenac, and Pittsburg before rejoining the existing US-69 alignment 1/4 mile south of the Crawford/Cherokee county line.
**the proposed interchanges for the eastern option are:
***E South St/640th Ave
***K-47 (620th Ave)
***US-160 (590th Ave)
***E Atkinson Ave/570th Ave
***K-126 (E 4th St)
***Business 69/Broadway
***US-400/K-171

====April 2025 Update====
KDOT has been continuing to go back to having open houses to determine the needs for the corridor as well as being able to address some of the concerns brought up by local residents, stakeholders, crawford county and city governments invested in process. Because of this the immediate focus of the corridor study has changed regarding immediate and potential minor improvements to be made through 2030. This corridor had been under study and planning for full freeway upgrade with preliminary plans dating all the way back to 1999, with the initial EIS/EIR study completed in 2012 with a finding of no significant inpact (FONSI) and plans to proceed with the project in late 2023. The resulting outcry and withdrawal of support from several cities has stymied the project leaving the freeway with an uncertain future and KDOT making the following statement:

<blockquote>"KDOT is currently planning upgrades to some of the traffic signals, as well as speed feedback signs. Aside from these, there are no plans for this stretch of U.S. 69 highway. KDOT wants to collect community input and analyze updated traffic and crash data before making any decisions."</blockquote>

This could leave the door open potentially for a freeway in the future, but based on the statement and details available on the project website, it appears that this may be in the distant future. One can only assume if that means 2040 or 2050 or beyond. At any rate we remain steadfast in our support of a full limited access freeway corridor maintained from I-35 to I-44 in eastern Kansas, and this includes construction of this segment as a freeway.

You can read more about the project from the [https://www.ksdot.gov/projects/southeast-kansas-projects/u-s-69-highway-study-in-crawford-county-2024 KDOT US69 Crawford County Study Website]

====June 2025 Update====

KDOT has come back with its final concepts for improvements to be made to the Pittsburg to Arma corridor totaling an expected cost of $43 Million dollars to 'upgrade' the corridor and improve safety between 2026 to 2029. These improvements will provide a little relief to addressing the congestion and safety considerations along the corridor by partially restricting access along certain portions of the route, including RIRO (Right-in/Right-Out) access, the construction of 1 of 3 planned roundabouts, installation of additional traffic signage, signalized interchanges, and rumble strips. 2 additional roundabouts, 2 sweeping right (right turn channelization) ramps, and the addition of left turn and right turn acceeration and deceleration lanes are still being considered in the future and have yet to be funded for construction.

So, we have went from being nearly ready to start major construction of a long-needed freeway bypass that would have enhanced the region and would have been completed substantially by 2030 to now a handful of significantly inadequate minor improvements with a significantly hefty price tag. Ultimately, some of these improvements are needed, such as a roundabout at North Broadway and Atkinson for one. But this will not improve interstate commerce, it will not create the 4-lane freeway corridor originally imagined by KDOT when the northern portions of the expressway were constructed and opened. This effectively leaves US-69 as a dead-end in northern Crawford County because from there interstate traffic must then negotiate a network of narrow and congested 2-lane roads to continue further south. This is dissapointing to say the least.

Hopefully KDOT still has the greater vision of constructing the 4-lane through the region long term and is just addressing local concerns on the short term. By having capitulated so far to the cities of Arma, Frontenac, and Pittsburg they have set the area up to miss out on the benefits of being connected to a major commercial corridor. Something that neighboring Missouri took advantage of when they upgraded the US-71 corridor to what is now I-49. This has undoubtedly had a positive impact on cities along the corridor including Carthage, Lamar, Nevada, Butler, Appleton City, and Harrisonville. Benefits that could also bring similar growth to cities like Baxter Springs, Pittsburg, Arma, Fort Scott, and Pleasanton.

===Fort Scott Bypass===
[[File:corridor45FSx.png|thumb|upright|Fort Scott, KS Bypass]]
The '''Fort Scott Bypass''' is a preliminarily proposed freeway bypass project being considered by KDOT to improve US-69 from 1 mile north of Fort Scott to K-7/US69 Junction approximately 5 miles south of Fort Scott traveling around the east side of the city. The potential alignment shown in the illustration is for illustration purposes only depicting a possible location of the bypass route, as nothing has officially been proposed along the corridor.

Recent improvements to the US69 mainline between Wall Street and 18th were just completed in 2023 along a previously improved expressway section that would be difficult to upgrade to a full freeway for several reasons. First is the tight geometry due to several curves along this section of expressway, secondly, the expressway abruptly ends at the south end curving on to main street leaving no option for extending the expressway further south. Third, converting intersections at 3rd Street, 6th Street, and 12th Street to grade separated crossings or intersections would also be difficult due to elevation issues and lack of room to build bridge approaches without elevating the expressway. It does appear that at one time the extension of this expressway was planned further southward. Evidence of this is visibileif you look at what appears to be an exit ramp built into the East National Ave bridge at the south end and noticeably vacant land located to the immediate southeast where the expressway would have likely curved to the southeast then crossing the railroad tracks and continuing south.

Should a bypass be constructed potential exits would likely be constructed at:
* US-54 West/US-69 Business/K-7 on the north end
* Wall Street/US-54 East
* Jayhawk Rd
* K-7/US69 Business in the south as the bypass reconnects to the existing routing in the south.
* Partial interchange at Grand Road

Construction of the bypass is most definitely needed in order to fulfill the goal of having a full interstate quality freeway from Kansas City to Interstate 44 through southeast Kansas, which if completed could become part of the Interstate 45 corridor if it is ever extended north of Dallas. While there is concerns and some opposition to it due to the potential threat of economic decline, such as has been witnessed in smaller towns like Pleasanton, there are ways to mitigate this and promote the city as a regional center, thus protecting its commerce and keeping it a destination city, rather than a town to just drive around on your way to somewhere else. These same concerns are also part of the reason why there has been much consternation regarding the freeway bypasses proposed around Pittsburg and Frontenac. It remains to be seen if attempts move forward with the bypass will come however it looks like it will be several years if not decades before a Fort Scott bypass could become a reality.

===Fort Scott to Arma===
Upgrades were completed along US69 from the K-7 junction south of Fort Scott to Arma constructing the 2-lane segment into a 4-lane expressway with at grade intersections spaced 1 mile apart. Plans also call for the eventual upgrade of the corridor to full freeway standards with limited access grade separation and property access maintained by the use of frontage roads to connect to interchanges along the corridor

The proposed upgrades to freeway standard include:
* Connect to the planned Pittsburg Bypass (Crawford County Corridor) south of the 680th Ave intersection
* Upgrade 680th Ave to a standard diamond interchange
* Close access at 690th Ave - Convert to cul-de-sac/access via adjoining roads
* Grade separation at 700th Ave
* Upgrade 710th Ave to a standard diamond interchange
* Grade separation at 720th Ave
* Close access at 730th Ave - Convert to cul-de-sac/access via adjoining roads
* Close access at Birch Rd - Convert to cul-de-sac/access via adjoining roads
* Grade separation at Cavalry Rd
* Close access at Deer Rd - Convert to cul-de-sac/access via frontage/adjoining roads
* Upgrade Eagle Rd to a standard diamond interchange
* Close access at Fern Rd - Access via frontage road
* Grand Rd access would remain at grade (likely to be upgraded in the future or due to long range planning for a Fort Scott bypass)

Officially the state opted to move forward with the upgradable expressway for the time being due to the expressway meeting the traffic needs for the foreseeable future. However right of way has been preserved for the ultimate upgrade of the highway to full freeway standards possibly by 2040.

=Purpose and Need=
Ideally offering this connection would provide a better through route to Kansas City, St. Louis, and the northern plains cities that currently must use the existing I-35 corridor. Additionally, many cities along the corridor would benefit from the positive economic impact of having a major north south interstate corridor passing through. This corridor, in conjunction with the other planned interstate corridors, such as I-69, I-49, and I-42 (OK-AR)) would improve interconnectability as well providing alternatives for long distance traffic to have more direct access to some destinations, while bypassing other congested metro areas resulting in energy savings and less pollution.

=Auxiliary Routes=
'''Ultimate Interstate 145''' is an auxiliary interstate route that would connect Tulsa, OK to I-45 near McAlester, OK using the northern section of the Indian Nation Turnpike (OK-75) and continuing north along the US-75 freeway/expressway into Tulsa, OK terminating at I-244.

This 'Ultimate Interstate' could potentially be extended southward to Hugo, OK which would bring the entire Indian Nation Turnpike into the interstate system.

'''Ultimate Interstate 345''' is an auxiliary interstate route that would connect Tulsa, OK to I-40 near Webbers Falls, OK by redesignating the entire Muskogee Turnpike (currently OK-351) as an interstate highway. The Oklahoma Department of Highways has applied and is seeking final approvals to sign this route as Interstate 343. This is problematic however since the route does not connect to Interstate 43 (Which is located in Wisconsin). This seems to be more of a novelty designation similar to the I-238 designation in California that also does not conform to numbering conventions. Considering our 'Ultimate Interstate' proposal to extend I-45 northward through the area, Interstate 345 would be a more logical choice for renumbering this road and as such Indyroads recommends amending the route number to I-345 instead.

Additionally, the I-345 route could be extended further northwestward to end at either I-44 in Central Tulsa or at I-244 downtown.

[[Category:Ultimate Interstates]][[Category:Visions]][[Category:Midwest US]]

Ultimate Interstates:Corridor 45

2026-09-23T14:48:20Z

Indyroads: /* Corridor 45 Alternate Routings */

[[File:corridor45.png|thumb|upright|Corridor 45 Overview]]

'''Ultimate Interstate 45''' is a conceptual northward extension of I‑45, carrying the route from Dallas, Texas to Overland Park, Kansas by way of the cities of Durant, McAlester, and Muskogee in Oklahoma with potential spur routes linking the corridor to the Tulsa metropolitan area.

=Current I-45 Status and Development=
'''Interstate 45''' currently lies entirely within Texas. Although its mileage is relatively short for a major north–south corridor—especially for an Interstate ending in “5”, it plays a crucial role by linking the Dallas/Fort Worth region with Houston and Galveston. Past discussions about extending I‑45 northward have gained little momentum, but existing improvements along the corridor make such an upgrade increasingly feasible. Much of US‑75 north of Dallas already functions as a grade‑separated expressway already meeting or near interstate standards.
Moving into Oklahoma, several portions of US‑75 and US‑69 still fall short of interstate criteria, yet many upgraded expressway and freeway segments could be converted with additional bypasses and minor upgrades. In Kansas, some stretches would require new‑terrain construction while others could be upgraded from existing 2‑lane or 4‑lane highways. North of Fort Scott, US‑69 already meets interstate standards.

=Indyroads Conceptual Improvements=
The preferred routing shown in the maps would extend I‑45 north along unsigned I‑345, replacing it, then continue on US‑75 toward Oklahoma until meeting US‑69 near Denison, Texas. From there, the corridor would follow US‑69/US‑75 to Atoka, Oklahoma, then continue along US‑69 through McAlester and Muskogee to reach I‑44 (Will Rogers Turnpike) near Big Cabin.
The route would follow I‑44 for roughly 30 to 50 miles to Miami or Quapaw in Oklahoma, then shift toward on a new terrain alignment passing near the towns of Picher, Oklahoma and Baxter Springs, Kansas, tracking near Alternate US‑69 then continuing north along US‑69 toward Pittsburg and Fort Scott. After bypassing both cities, the corridor would continue along the US‑69 freeway to Overland Park, terminating at I‑35 in Lenexa.

==Texas==
Large portions of the US‑75/US‑69 corridor in Texas are already meet or are near interstate standards, and current construction activity positions the route to be fully eligible for interstate designation should a northern extension of I‑45 be considered and ultimately approved. Two major projects, one in the Dallas/Collin County region and one in Grayson County, are actively upgrading the corridor’s geometry, lane configuration, operational characteristics and interstate standards.

*'''Dallas & Collin County – Tech Lanes Conversion'''
A major project converting former HOV lanes into peak‑hour “technology lanes” is nearly complete along US‑75 from I‑635 to SH‑121/Sam Rayburn Tollway. Valued at $58 million, the work is 99% finished and opens the inside lane to all drivers for 22 hours each day, reserving peak‑hour restrictions only for HOVs, motorcycles, and low‑emission vehicles. No tolls are charged. These upgrades improve lane continuity and operational consistency—both important for interstate signing.

*'''Grayson County – Widening and Corridor Modernization'''
TxDOT is advancing a series of widening and modernization projects from the Collin County line northward through Sherman and Denison. Improvements include new U‑turn bridges in Van Alstyne and Howe, conversion of frontage roads to one‑way operation, and updated speed limits. Long‑range plans anticipate full interstate‑standard upgrades through Grayson County by approximately 2031, creating a continuous, grade‑separated corridor from Dallas to the Oklahoma border.

Taken together, these projects demonstrate that Texas is effectively preparing US‑75/US‑69 for full interstate designation. Once Oklahoma and Kansas complete their respective upgrades, the Texas portion of the corridor will be ready to carry the I‑45 shield without further major reconstruction.

==Oklahoma==
[[File:corridor45NEOKx.png|thumb|upright|Four-States Detail Map]]
[[File:corridor45COKx.png|thumb|upright|Central Oklahoma Detail Map]]

The US‑69/US‑75 corridor through Oklahoma varies widely in its current level of interstate readiness. Several long segments already function as near‑interstate‑standard freeways requiring only minor geometric upgrades, while other portions will require full reconstruction, new terrain bypasses, or major access‑management improvements. The breakdown below follows the corridor from the Texas state line northward.

===Needed Improvements===
*'''State Line to Colbert (MM 0–5)''' - This segment is already a grade‑separated, limited‑access freeway. Only minor improvements—such as ramp taper adjustments and shoulder widening—are needed for full interstate compliance.

*'''Colbert to Calera Upgrade (MM 5–8.5)''' - This portion requires removal of remaining at‑grade intersections and construction of continuous service roads to maintain property access. Once completed, the segment will meet interstate standards.

*'''Calera to Northeast of Caddo (MM 8.5–29)''' - Like the southern segment, this stretch is already a grade‑separated freeway with limited access. Minor upgrades to ramp geometry and shoulders would bring it fully up to interstate requirements.

*'''Caddo to Tushka (MM 29–40)''' - Currently a 4‑lane expressway with partial access control, this segment needs frontage roads and full grade separation to meet interstate standards. Several intersections will require closure or conversion.

*'''Tushka/Atoka Bypass (MM 40–48)''' - A new‑terrain bypass is needed around Tushka and Atoka to eliminate congestion, cross‑traffic conflicts, lower speed zones, and multiple traffic signals. This would improve freight movement and safety while allowing both towns to redesign their main streets for pedestrians and local commerce. Business routes could preserve through‑traffic access for tourism and local economic vitality.

*'''Atoka to Savanna (MM 48–81)''' - Much of this corridor is a 4‑lane expressway, but several sections are undivided or lack the minimum median width required for interstate designation. New bypasses are needed around Stringtown (MM 52–55) and Kiowa (MM 72–74). Remaining portions require conversion to full freeway with service roads for property access, some of which can be built within existing right‑of‑way.

*'''Savanna Bypass and Indian Nation Turnpike Connection (MM 81–87.6)''' - A new bypass east of Savanna would begin near MM 81 and include a reconstructed interchange providing direct‑connect ramps between US‑69 south and OK‑375 (Indian Nation Turnpike) north. This would support a potential I‑345 spur into Tulsa. The bypass would rejoin the existing corridor near the south business route junction in McAlester.

*'''McAlester Expressway Conversion (MM 87.6–96.6)''' - The George Nigh Expressway is a 9‑mile expressway with partial freeway elements. To meet interstate standards, all remaining cross‑traffic must be removed, service roads converted to one‑way operation, and slip ramps added. Several interchanges already exist, making this a strong candidate for full upgrade.

*'''Lake Eufaula to South of Muskogee (MM 96.6–147.5)''' - This entire segment is already a fully grade‑separated freeway with limited access. Only minor ramp geometry refinements and a potential interchange modernization at I‑40 may be needed.

*'''Muskogee Bypass (MM 147.5–157)''' - A new western bypass around Muskogee would extend the freeway north from Summit, reconnecting with US‑69 at the south end of the Arkansas River bridge. This removes the final major urban bottleneck and provides a continuous freeway corridor.

*'''North Muskogee to South Wagoner Upgrade (MM 157–164.5)''' - This segment requires removal of remaining at‑grade intersections and construction of service roads. The US‑69/OK‑175 (Muskogee Turnpike) interchange must be upgraded to a full free‑flow system interchange.
:An alternative is to extend the Muskogee bypass further north on new alignment and tie directly into the Wagoner bypass.

*'''Wagoner Bypass (MM 164–171)''' - A new western bypass around Wagoner would provide full access control and eliminate multiple conflict points within the city.

*'''North Wagoner to I‑44 Toll (MM 171–209.5)''' -
:This segment requires freeway conversion and three bypasses:
::*Chouteau/Pryor (MM 180–194) — including a new US‑421 interchange west of the existing junction.
::*Adair (MM 201–204) — a new bypass removing several at‑grade intersections.
::*Big Cabin (MM 209) — a bypass connecting directly to I‑44 near MM 279.5.
:From MM 209.5 northward, the corridor would join the Will Rogers Turnpike.

*'''I‑44 to Kansas State Line''' - I‑45 would run concurrent with I‑44 for roughly 37-52 miles, then depart the turnpike on a new alignment northward somewhere between 2 to 17 miles east of the Miami turnpike interchange. From there the route would pass east of Miami and near Quapaw before entering Kansas west of Baxter Springs.

===Corridor 45 Alternate Routings===
There are also 4 possible recommended alternate routings are represented by the dotted blue or magenta lines on the map. All routings below are described running from South to North. Starting in Tulsa OK, each of the alternates deviate from one another as described below:

*'''Alternative Routing 1''' follows along US69 from the Texas state line northward to the Indian-Nation Turnpike (OK-375) from there it then heads north along the turnpike to I-40 at Henryetta continuing north along US-75 bypassing Okmulgee and then continuing north until it reaches I-44 at Tulsa. From there it follows I-44 eastward and rejoins the Proposed ''Ultimate Interstate 45'' routing northward into Kansas from a new junction near Miami, OK.

*'''Alternative Routing 2''' follows along US69 from the Texas state line northward to the Indian-Nation Turnpike (OK-375) from there it then heads north along the turnpike to I-40 at Henryetta continuing north along US-75 bypassing Okmulgee where it diverts to a new freeway/tollway alignment to the Creek Turnpike (OK-364) near Broken Arrow, OK, then following the Creek Turnpike (OK-345) northward until it reaches and rejoins I-44 east of Tulsa. From there it Follows I-44 and rejoins the Proposed ''Ultimate Interstate 45'' routing northward into Kansas from a new junction near Miami, OK

*'''Alternative Routing 3''' follows along US69 from the Texas state line northward to the Indian-Nation Turnpike (OK-375) from there it then heads north along the turnpike to I-40 at Henryetta continuing north along US-75 bypassing Okmulgee and then continuing north until it reaches I-44 at Tulsa. From there it routes its way through Tulsa continuing northward as it follows US-169 north passing by Oologah and Nowata before heading into Kansas near Coffeyville.

*'''Alternative Routing 4''' follows along US69 from the Texas state line northward to the Indian-Nation Turnpike (OK-375) from there it then heads north along the turnpike to I-40 at Henryetta continuing north along US-75 bypassing Okmulgee and then continuing north until it reaches I-44 at Tulsa. From there it routes its way through Tulsa continuing northward as it follows US-75 north passing by Bartlesville before heading into Kansas near Caney.

These alternatives could also serve as an East/West Split of ''Corridor 45''. With the western alternative being signed as I-45W through Tulsa and the eastern routing through Muskogee being signed as I-45E.

==Kansas==
[[File:corridor45EKSx.png|thumb|upright|Eastern Kansas Detail Map]]

===Pittsburg Bypass===
[[File:corridor45PITTx.png|thumb|upright|Pittsburg, KS Bypass]]
The '''Crawford County Corridor''' is a proposed freeway bypass project being proposed by KDOT to improve US-69 from 1 to 3 miles north of Arma to US-400 south of Pittsburg. Initially Four proposed alignments were being studied for improvements to the highway in Crawford County. Of the 4 options the second western option was chosen as the preferred option due to less right of way encroachments at the north and south ends of the project. A connecting road from the south end of the project would have then tied the new bypass to the existing route about 1 mile south of US-400/K-171. The bypass project was moving forward until the cities of Alma, Frontenac, and Pittsburg Kansas passed resolutions removing their support of the western bypass option citing concerns about the impact of the western alignment of the route and asking the state to reconsider the routing. The cities are concerned about possible negative economic impacts of moving the highway further away. These cities prefer a more centralized alternative instead. As a result, the state is going back to the study phase to consider different possible alternatives. The map to the right shows the 4 potential alternatives considered. However, it remains to be seen in the next 2 years what will come out of the study going forward.

*'''Western Routing'''
**Option 1 Begins in the north from 1/2 mile north of 650th Ave curving off to the west to about 2 miles west of existing US-69 bypassing Alma, Frontenac, and Pittsburg before ending at US-400 at the Crawford/Cherokee county line, 1/2 mile west of the Kansas Crossing casino.
**Option 2 Begins in the north from just south of 670th Ave curving off to the west to about 2 miles west of existing US-69 bypassing Alma, Frontenac, and Pittsburg before ending at US-400 at the Crawford/Cherokee county line 1 mile west of the Kansas Crossing casino. This option became the preferred option for the bypass.
**the proposed interchanges for the western options are:
***640th Ave
***K-47 (620th Ave)
***US-160 (590th Ave)
***570th Ave/West Atkinson Ave
***K-126 (W 4th St)
***520th Ave
***US-400/K-171 (End of Freeway)

*'''Central Routing'''
**follows along the existing routing to approximately 1/2 mile west of the existing routing
**the proposed interchanges for the central option are:
***N West St/Business 69
***K-47 (620th Ave)
***US-160 (590th Ave)
***W Atkinson Ave
***K-126 (W 4th St)
***Business 69/Broadway
***US-400/K-171 (End of Freeway)

*'''Eastern Routing'''
**Begins in the north from 1/2 mile north of 650th Ave curving off to the east to about 1-3 miles east of existing US-69 following a meandering route around the east sides of Alma, Frontenac, and Pittsburg before rejoining the existing US-69 alignment 1/4 mile south of the Crawford/Cherokee county line.
**the proposed interchanges for the eastern option are:
***E South St/640th Ave
***K-47 (620th Ave)
***US-160 (590th Ave)
***E Atkinson Ave/570th Ave
***K-126 (E 4th St)
***Business 69/Broadway
***US-400/K-171

====April 2025 Update====
KDOT has been continuing to go back to having open houses to determine the needs for the corridor as well as being able to address some of the concerns brought up by local residents, stakeholders, crawford county and city governments invested in process. Because of this the immediate focus of the corridor study has changed regarding immediate and potential minor improvements to be made through 2030. This corridor had been under study and planning for full freeway upgrade with preliminary plans dating all the way back to 1999, with the initial EIS/EIR study completed in 2012 with a finding of no significant inpact (FONSI) and plans to proceed with the project in late 2023. The resulting outcry and withdrawal of support from several cities has stymied the project leaving the freeway with an uncertain future and KDOT making the following statement:

<blockquote>"KDOT is currently planning upgrades to some of the traffic signals, as well as speed feedback signs. Aside from these, there are no plans for this stretch of U.S. 69 highway. KDOT wants to collect community input and analyze updated traffic and crash data before making any decisions."</blockquote>

This could leave the door open potentially for a freeway in the future, but based on the statement and details available on the project website, it appears that this may be in the distant future. One can only assume if that means 2040 or 2050 or beyond. At any rate we remain steadfast in our support of a full limited access freeway corridor maintained from I-35 to I-44 in eastern Kansas, and this includes construction of this segment as a freeway.

You can read more about the project from the [https://www.ksdot.gov/projects/southeast-kansas-projects/u-s-69-highway-study-in-crawford-county-2024 KDOT US69 Crawford County Study Website]

====June 2025 Update====

KDOT has come back with its final concepts for improvements to be made to the Pittsburg to Arma corridor totaling an expected cost of $43 Million dollars to 'upgrade' the corridor and improve safety between 2026 to 2029. These improvements will provide a little relief to addressing the congestion and safety considerations along the corridor by partially restricting access along certain portions of the route, including RIRO (Right-in/Right-Out) access, the construction of 1 of 3 planned roundabouts, installation of additional traffic signage, signalized interchanges, and rumble strips. 2 additional roundabouts, 2 sweeping right (right turn channelization) ramps, and the addition of left turn and right turn acceeration and deceleration lanes are still being considered in the future and have yet to be funded for construction.

So, we have went from being nearly ready to start major construction of a long-needed freeway bypass that would have enhanced the region and would have been completed substantially by 2030 to now a handful of significantly inadequate minor improvements with a significantly hefty price tag. Ultimately, some of these improvements are needed, such as a roundabout at North Broadway and Atkinson for one. But this will not improve interstate commerce, it will not create the 4-lane freeway corridor originally imagined by KDOT when the northern portions of the expressway were constructed and opened. This effectively leaves US-69 as a dead-end in northern Crawford County because from there interstate traffic must then negotiate a network of narrow and congested 2-lane roads to continue further south. This is dissapointing to say the least.

Hopefully KDOT still has the greater vision of constructing the 4-lane through the region long term and is just addressing local concerns on the short term. By having capitulated so far to the cities of Arma, Frontenac, and Pittsburg they have set the area up to miss out on the benefits of being connected to a major commercial corridor. Something that neighboring Missouri took advantage of when they upgraded the US-71 corridor to what is now I-49. This has undoubtedly had a positive impact on cities along the corridor including Carthage, Lamar, Nevada, Butler, Appleton City, and Harrisonville. Benefits that could also bring similar growth to cities like Baxter Springs, Pittsburg, Arma, Fort Scott, and Pleasanton.

===Fort Scott Bypass===
[[File:corridor45FSx.png|thumb|upright|Fort Scott, KS Bypass]]
The '''Fort Scott Bypass''' is a preliminarily proposed freeway bypass project being considered by KDOT to improve US-69 from 1 mile north of Fort Scott to K-7/US69 Junction approximately 5 miles south of Fort Scott traveling around the east side of the city. The potential alignment shown in the illustration is for illustration purposes only depicting a possible location of the bypass route, as nothing has officially been proposed along the corridor.

Recent improvements to the US69 mainline between Wall Street and 18th were just completed in 2023 along a previously improved expressway section that would be difficult to upgrade to a full freeway for several reasons. First is the tight geometry due to several curves along this section of expressway, secondly, the expressway abruptly ends at the south end curving on to main street leaving no option for extending the expressway further south. Third, converting intersections at 3rd Street, 6th Street, and 12th Street to grade separated crossings or intersections would also be difficult due to elevation issues and lack of room to build bridge approaches without elevating the expressway. It does appear that at one time the extension of this expressway was planned further southward. Evidence of this is visibileif you look at what appears to be an exit ramp built into the East National Ave bridge at the south end and noticeably vacant land located to the immediate southeast where the expressway would have likely curved to the southeast then crossing the railroad tracks and continuing south.

Should a bypass be constructed potential exits would likely be constructed at:
* US-54 West/US-69 Business/K-7 on the north end
* Wall Street/US-54 East
* Jayhawk Rd
* K-7/US69 Business in the south as the bypass reconnects to the existing routing in the south.
* Partial interchange at Grand Road

Construction of the bypass is most definitely needed in order to fulfill the goal of having a full interstate quality freeway from Kansas City to Interstate 44 through southeast Kansas, which if completed could become part of the Interstate 45 corridor if it is ever extended north of Dallas. While there is concerns and some opposition to it due to the potential threat of economic decline, such as has been witnessed in smaller towns like Pleasanton, there are ways to mitigate this and promote the city as a regional center, thus protecting its commerce and keeping it a destination city, rather than a town to just drive around on your way to somewhere else. These same concerns are also part of the reason why there has been much consternation regarding the freeway bypasses proposed around Pittsburg and Frontenac. It remains to be seen if attempts move forward with the bypass will come however it looks like it will be several years if not decades before a Fort Scott bypass could become a reality.

===Fort Scott to Arma===
Upgrades were completed along US69 from the K-7 junction south of Fort Scott to Arma constructing the 2-lane segment into a 4-lane expressway with at grade intersections spaced 1 mile apart. Plans also call for the eventual upgrade of the corridor to full freeway standards with limited access grade separation and property access maintained by the use of frontage roads to connect to interchanges along the corridor

The proposed upgrades to freeway standard include:
* Connect to the planned Pittsburg Bypass (Crawford County Corridor) south of the 680th Ave intersection
* Upgrade 680th Ave to a standard diamond interchange
* Close access at 690th Ave - Convert to cul-de-sac/access via adjoining roads
* Grade separation at 700th Ave
* Upgrade 710th Ave to a standard diamond interchange
* Grade separation at 720th Ave
* Close access at 730th Ave - Convert to cul-de-sac/access via adjoining roads
* Close access at Birch Rd - Convert to cul-de-sac/access via adjoining roads
* Grade separation at Cavalry Rd
* Close access at Deer Rd - Convert to cul-de-sac/access via frontage/adjoining roads
* Upgrade Eagle Rd to a standard diamond interchange
* Close access at Fern Rd - Access via frontage road
* Grand Rd access would remain at grade (likely to be upgraded in the future or due to long range planning for a Fort Scott bypass)

Officially the state opted to move forward with the upgradable expressway for the time being due to the expressway meeting the traffic needs for the foreseeable future. However right of way has been preserved for the ultimate upgrade of the highway to full freeway standards possibly by 2040.

=Purpose and Need=
Ideally offering this connection would provide a better through route to Kansas City, St. Louis, and the northern plains cities that currently must use the existing I-35 corridor. Additionally, many cities along the corridor would benefit from the positive economic impact of having a major north south interstate corridor passing through. This corridor, in conjunction with the other planned interstate corridors, such as I-69, I-49, and I-42 (OK-AR)) would improve interconnectability as well providing alternatives for long distance traffic to have more direct access to some destinations, while bypassing other congested metro areas resulting in energy savings and less pollution.

=Auxiliary Routes=
'''Ultimate Interstate 145''' is an auxiliary interstate route that would connect Tulsa, OK to I-45 near McAlester, OK using the northern section of the Indian Nation Turnpike (OK-75) and continuing north along the US-75 freeway/expressway into Tulsa, OK terminating at I-244.

This 'Ultimate Interstate' could potentially be extended southward to Hugo, OK which would bring the entire Indian Nation Turnpike into the interstate system.

'''Ultimate Interstate 345''' is an auxiliary interstate route that would connect Tulsa, OK to I-40 near Webbers Falls, OK by redesignating the entire Muskogee Turnpike (currently OK-351) as an interstate highway. The Oklahoma Department of Highways has applied and is seeking final approvals to sign this route as Interstate 343. This is problematic however since the route does not connect to Interstate 43 (Which is located in Wisconsin). This seems to be more of a novelty designation similar to the I-238 designation in California that also does not conform to numbering conventions. Considering our 'Ultimate Interstate' proposal to extend I-45 northward through the area, Interstate 345 would be a more logical choice for renumbering this road and as such Indyroads recommends amending the route number to I-345 instead.

Additionally, the I-345 route could be extended further northwestward to end at either I-44 in Central Tulsa or at I-244 downtown.

[[Category:Ultimate Interstates]][[Category:Visions]][[Category:Midwest US]]

Ultimate Interstates:Corridor 45

2026-09-23T14:31:36Z

Indyroads: /* Needed Improvements */

[[File:corridor45.png|thumb|upright|Corridor 45 Overview]]

'''Ultimate Interstate 45''' is a conceptual northward extension of I‑45, carrying the route from Dallas, Texas to Overland Park, Kansas by way of the cities of Durant, McAlester, and Muskogee in Oklahoma with potential spur routes linking the corridor to the Tulsa metropolitan area.

=Current I-45 Status and Development=
'''Interstate 45''' currently lies entirely within Texas. Although its mileage is relatively short for a major north–south corridor—especially for an Interstate ending in “5”, it plays a crucial role by linking the Dallas/Fort Worth region with Houston and Galveston. Past discussions about extending I‑45 northward have gained little momentum, but existing improvements along the corridor make such an upgrade increasingly feasible. Much of US‑75 north of Dallas already functions as a grade‑separated expressway already meeting or near interstate standards.
Moving into Oklahoma, several portions of US‑75 and US‑69 still fall short of interstate criteria, yet many upgraded expressway and freeway segments could be converted with additional bypasses and minor upgrades. In Kansas, some stretches would require new‑terrain construction while others could be upgraded from existing 2‑lane or 4‑lane highways. North of Fort Scott, US‑69 already meets interstate standards.

=Indyroads Conceptual Improvements=
The preferred routing shown in the maps would extend I‑45 north along unsigned I‑345, replacing it, then continue on US‑75 toward Oklahoma until meeting US‑69 near Denison, Texas. From there, the corridor would follow US‑69/US‑75 to Atoka, Oklahoma, then continue along US‑69 through McAlester and Muskogee to reach I‑44 (Will Rogers Turnpike) near Big Cabin.
The route would follow I‑44 for roughly 30 to 50 miles to Miami or Quapaw in Oklahoma, then shift toward on a new terrain alignment passing near the towns of Picher, Oklahoma and Baxter Springs, Kansas, tracking near Alternate US‑69 then continuing north along US‑69 toward Pittsburg and Fort Scott. After bypassing both cities, the corridor would continue along the US‑69 freeway to Overland Park, terminating at I‑35 in Lenexa.

==Texas==
Large portions of the US‑75/US‑69 corridor in Texas are already meet or are near interstate standards, and current construction activity positions the route to be fully eligible for interstate designation should a northern extension of I‑45 be considered and ultimately approved. Two major projects, one in the Dallas/Collin County region and one in Grayson County, are actively upgrading the corridor’s geometry, lane configuration, operational characteristics and interstate standards.

*'''Dallas & Collin County – Tech Lanes Conversion'''
A major project converting former HOV lanes into peak‑hour “technology lanes” is nearly complete along US‑75 from I‑635 to SH‑121/Sam Rayburn Tollway. Valued at $58 million, the work is 99% finished and opens the inside lane to all drivers for 22 hours each day, reserving peak‑hour restrictions only for HOVs, motorcycles, and low‑emission vehicles. No tolls are charged. These upgrades improve lane continuity and operational consistency—both important for interstate signing.

*'''Grayson County – Widening and Corridor Modernization'''
TxDOT is advancing a series of widening and modernization projects from the Collin County line northward through Sherman and Denison. Improvements include new U‑turn bridges in Van Alstyne and Howe, conversion of frontage roads to one‑way operation, and updated speed limits. Long‑range plans anticipate full interstate‑standard upgrades through Grayson County by approximately 2031, creating a continuous, grade‑separated corridor from Dallas to the Oklahoma border.

Taken together, these projects demonstrate that Texas is effectively preparing US‑75/US‑69 for full interstate designation. Once Oklahoma and Kansas complete their respective upgrades, the Texas portion of the corridor will be ready to carry the I‑45 shield without further major reconstruction.

==Oklahoma==
[[File:corridor45NEOKx.png|thumb|upright|Four-States Detail Map]]
[[File:corridor45COKx.png|thumb|upright|Central Oklahoma Detail Map]]

The US‑69/US‑75 corridor through Oklahoma varies widely in its current level of interstate readiness. Several long segments already function as near‑interstate‑standard freeways requiring only minor geometric upgrades, while other portions will require full reconstruction, new terrain bypasses, or major access‑management improvements. The breakdown below follows the corridor from the Texas state line northward.

===Needed Improvements===
*'''State Line to Colbert (MM 0–5)''' - This segment is already a grade‑separated, limited‑access freeway. Only minor improvements—such as ramp taper adjustments and shoulder widening—are needed for full interstate compliance.

*'''Colbert to Calera Upgrade (MM 5–8.5)''' - This portion requires removal of remaining at‑grade intersections and construction of continuous service roads to maintain property access. Once completed, the segment will meet interstate standards.

*'''Calera to Northeast of Caddo (MM 8.5–29)''' - Like the southern segment, this stretch is already a grade‑separated freeway with limited access. Minor upgrades to ramp geometry and shoulders would bring it fully up to interstate requirements.

*'''Caddo to Tushka (MM 29–40)''' - Currently a 4‑lane expressway with partial access control, this segment needs frontage roads and full grade separation to meet interstate standards. Several intersections will require closure or conversion.

*'''Tushka/Atoka Bypass (MM 40–48)''' - A new‑terrain bypass is needed around Tushka and Atoka to eliminate congestion, cross‑traffic conflicts, lower speed zones, and multiple traffic signals. This would improve freight movement and safety while allowing both towns to redesign their main streets for pedestrians and local commerce. Business routes could preserve through‑traffic access for tourism and local economic vitality.

*'''Atoka to Savanna (MM 48–81)''' - Much of this corridor is a 4‑lane expressway, but several sections are undivided or lack the minimum median width required for interstate designation. New bypasses are needed around Stringtown (MM 52–55) and Kiowa (MM 72–74). Remaining portions require conversion to full freeway with service roads for property access, some of which can be built within existing right‑of‑way.

*'''Savanna Bypass and Indian Nation Turnpike Connection (MM 81–87.6)''' - A new bypass east of Savanna would begin near MM 81 and include a reconstructed interchange providing direct‑connect ramps between US‑69 south and OK‑375 (Indian Nation Turnpike) north. This would support a potential I‑345 spur into Tulsa. The bypass would rejoin the existing corridor near the south business route junction in McAlester.

*'''McAlester Expressway Conversion (MM 87.6–96.6)''' - The George Nigh Expressway is a 9‑mile expressway with partial freeway elements. To meet interstate standards, all remaining cross‑traffic must be removed, service roads converted to one‑way operation, and slip ramps added. Several interchanges already exist, making this a strong candidate for full upgrade.

*'''Lake Eufaula to South of Muskogee (MM 96.6–147.5)''' - This entire segment is already a fully grade‑separated freeway with limited access. Only minor ramp geometry refinements and a potential interchange modernization at I‑40 may be needed.

*'''Muskogee Bypass (MM 147.5–157)''' - A new western bypass around Muskogee would extend the freeway north from Summit, reconnecting with US‑69 at the south end of the Arkansas River bridge. This removes the final major urban bottleneck and provides a continuous freeway corridor.

*'''North Muskogee to South Wagoner Upgrade (MM 157–164.5)''' - This segment requires removal of remaining at‑grade intersections and construction of service roads. The US‑69/OK‑175 (Muskogee Turnpike) interchange must be upgraded to a full free‑flow system interchange.
:An alternative is to extend the Muskogee bypass further north on new alignment and tie directly into the Wagoner bypass.

*'''Wagoner Bypass (MM 164–171)''' - A new western bypass around Wagoner would provide full access control and eliminate multiple conflict points within the city.

*'''North Wagoner to I‑44 Toll (MM 171–209.5)''' -
:This segment requires freeway conversion and three bypasses:
::*Chouteau/Pryor (MM 180–194) — including a new US‑421 interchange west of the existing junction.
::*Adair (MM 201–204) — a new bypass removing several at‑grade intersections.
::*Big Cabin (MM 209) — a bypass connecting directly to I‑44 near MM 279.5.
:From MM 209.5 northward, the corridor would join the Will Rogers Turnpike.

*'''I‑44 to Kansas State Line''' - I‑45 would run concurrent with I‑44 for roughly 37-52 miles, then depart the turnpike on a new alignment northward somewhere between 2 to 17 miles east of the Miami turnpike interchange. From there the route would pass east of Miami and near Quapaw before entering Kansas west of Baxter Springs.

===Corridor 45 Alternate Routings===
There are also 4 possible recommended alternate routings are represented by the dotted blue or magenta lines on the map. All routings below are described running from South to North, and each of the alternatives share the same routing from Dallas through Tulsa OK as follows:
*''Ultimate Interstate 45'' would follow its proposed routing along sections of US-75 and US-69 from Dallas, TX to the Indian Nation Turnpike (OK-75) junction near McAlester, OK.
*From there all of the alternatives deviate from the ''ultimate routing'' instead following the Indian Nation TPK (OK-75) and then US-75 North from McAlester, OK to Tulsa, OK (what is proposed as ''Ultimate Interstate 145'').

Starting in Tulsa OK, each of the alternates deviate from one another as described below:

*'''Alternative Routing 1''' follows I-44 from Tulsa OK and rejoins the Proposed ''Ultimate Interstate 45'' routing northward into Kansas from a new junction near Miami, OK.
*'''Alternative Routing 1A''' diverts to a new freeway/tollway route from US-75 near Okmulgee, OK on a new alignment to the Creek Turnpike (OK-364) near Broken Arrow, OK, then following the Creek Turnpike (OK-345) northward until it reaches and rejoins I-44 east of Tulsa. From there it Follows I-44 and rejoins the Proposed ''Ultimate Interstate 45'' routing northward into Kansas from a new junction near Miami, OK
*'''Alternative Routing 2''' routes its way through Tulsa continuing northward as it follows US-169 north of Tulsa to Iola, KS then heads eastward near US-54 and rejoins the proposed ''Ultimate Interstate 45'' as it heads northward along the US-69 freeway near Ft Scott, KS.
*'''Alternative Routing 3''' starts similarly to alternative 2 routing through Tulsa and heading northward along US-169 through Chanute, KS and Iola, KS but stays on US-169 as it routes through Garnett, KS and Paola, KS before terminating at a new interchange I-35 in Olathe, KS. Alternative 3 is the only one that does not rejoin the original ''ultimate'' route.

Alternatives 1 and 1A could also serve as an East West Split of ''Corridor 45''. With the western alternative being signed as I-45W and the eastern routing through Muskogee being signed as I-45E.

==Kansas==
[[File:corridor45EKSx.png|thumb|upright|Eastern Kansas Detail Map]]

===Pittsburg Bypass===
[[File:corridor45PITTx.png|thumb|upright|Pittsburg, KS Bypass]]
The '''Crawford County Corridor''' is a proposed freeway bypass project being proposed by KDOT to improve US-69 from 1 to 3 miles north of Arma to US-400 south of Pittsburg. Initially Four proposed alignments were being studied for improvements to the highway in Crawford County. Of the 4 options the second western option was chosen as the preferred option due to less right of way encroachments at the north and south ends of the project. A connecting road from the south end of the project would have then tied the new bypass to the existing route about 1 mile south of US-400/K-171. The bypass project was moving forward until the cities of Alma, Frontenac, and Pittsburg Kansas passed resolutions removing their support of the western bypass option citing concerns about the impact of the western alignment of the route and asking the state to reconsider the routing. The cities are concerned about possible negative economic impacts of moving the highway further away. These cities prefer a more centralized alternative instead. As a result, the state is going back to the study phase to consider different possible alternatives. The map to the right shows the 4 potential alternatives considered. However, it remains to be seen in the next 2 years what will come out of the study going forward.

*'''Western Routing'''
**Option 1 Begins in the north from 1/2 mile north of 650th Ave curving off to the west to about 2 miles west of existing US-69 bypassing Alma, Frontenac, and Pittsburg before ending at US-400 at the Crawford/Cherokee county line, 1/2 mile west of the Kansas Crossing casino.
**Option 2 Begins in the north from just south of 670th Ave curving off to the west to about 2 miles west of existing US-69 bypassing Alma, Frontenac, and Pittsburg before ending at US-400 at the Crawford/Cherokee county line 1 mile west of the Kansas Crossing casino. This option became the preferred option for the bypass.
**the proposed interchanges for the western options are:
***640th Ave
***K-47 (620th Ave)
***US-160 (590th Ave)
***570th Ave/West Atkinson Ave
***K-126 (W 4th St)
***520th Ave
***US-400/K-171 (End of Freeway)

*'''Central Routing'''
**follows along the existing routing to approximately 1/2 mile west of the existing routing
**the proposed interchanges for the central option are:
***N West St/Business 69
***K-47 (620th Ave)
***US-160 (590th Ave)
***W Atkinson Ave
***K-126 (W 4th St)
***Business 69/Broadway
***US-400/K-171 (End of Freeway)

*'''Eastern Routing'''
**Begins in the north from 1/2 mile north of 650th Ave curving off to the east to about 1-3 miles east of existing US-69 following a meandering route around the east sides of Alma, Frontenac, and Pittsburg before rejoining the existing US-69 alignment 1/4 mile south of the Crawford/Cherokee county line.
**the proposed interchanges for the eastern option are:
***E South St/640th Ave
***K-47 (620th Ave)
***US-160 (590th Ave)
***E Atkinson Ave/570th Ave
***K-126 (E 4th St)
***Business 69/Broadway
***US-400/K-171

====April 2025 Update====
KDOT has been continuing to go back to having open houses to determine the needs for the corridor as well as being able to address some of the concerns brought up by local residents, stakeholders, crawford county and city governments invested in process. Because of this the immediate focus of the corridor study has changed regarding immediate and potential minor improvements to be made through 2030. This corridor had been under study and planning for full freeway upgrade with preliminary plans dating all the way back to 1999, with the initial EIS/EIR study completed in 2012 with a finding of no significant inpact (FONSI) and plans to proceed with the project in late 2023. The resulting outcry and withdrawal of support from several cities has stymied the project leaving the freeway with an uncertain future and KDOT making the following statement:

<blockquote>"KDOT is currently planning upgrades to some of the traffic signals, as well as speed feedback signs. Aside from these, there are no plans for this stretch of U.S. 69 highway. KDOT wants to collect community input and analyze updated traffic and crash data before making any decisions."</blockquote>

This could leave the door open potentially for a freeway in the future, but based on the statement and details available on the project website, it appears that this may be in the distant future. One can only assume if that means 2040 or 2050 or beyond. At any rate we remain steadfast in our support of a full limited access freeway corridor maintained from I-35 to I-44 in eastern Kansas, and this includes construction of this segment as a freeway.

You can read more about the project from the [https://www.ksdot.gov/projects/southeast-kansas-projects/u-s-69-highway-study-in-crawford-county-2024 KDOT US69 Crawford County Study Website]

====June 2025 Update====

KDOT has come back with its final concepts for improvements to be made to the Pittsburg to Arma corridor totaling an expected cost of $43 Million dollars to 'upgrade' the corridor and improve safety between 2026 to 2029. These improvements will provide a little relief to addressing the congestion and safety considerations along the corridor by partially restricting access along certain portions of the route, including RIRO (Right-in/Right-Out) access, the construction of 1 of 3 planned roundabouts, installation of additional traffic signage, signalized interchanges, and rumble strips. 2 additional roundabouts, 2 sweeping right (right turn channelization) ramps, and the addition of left turn and right turn acceeration and deceleration lanes are still being considered in the future and have yet to be funded for construction.

So, we have went from being nearly ready to start major construction of a long-needed freeway bypass that would have enhanced the region and would have been completed substantially by 2030 to now a handful of significantly inadequate minor improvements with a significantly hefty price tag. Ultimately, some of these improvements are needed, such as a roundabout at North Broadway and Atkinson for one. But this will not improve interstate commerce, it will not create the 4-lane freeway corridor originally imagined by KDOT when the northern portions of the expressway were constructed and opened. This effectively leaves US-69 as a dead-end in northern Crawford County because from there interstate traffic must then negotiate a network of narrow and congested 2-lane roads to continue further south. This is dissapointing to say the least.

Hopefully KDOT still has the greater vision of constructing the 4-lane through the region long term and is just addressing local concerns on the short term. By having capitulated so far to the cities of Arma, Frontenac, and Pittsburg they have set the area up to miss out on the benefits of being connected to a major commercial corridor. Something that neighboring Missouri took advantage of when they upgraded the US-71 corridor to what is now I-49. This has undoubtedly had a positive impact on cities along the corridor including Carthage, Lamar, Nevada, Butler, Appleton City, and Harrisonville. Benefits that could also bring similar growth to cities like Baxter Springs, Pittsburg, Arma, Fort Scott, and Pleasanton.

===Fort Scott Bypass===
[[File:corridor45FSx.png|thumb|upright|Fort Scott, KS Bypass]]
The '''Fort Scott Bypass''' is a preliminarily proposed freeway bypass project being considered by KDOT to improve US-69 from 1 mile north of Fort Scott to K-7/US69 Junction approximately 5 miles south of Fort Scott traveling around the east side of the city. The potential alignment shown in the illustration is for illustration purposes only depicting a possible location of the bypass route, as nothing has officially been proposed along the corridor.

Recent improvements to the US69 mainline between Wall Street and 18th were just completed in 2023 along a previously improved expressway section that would be difficult to upgrade to a full freeway for several reasons. First is the tight geometry due to several curves along this section of expressway, secondly, the expressway abruptly ends at the south end curving on to main street leaving no option for extending the expressway further south. Third, converting intersections at 3rd Street, 6th Street, and 12th Street to grade separated crossings or intersections would also be difficult due to elevation issues and lack of room to build bridge approaches without elevating the expressway. It does appear that at one time the extension of this expressway was planned further southward. Evidence of this is visibileif you look at what appears to be an exit ramp built into the East National Ave bridge at the south end and noticeably vacant land located to the immediate southeast where the expressway would have likely curved to the southeast then crossing the railroad tracks and continuing south.

Should a bypass be constructed potential exits would likely be constructed at:
* US-54 West/US-69 Business/K-7 on the north end
* Wall Street/US-54 East
* Jayhawk Rd
* K-7/US69 Business in the south as the bypass reconnects to the existing routing in the south.
* Partial interchange at Grand Road

Construction of the bypass is most definitely needed in order to fulfill the goal of having a full interstate quality freeway from Kansas City to Interstate 44 through southeast Kansas, which if completed could become part of the Interstate 45 corridor if it is ever extended north of Dallas. While there is concerns and some opposition to it due to the potential threat of economic decline, such as has been witnessed in smaller towns like Pleasanton, there are ways to mitigate this and promote the city as a regional center, thus protecting its commerce and keeping it a destination city, rather than a town to just drive around on your way to somewhere else. These same concerns are also part of the reason why there has been much consternation regarding the freeway bypasses proposed around Pittsburg and Frontenac. It remains to be seen if attempts move forward with the bypass will come however it looks like it will be several years if not decades before a Fort Scott bypass could become a reality.

===Fort Scott to Arma===
Upgrades were completed along US69 from the K-7 junction south of Fort Scott to Arma constructing the 2-lane segment into a 4-lane expressway with at grade intersections spaced 1 mile apart. Plans also call for the eventual upgrade of the corridor to full freeway standards with limited access grade separation and property access maintained by the use of frontage roads to connect to interchanges along the corridor

The proposed upgrades to freeway standard include:
* Connect to the planned Pittsburg Bypass (Crawford County Corridor) south of the 680th Ave intersection
* Upgrade 680th Ave to a standard diamond interchange
* Close access at 690th Ave - Convert to cul-de-sac/access via adjoining roads
* Grade separation at 700th Ave
* Upgrade 710th Ave to a standard diamond interchange
* Grade separation at 720th Ave
* Close access at 730th Ave - Convert to cul-de-sac/access via adjoining roads
* Close access at Birch Rd - Convert to cul-de-sac/access via adjoining roads
* Grade separation at Cavalry Rd
* Close access at Deer Rd - Convert to cul-de-sac/access via frontage/adjoining roads
* Upgrade Eagle Rd to a standard diamond interchange
* Close access at Fern Rd - Access via frontage road
* Grand Rd access would remain at grade (likely to be upgraded in the future or due to long range planning for a Fort Scott bypass)

Officially the state opted to move forward with the upgradable expressway for the time being due to the expressway meeting the traffic needs for the foreseeable future. However right of way has been preserved for the ultimate upgrade of the highway to full freeway standards possibly by 2040.

=Purpose and Need=
Ideally offering this connection would provide a better through route to Kansas City, St. Louis, and the northern plains cities that currently must use the existing I-35 corridor. Additionally, many cities along the corridor would benefit from the positive economic impact of having a major north south interstate corridor passing through. This corridor, in conjunction with the other planned interstate corridors, such as I-69, I-49, and I-42 (OK-AR)) would improve interconnectability as well providing alternatives for long distance traffic to have more direct access to some destinations, while bypassing other congested metro areas resulting in energy savings and less pollution.

=Auxiliary Routes=
'''Ultimate Interstate 145''' is an auxiliary interstate route that would connect Tulsa, OK to I-45 near McAlester, OK using the northern section of the Indian Nation Turnpike (OK-75) and continuing north along the US-75 freeway/expressway into Tulsa, OK terminating at I-244.

This 'Ultimate Interstate' could potentially be extended southward to Hugo, OK which would bring the entire Indian Nation Turnpike into the interstate system.

'''Ultimate Interstate 345''' is an auxiliary interstate route that would connect Tulsa, OK to I-40 near Webbers Falls, OK by redesignating the entire Muskogee Turnpike (currently OK-351) as an interstate highway. The Oklahoma Department of Highways has applied and is seeking final approvals to sign this route as Interstate 343. This is problematic however since the route does not connect to Interstate 43 (Which is located in Wisconsin). This seems to be more of a novelty designation similar to the I-238 designation in California that also does not conform to numbering conventions. Considering our 'Ultimate Interstate' proposal to extend I-45 northward through the area, Interstate 345 would be a more logical choice for renumbering this road and as such Indyroads recommends amending the route number to I-345 instead.

Additionally, the I-345 route could be extended further northwestward to end at either I-44 in Central Tulsa or at I-244 downtown.

[[Category:Ultimate Interstates]][[Category:Visions]][[Category:Midwest US]]

Ultimate Interstates:Corridor 45

2026-09-23T14:30:39Z

Indyroads: /* Needed Improvements */

[[File:corridor45.png|thumb|upright|Corridor 45 Overview]]

'''Ultimate Interstate 45''' is a conceptual northward extension of I‑45, carrying the route from Dallas, Texas to Overland Park, Kansas by way of the cities of Durant, McAlester, and Muskogee in Oklahoma with potential spur routes linking the corridor to the Tulsa metropolitan area.

=Current I-45 Status and Development=
'''Interstate 45''' currently lies entirely within Texas. Although its mileage is relatively short for a major north–south corridor—especially for an Interstate ending in “5”, it plays a crucial role by linking the Dallas/Fort Worth region with Houston and Galveston. Past discussions about extending I‑45 northward have gained little momentum, but existing improvements along the corridor make such an upgrade increasingly feasible. Much of US‑75 north of Dallas already functions as a grade‑separated expressway already meeting or near interstate standards.
Moving into Oklahoma, several portions of US‑75 and US‑69 still fall short of interstate criteria, yet many upgraded expressway and freeway segments could be converted with additional bypasses and minor upgrades. In Kansas, some stretches would require new‑terrain construction while others could be upgraded from existing 2‑lane or 4‑lane highways. North of Fort Scott, US‑69 already meets interstate standards.

=Indyroads Conceptual Improvements=
The preferred routing shown in the maps would extend I‑45 north along unsigned I‑345, replacing it, then continue on US‑75 toward Oklahoma until meeting US‑69 near Denison, Texas. From there, the corridor would follow US‑69/US‑75 to Atoka, Oklahoma, then continue along US‑69 through McAlester and Muskogee to reach I‑44 (Will Rogers Turnpike) near Big Cabin.
The route would follow I‑44 for roughly 30 to 50 miles to Miami or Quapaw in Oklahoma, then shift toward on a new terrain alignment passing near the towns of Picher, Oklahoma and Baxter Springs, Kansas, tracking near Alternate US‑69 then continuing north along US‑69 toward Pittsburg and Fort Scott. After bypassing both cities, the corridor would continue along the US‑69 freeway to Overland Park, terminating at I‑35 in Lenexa.

==Texas==
Large portions of the US‑75/US‑69 corridor in Texas are already meet or are near interstate standards, and current construction activity positions the route to be fully eligible for interstate designation should a northern extension of I‑45 be considered and ultimately approved. Two major projects, one in the Dallas/Collin County region and one in Grayson County, are actively upgrading the corridor’s geometry, lane configuration, operational characteristics and interstate standards.

*'''Dallas & Collin County – Tech Lanes Conversion'''
A major project converting former HOV lanes into peak‑hour “technology lanes” is nearly complete along US‑75 from I‑635 to SH‑121/Sam Rayburn Tollway. Valued at $58 million, the work is 99% finished and opens the inside lane to all drivers for 22 hours each day, reserving peak‑hour restrictions only for HOVs, motorcycles, and low‑emission vehicles. No tolls are charged. These upgrades improve lane continuity and operational consistency—both important for interstate signing.

*'''Grayson County – Widening and Corridor Modernization'''
TxDOT is advancing a series of widening and modernization projects from the Collin County line northward through Sherman and Denison. Improvements include new U‑turn bridges in Van Alstyne and Howe, conversion of frontage roads to one‑way operation, and updated speed limits. Long‑range plans anticipate full interstate‑standard upgrades through Grayson County by approximately 2031, creating a continuous, grade‑separated corridor from Dallas to the Oklahoma border.

Taken together, these projects demonstrate that Texas is effectively preparing US‑75/US‑69 for full interstate designation. Once Oklahoma and Kansas complete their respective upgrades, the Texas portion of the corridor will be ready to carry the I‑45 shield without further major reconstruction.

==Oklahoma==
[[File:corridor45NEOKx.png|thumb|upright|Four-States Detail Map]]
[[File:corridor45COKx.png|thumb|upright|Central Oklahoma Detail Map]]

The US‑69/US‑75 corridor through Oklahoma varies widely in its current level of interstate readiness. Several long segments already function as near‑interstate‑standard freeways requiring only minor geometric upgrades, while other portions will require full reconstruction, new terrain bypasses, or major access‑management improvements. The breakdown below follows the corridor from the Texas state line northward.

===Needed Improvements===
*'''State Line to Colbert (MM 0–5)''' - This segment is already a grade‑separated, limited‑access freeway. Only minor improvements—such as ramp taper adjustments and shoulder widening—are needed for full interstate compliance.

*'''Colbert to Calera Upgrade (MM 5–8.5)''' - This portion requires removal of remaining at‑grade intersections and construction of continuous service roads to maintain property access. Once completed, the segment will meet interstate standards.

*'''Calera to Northeast of Caddo (MM 8.5–29)''' - Like the southern segment, this stretch is already a grade‑separated freeway with limited access. Minor upgrades to ramp geometry and shoulders would bring it fully up to interstate requirements.

*'''Caddo to Tushka (MM 29–40)''' - Currently a 4‑lane expressway with partial access control, this segment needs frontage roads and full grade separation to meet interstate standards. Several intersections will require closure or conversion.

*'''Tushka/Atoka Bypass (MM 40–48)''' - A new‑terrain bypass is needed around Tushka and Atoka to eliminate congestion, cross‑traffic conflicts, lower speed zones, and multiple traffic signals. This would improve freight movement and safety while allowing both towns to redesign their main streets for pedestrians and local commerce. Business routes could preserve through‑traffic access for tourism and local economic vitality.

*'''Atoka to Savanna (MM 48–81)''' - Much of this corridor is a 4‑lane expressway, but several sections are undivided or lack the minimum median width required for interstate designation. New bypasses are needed around Stringtown (MM 52–55) and Kiowa (MM 72–74). Remaining portions require conversion to full freeway with service roads for property access, some of which can be built within existing right‑of‑way.

*'''Savanna Bypass and Indian Nation Turnpike Connection (MM 81–87.6)''' - A new bypass east of Savanna would begin near MM 81 and include a reconstructed interchange providing direct‑connect ramps between US‑69 south and OK‑375 (Indian Nation Turnpike) north. This would support a potential I‑345 spur into Tulsa. The bypass would rejoin the existing corridor near the south business route junction in McAlester.

*'''McAlester Expressway Conversion (MM 87.6–96.6)''' - The George Nigh Expressway is a 9‑mile expressway with partial freeway elements. To meet interstate standards, all remaining cross‑traffic must be removed, service roads converted to one‑way operation, and slip ramps added. Several interchanges already exist, making this a strong candidate for full upgrade.

*'''Lake Eufaula to South of Muskogee (MM 96.6–147.5)''' - This entire segment is already a fully grade‑separated freeway with limited access. Only minor ramp geometry refinements and a potential interchange modernization at I‑40 may be needed.

*'''Muskogee Bypass (MM 147.5–157)''' - A new western bypass around Muskogee would extend the freeway north from Summit, reconnecting with US‑69 at the south end of the Arkansas River bridge. This removes the final major urban bottleneck and provides a continuous freeway corridor.

*'''North Muskogee to South Wagoner Upgrade (MM 157–164.5)''' - This segment requires removal of remaining at‑grade intersections and construction of service roads. The US‑69/OK‑175 (Muskogee Turnpike) interchange must be upgraded to a full free‑flow system interchange.
An alternative is to extend the Muskogee bypass further north on new alignment and tie directly into the Wagoner bypass.

*'''Wagoner Bypass (MM 164–171)''' - A new western bypass around Wagoner would provide full access control and eliminate multiple conflict points within the city.

*'''North Wagoner to I‑44 Toll (MM 171–209.5)''' -
This segment requires freeway conversion and three bypasses:
:*Chouteau/Pryor (MM 180–194) — including a new US‑421 interchange west of the existing junction.
:*Adair (MM 201–204) — a new bypass removing several at‑grade intersections.
:*Big Cabin (MM 209) — a bypass connecting directly to I‑44 near MM 279.5.
From MM 209.5 northward, the corridor would join the Will Rogers Turnpike.

*'''I‑44 to Kansas State Line''' - I‑45 would run concurrent with I‑44 for roughly 37-52 miles, then depart the turnpike on a new alignment northward somewhere between 2 to 17 miles east of the Miami turnpike interchange. From there the route would pass east of Miami and near Quapaw before entering Kansas west of Baxter Springs.

===Corridor 45 Alternate Routings===
There are also 4 possible recommended alternate routings are represented by the dotted blue or magenta lines on the map. All routings below are described running from South to North, and each of the alternatives share the same routing from Dallas through Tulsa OK as follows:
*''Ultimate Interstate 45'' would follow its proposed routing along sections of US-75 and US-69 from Dallas, TX to the Indian Nation Turnpike (OK-75) junction near McAlester, OK.
*From there all of the alternatives deviate from the ''ultimate routing'' instead following the Indian Nation TPK (OK-75) and then US-75 North from McAlester, OK to Tulsa, OK (what is proposed as ''Ultimate Interstate 145'').

Starting in Tulsa OK, each of the alternates deviate from one another as described below:

*'''Alternative Routing 1''' follows I-44 from Tulsa OK and rejoins the Proposed ''Ultimate Interstate 45'' routing northward into Kansas from a new junction near Miami, OK.
*'''Alternative Routing 1A''' diverts to a new freeway/tollway route from US-75 near Okmulgee, OK on a new alignment to the Creek Turnpike (OK-364) near Broken Arrow, OK, then following the Creek Turnpike (OK-345) northward until it reaches and rejoins I-44 east of Tulsa. From there it Follows I-44 and rejoins the Proposed ''Ultimate Interstate 45'' routing northward into Kansas from a new junction near Miami, OK
*'''Alternative Routing 2''' routes its way through Tulsa continuing northward as it follows US-169 north of Tulsa to Iola, KS then heads eastward near US-54 and rejoins the proposed ''Ultimate Interstate 45'' as it heads northward along the US-69 freeway near Ft Scott, KS.
*'''Alternative Routing 3''' starts similarly to alternative 2 routing through Tulsa and heading northward along US-169 through Chanute, KS and Iola, KS but stays on US-169 as it routes through Garnett, KS and Paola, KS before terminating at a new interchange I-35 in Olathe, KS. Alternative 3 is the only one that does not rejoin the original ''ultimate'' route.

Alternatives 1 and 1A could also serve as an East West Split of ''Corridor 45''. With the western alternative being signed as I-45W and the eastern routing through Muskogee being signed as I-45E.

==Kansas==
[[File:corridor45EKSx.png|thumb|upright|Eastern Kansas Detail Map]]

===Pittsburg Bypass===
[[File:corridor45PITTx.png|thumb|upright|Pittsburg, KS Bypass]]
The '''Crawford County Corridor''' is a proposed freeway bypass project being proposed by KDOT to improve US-69 from 1 to 3 miles north of Arma to US-400 south of Pittsburg. Initially Four proposed alignments were being studied for improvements to the highway in Crawford County. Of the 4 options the second western option was chosen as the preferred option due to less right of way encroachments at the north and south ends of the project. A connecting road from the south end of the project would have then tied the new bypass to the existing route about 1 mile south of US-400/K-171. The bypass project was moving forward until the cities of Alma, Frontenac, and Pittsburg Kansas passed resolutions removing their support of the western bypass option citing concerns about the impact of the western alignment of the route and asking the state to reconsider the routing. The cities are concerned about possible negative economic impacts of moving the highway further away. These cities prefer a more centralized alternative instead. As a result, the state is going back to the study phase to consider different possible alternatives. The map to the right shows the 4 potential alternatives considered. However, it remains to be seen in the next 2 years what will come out of the study going forward.

*'''Western Routing'''
**Option 1 Begins in the north from 1/2 mile north of 650th Ave curving off to the west to about 2 miles west of existing US-69 bypassing Alma, Frontenac, and Pittsburg before ending at US-400 at the Crawford/Cherokee county line, 1/2 mile west of the Kansas Crossing casino.
**Option 2 Begins in the north from just south of 670th Ave curving off to the west to about 2 miles west of existing US-69 bypassing Alma, Frontenac, and Pittsburg before ending at US-400 at the Crawford/Cherokee county line 1 mile west of the Kansas Crossing casino. This option became the preferred option for the bypass.
**the proposed interchanges for the western options are:
***640th Ave
***K-47 (620th Ave)
***US-160 (590th Ave)
***570th Ave/West Atkinson Ave
***K-126 (W 4th St)
***520th Ave
***US-400/K-171 (End of Freeway)

*'''Central Routing'''
**follows along the existing routing to approximately 1/2 mile west of the existing routing
**the proposed interchanges for the central option are:
***N West St/Business 69
***K-47 (620th Ave)
***US-160 (590th Ave)
***W Atkinson Ave
***K-126 (W 4th St)
***Business 69/Broadway
***US-400/K-171 (End of Freeway)

*'''Eastern Routing'''
**Begins in the north from 1/2 mile north of 650th Ave curving off to the east to about 1-3 miles east of existing US-69 following a meandering route around the east sides of Alma, Frontenac, and Pittsburg before rejoining the existing US-69 alignment 1/4 mile south of the Crawford/Cherokee county line.
**the proposed interchanges for the eastern option are:
***E South St/640th Ave
***K-47 (620th Ave)
***US-160 (590th Ave)
***E Atkinson Ave/570th Ave
***K-126 (E 4th St)
***Business 69/Broadway
***US-400/K-171

====April 2025 Update====
KDOT has been continuing to go back to having open houses to determine the needs for the corridor as well as being able to address some of the concerns brought up by local residents, stakeholders, crawford county and city governments invested in process. Because of this the immediate focus of the corridor study has changed regarding immediate and potential minor improvements to be made through 2030. This corridor had been under study and planning for full freeway upgrade with preliminary plans dating all the way back to 1999, with the initial EIS/EIR study completed in 2012 with a finding of no significant inpact (FONSI) and plans to proceed with the project in late 2023. The resulting outcry and withdrawal of support from several cities has stymied the project leaving the freeway with an uncertain future and KDOT making the following statement:

<blockquote>"KDOT is currently planning upgrades to some of the traffic signals, as well as speed feedback signs. Aside from these, there are no plans for this stretch of U.S. 69 highway. KDOT wants to collect community input and analyze updated traffic and crash data before making any decisions."</blockquote>

This could leave the door open potentially for a freeway in the future, but based on the statement and details available on the project website, it appears that this may be in the distant future. One can only assume if that means 2040 or 2050 or beyond. At any rate we remain steadfast in our support of a full limited access freeway corridor maintained from I-35 to I-44 in eastern Kansas, and this includes construction of this segment as a freeway.

You can read more about the project from the [https://www.ksdot.gov/projects/southeast-kansas-projects/u-s-69-highway-study-in-crawford-county-2024 KDOT US69 Crawford County Study Website]

====June 2025 Update====

KDOT has come back with its final concepts for improvements to be made to the Pittsburg to Arma corridor totaling an expected cost of $43 Million dollars to 'upgrade' the corridor and improve safety between 2026 to 2029. These improvements will provide a little relief to addressing the congestion and safety considerations along the corridor by partially restricting access along certain portions of the route, including RIRO (Right-in/Right-Out) access, the construction of 1 of 3 planned roundabouts, installation of additional traffic signage, signalized interchanges, and rumble strips. 2 additional roundabouts, 2 sweeping right (right turn channelization) ramps, and the addition of left turn and right turn acceeration and deceleration lanes are still being considered in the future and have yet to be funded for construction.

So, we have went from being nearly ready to start major construction of a long-needed freeway bypass that would have enhanced the region and would have been completed substantially by 2030 to now a handful of significantly inadequate minor improvements with a significantly hefty price tag. Ultimately, some of these improvements are needed, such as a roundabout at North Broadway and Atkinson for one. But this will not improve interstate commerce, it will not create the 4-lane freeway corridor originally imagined by KDOT when the northern portions of the expressway were constructed and opened. This effectively leaves US-69 as a dead-end in northern Crawford County because from there interstate traffic must then negotiate a network of narrow and congested 2-lane roads to continue further south. This is dissapointing to say the least.

Hopefully KDOT still has the greater vision of constructing the 4-lane through the region long term and is just addressing local concerns on the short term. By having capitulated so far to the cities of Arma, Frontenac, and Pittsburg they have set the area up to miss out on the benefits of being connected to a major commercial corridor. Something that neighboring Missouri took advantage of when they upgraded the US-71 corridor to what is now I-49. This has undoubtedly had a positive impact on cities along the corridor including Carthage, Lamar, Nevada, Butler, Appleton City, and Harrisonville. Benefits that could also bring similar growth to cities like Baxter Springs, Pittsburg, Arma, Fort Scott, and Pleasanton.

===Fort Scott Bypass===
[[File:corridor45FSx.png|thumb|upright|Fort Scott, KS Bypass]]
The '''Fort Scott Bypass''' is a preliminarily proposed freeway bypass project being considered by KDOT to improve US-69 from 1 mile north of Fort Scott to K-7/US69 Junction approximately 5 miles south of Fort Scott traveling around the east side of the city. The potential alignment shown in the illustration is for illustration purposes only depicting a possible location of the bypass route, as nothing has officially been proposed along the corridor.

Recent improvements to the US69 mainline between Wall Street and 18th were just completed in 2023 along a previously improved expressway section that would be difficult to upgrade to a full freeway for several reasons. First is the tight geometry due to several curves along this section of expressway, secondly, the expressway abruptly ends at the south end curving on to main street leaving no option for extending the expressway further south. Third, converting intersections at 3rd Street, 6th Street, and 12th Street to grade separated crossings or intersections would also be difficult due to elevation issues and lack of room to build bridge approaches without elevating the expressway. It does appear that at one time the extension of this expressway was planned further southward. Evidence of this is visibileif you look at what appears to be an exit ramp built into the East National Ave bridge at the south end and noticeably vacant land located to the immediate southeast where the expressway would have likely curved to the southeast then crossing the railroad tracks and continuing south.

Should a bypass be constructed potential exits would likely be constructed at:
* US-54 West/US-69 Business/K-7 on the north end
* Wall Street/US-54 East
* Jayhawk Rd
* K-7/US69 Business in the south as the bypass reconnects to the existing routing in the south.
* Partial interchange at Grand Road

Construction of the bypass is most definitely needed in order to fulfill the goal of having a full interstate quality freeway from Kansas City to Interstate 44 through southeast Kansas, which if completed could become part of the Interstate 45 corridor if it is ever extended north of Dallas. While there is concerns and some opposition to it due to the potential threat of economic decline, such as has been witnessed in smaller towns like Pleasanton, there are ways to mitigate this and promote the city as a regional center, thus protecting its commerce and keeping it a destination city, rather than a town to just drive around on your way to somewhere else. These same concerns are also part of the reason why there has been much consternation regarding the freeway bypasses proposed around Pittsburg and Frontenac. It remains to be seen if attempts move forward with the bypass will come however it looks like it will be several years if not decades before a Fort Scott bypass could become a reality.

===Fort Scott to Arma===
Upgrades were completed along US69 from the K-7 junction south of Fort Scott to Arma constructing the 2-lane segment into a 4-lane expressway with at grade intersections spaced 1 mile apart. Plans also call for the eventual upgrade of the corridor to full freeway standards with limited access grade separation and property access maintained by the use of frontage roads to connect to interchanges along the corridor

The proposed upgrades to freeway standard include:
* Connect to the planned Pittsburg Bypass (Crawford County Corridor) south of the 680th Ave intersection
* Upgrade 680th Ave to a standard diamond interchange
* Close access at 690th Ave - Convert to cul-de-sac/access via adjoining roads
* Grade separation at 700th Ave
* Upgrade 710th Ave to a standard diamond interchange
* Grade separation at 720th Ave
* Close access at 730th Ave - Convert to cul-de-sac/access via adjoining roads
* Close access at Birch Rd - Convert to cul-de-sac/access via adjoining roads
* Grade separation at Cavalry Rd
* Close access at Deer Rd - Convert to cul-de-sac/access via frontage/adjoining roads
* Upgrade Eagle Rd to a standard diamond interchange
* Close access at Fern Rd - Access via frontage road
* Grand Rd access would remain at grade (likely to be upgraded in the future or due to long range planning for a Fort Scott bypass)

Officially the state opted to move forward with the upgradable expressway for the time being due to the expressway meeting the traffic needs for the foreseeable future. However right of way has been preserved for the ultimate upgrade of the highway to full freeway standards possibly by 2040.

=Purpose and Need=
Ideally offering this connection would provide a better through route to Kansas City, St. Louis, and the northern plains cities that currently must use the existing I-35 corridor. Additionally, many cities along the corridor would benefit from the positive economic impact of having a major north south interstate corridor passing through. This corridor, in conjunction with the other planned interstate corridors, such as I-69, I-49, and I-42 (OK-AR)) would improve interconnectability as well providing alternatives for long distance traffic to have more direct access to some destinations, while bypassing other congested metro areas resulting in energy savings and less pollution.

=Auxiliary Routes=
'''Ultimate Interstate 145''' is an auxiliary interstate route that would connect Tulsa, OK to I-45 near McAlester, OK using the northern section of the Indian Nation Turnpike (OK-75) and continuing north along the US-75 freeway/expressway into Tulsa, OK terminating at I-244.

This 'Ultimate Interstate' could potentially be extended southward to Hugo, OK which would bring the entire Indian Nation Turnpike into the interstate system.

'''Ultimate Interstate 345''' is an auxiliary interstate route that would connect Tulsa, OK to I-40 near Webbers Falls, OK by redesignating the entire Muskogee Turnpike (currently OK-351) as an interstate highway. The Oklahoma Department of Highways has applied and is seeking final approvals to sign this route as Interstate 343. This is problematic however since the route does not connect to Interstate 43 (Which is located in Wisconsin). This seems to be more of a novelty designation similar to the I-238 designation in California that also does not conform to numbering conventions. Considering our 'Ultimate Interstate' proposal to extend I-45 northward through the area, Interstate 345 would be a more logical choice for renumbering this road and as such Indyroads recommends amending the route number to I-345 instead.

Additionally, the I-345 route could be extended further northwestward to end at either I-44 in Central Tulsa or at I-244 downtown.

[[Category:Ultimate Interstates]][[Category:Visions]][[Category:Midwest US]]

Ultimate Interstates:Corridor 45

2026-09-23T14:29:41Z

Indyroads: /* Needed Improvements */

[[File:corridor45.png|thumb|upright|Corridor 45 Overview]]

'''Ultimate Interstate 45''' is a conceptual northward extension of I‑45, carrying the route from Dallas, Texas to Overland Park, Kansas by way of the cities of Durant, McAlester, and Muskogee in Oklahoma with potential spur routes linking the corridor to the Tulsa metropolitan area.

=Current I-45 Status and Development=
'''Interstate 45''' currently lies entirely within Texas. Although its mileage is relatively short for a major north–south corridor—especially for an Interstate ending in “5”, it plays a crucial role by linking the Dallas/Fort Worth region with Houston and Galveston. Past discussions about extending I‑45 northward have gained little momentum, but existing improvements along the corridor make such an upgrade increasingly feasible. Much of US‑75 north of Dallas already functions as a grade‑separated expressway already meeting or near interstate standards.
Moving into Oklahoma, several portions of US‑75 and US‑69 still fall short of interstate criteria, yet many upgraded expressway and freeway segments could be converted with additional bypasses and minor upgrades. In Kansas, some stretches would require new‑terrain construction while others could be upgraded from existing 2‑lane or 4‑lane highways. North of Fort Scott, US‑69 already meets interstate standards.

=Indyroads Conceptual Improvements=
The preferred routing shown in the maps would extend I‑45 north along unsigned I‑345, replacing it, then continue on US‑75 toward Oklahoma until meeting US‑69 near Denison, Texas. From there, the corridor would follow US‑69/US‑75 to Atoka, Oklahoma, then continue along US‑69 through McAlester and Muskogee to reach I‑44 (Will Rogers Turnpike) near Big Cabin.
The route would follow I‑44 for roughly 30 to 50 miles to Miami or Quapaw in Oklahoma, then shift toward on a new terrain alignment passing near the towns of Picher, Oklahoma and Baxter Springs, Kansas, tracking near Alternate US‑69 then continuing north along US‑69 toward Pittsburg and Fort Scott. After bypassing both cities, the corridor would continue along the US‑69 freeway to Overland Park, terminating at I‑35 in Lenexa.

==Texas==
Large portions of the US‑75/US‑69 corridor in Texas are already meet or are near interstate standards, and current construction activity positions the route to be fully eligible for interstate designation should a northern extension of I‑45 be considered and ultimately approved. Two major projects, one in the Dallas/Collin County region and one in Grayson County, are actively upgrading the corridor’s geometry, lane configuration, operational characteristics and interstate standards.

*'''Dallas & Collin County – Tech Lanes Conversion'''
A major project converting former HOV lanes into peak‑hour “technology lanes” is nearly complete along US‑75 from I‑635 to SH‑121/Sam Rayburn Tollway. Valued at $58 million, the work is 99% finished and opens the inside lane to all drivers for 22 hours each day, reserving peak‑hour restrictions only for HOVs, motorcycles, and low‑emission vehicles. No tolls are charged. These upgrades improve lane continuity and operational consistency—both important for interstate signing.

*'''Grayson County – Widening and Corridor Modernization'''
TxDOT is advancing a series of widening and modernization projects from the Collin County line northward through Sherman and Denison. Improvements include new U‑turn bridges in Van Alstyne and Howe, conversion of frontage roads to one‑way operation, and updated speed limits. Long‑range plans anticipate full interstate‑standard upgrades through Grayson County by approximately 2031, creating a continuous, grade‑separated corridor from Dallas to the Oklahoma border.

Taken together, these projects demonstrate that Texas is effectively preparing US‑75/US‑69 for full interstate designation. Once Oklahoma and Kansas complete their respective upgrades, the Texas portion of the corridor will be ready to carry the I‑45 shield without further major reconstruction.

==Oklahoma==
[[File:corridor45NEOKx.png|thumb|upright|Four-States Detail Map]]
[[File:corridor45COKx.png|thumb|upright|Central Oklahoma Detail Map]]

The US‑69/US‑75 corridor through Oklahoma varies widely in its current level of interstate readiness. Several long segments already function as near‑interstate‑standard freeways requiring only minor geometric upgrades, while other portions will require full reconstruction, new terrain bypasses, or major access‑management improvements. The breakdown below follows the corridor from the Texas state line northward.

===Needed Improvements===
'''State Line to Colbert (MM 0–5)''' - This segment is already a grade‑separated, limited‑access freeway. Only minor improvements—such as ramp taper adjustments and shoulder widening—are needed for full interstate compliance.

'''Colbert to Calera Upgrade (MM 5–8.5)''' - This portion requires removal of remaining at‑grade intersections and construction of continuous service roads to maintain property access. Once completed, the segment will meet interstate standards.

'''Calera to Northeast of Caddo (MM 8.5–29)''' - Like the southern segment, this stretch is already a grade‑separated freeway with limited access. Minor upgrades to ramp geometry and shoulders would bring it fully up to interstate requirements.

'''Caddo to Tushka (MM 29–40)''' - Currently a 4‑lane expressway with partial access control, this segment needs frontage roads and full grade separation to meet interstate standards. Several intersections will require closure or conversion.

'''Tushka/Atoka Bypass (MM 40–48)''' - A new‑terrain bypass is needed around Tushka and Atoka to eliminate congestion, cross‑traffic conflicts, lower speed zones, and multiple traffic signals. This would improve freight movement and safety while allowing both towns to redesign their main streets for pedestrians and local commerce. Business routes could preserve through‑traffic access for tourism and local economic vitality.

'''Atoka to Savanna (MM 48–81)''' - Much of this corridor is a 4‑lane expressway, but several sections are undivided or lack the minimum median width required for interstate designation. New bypasses are needed around Stringtown (MM 52–55) and Kiowa (MM 72–74). Remaining portions require conversion to full freeway with service roads for property access, some of which can be built within existing right‑of‑way.

'''Savanna Bypass and Indian Nation Turnpike Connection (MM 81–87.6)''' - A new bypass east of Savanna would begin near MM 81 and include a reconstructed interchange providing direct‑connect ramps between US‑69 south and OK‑375 (Indian Nation Turnpike) north. This would support a potential I‑345 spur into Tulsa. The bypass would rejoin the existing corridor near the south business route junction in McAlester.

'''McAlester Expressway Conversion (MM 87.6–96.6)''' - The George Nigh Expressway is a 9‑mile expressway with partial freeway elements. To meet interstate standards, all remaining cross‑traffic must be removed, service roads converted to one‑way operation, and slip ramps added. Several interchanges already exist, making this a strong candidate for full upgrade.

'''Lake Eufaula to South of Muskogee (MM 96.6–147.5)''' - This entire segment is already a fully grade‑separated freeway with limited access. Only minor ramp geometry refinements and a potential interchange modernization at I‑40 may be needed.

'''Muskogee Bypass (MM 147.5–157)''' - A new western bypass around Muskogee would extend the freeway north from Summit, reconnecting with US‑69 at the south end of the Arkansas River bridge. This removes the final major urban bottleneck and provides a continuous freeway corridor.

'''North Muskogee to South Wagoner Upgrade (MM 157–164.5)''' - This segment requires removal of remaining at‑grade intersections and construction of service roads. The US‑69/OK‑175 (Muskogee Turnpike) interchange must be upgraded to a full free‑flow system interchange.
An alternative is to extend the Muskogee bypass further north on new alignment and tie directly into the Wagoner bypass.

'''Wagoner Bypass (MM 164–171)''' - A new western bypass around Wagoner would provide full access control and eliminate multiple conflict points within the city.

'''North Wagoner to I‑44 Toll (MM 171–209.5)''' -
This segment requires freeway conversion and three bypasses:
:*Chouteau/Pryor (MM 180–194) — including a new US‑421 interchange west of the existing junction.
:*Adair (MM 201–204) — a new bypass removing several at‑grade intersections.
:*Big Cabin (MM 209) — a bypass connecting directly to I‑44 near MM 279.5.
From MM 209.5 northward, the corridor would join the Will Rogers Turnpike.

'''I‑44 to Kansas State Line''' - I‑45 would run concurrent with I‑44 for roughly 37-52 miles, then depart the turnpike on a new alignment northward somewhere between 2 to 17 miles east of the Miami turnpike interchange. From there the route would pass east of Miami and near Quapaw before entering Kansas west of Baxter Springs.

===Corridor 45 Alternate Routings===
There are also 4 possible recommended alternate routings are represented by the dotted blue or magenta lines on the map. All routings below are described running from South to North, and each of the alternatives share the same routing from Dallas through Tulsa OK as follows:
*''Ultimate Interstate 45'' would follow its proposed routing along sections of US-75 and US-69 from Dallas, TX to the Indian Nation Turnpike (OK-75) junction near McAlester, OK.
*From there all of the alternatives deviate from the ''ultimate routing'' instead following the Indian Nation TPK (OK-75) and then US-75 North from McAlester, OK to Tulsa, OK (what is proposed as ''Ultimate Interstate 145'').

Starting in Tulsa OK, each of the alternates deviate from one another as described below:

*'''Alternative Routing 1''' follows I-44 from Tulsa OK and rejoins the Proposed ''Ultimate Interstate 45'' routing northward into Kansas from a new junction near Miami, OK.
*'''Alternative Routing 1A''' diverts to a new freeway/tollway route from US-75 near Okmulgee, OK on a new alignment to the Creek Turnpike (OK-364) near Broken Arrow, OK, then following the Creek Turnpike (OK-345) northward until it reaches and rejoins I-44 east of Tulsa. From there it Follows I-44 and rejoins the Proposed ''Ultimate Interstate 45'' routing northward into Kansas from a new junction near Miami, OK
*'''Alternative Routing 2''' routes its way through Tulsa continuing northward as it follows US-169 north of Tulsa to Iola, KS then heads eastward near US-54 and rejoins the proposed ''Ultimate Interstate 45'' as it heads northward along the US-69 freeway near Ft Scott, KS.
*'''Alternative Routing 3''' starts similarly to alternative 2 routing through Tulsa and heading northward along US-169 through Chanute, KS and Iola, KS but stays on US-169 as it routes through Garnett, KS and Paola, KS before terminating at a new interchange I-35 in Olathe, KS. Alternative 3 is the only one that does not rejoin the original ''ultimate'' route.

Alternatives 1 and 1A could also serve as an East West Split of ''Corridor 45''. With the western alternative being signed as I-45W and the eastern routing through Muskogee being signed as I-45E.

==Kansas==
[[File:corridor45EKSx.png|thumb|upright|Eastern Kansas Detail Map]]

===Pittsburg Bypass===
[[File:corridor45PITTx.png|thumb|upright|Pittsburg, KS Bypass]]
The '''Crawford County Corridor''' is a proposed freeway bypass project being proposed by KDOT to improve US-69 from 1 to 3 miles north of Arma to US-400 south of Pittsburg. Initially Four proposed alignments were being studied for improvements to the highway in Crawford County. Of the 4 options the second western option was chosen as the preferred option due to less right of way encroachments at the north and south ends of the project. A connecting road from the south end of the project would have then tied the new bypass to the existing route about 1 mile south of US-400/K-171. The bypass project was moving forward until the cities of Alma, Frontenac, and Pittsburg Kansas passed resolutions removing their support of the western bypass option citing concerns about the impact of the western alignment of the route and asking the state to reconsider the routing. The cities are concerned about possible negative economic impacts of moving the highway further away. These cities prefer a more centralized alternative instead. As a result, the state is going back to the study phase to consider different possible alternatives. The map to the right shows the 4 potential alternatives considered. However, it remains to be seen in the next 2 years what will come out of the study going forward.

*'''Western Routing'''
**Option 1 Begins in the north from 1/2 mile north of 650th Ave curving off to the west to about 2 miles west of existing US-69 bypassing Alma, Frontenac, and Pittsburg before ending at US-400 at the Crawford/Cherokee county line, 1/2 mile west of the Kansas Crossing casino.
**Option 2 Begins in the north from just south of 670th Ave curving off to the west to about 2 miles west of existing US-69 bypassing Alma, Frontenac, and Pittsburg before ending at US-400 at the Crawford/Cherokee county line 1 mile west of the Kansas Crossing casino. This option became the preferred option for the bypass.
**the proposed interchanges for the western options are:
***640th Ave
***K-47 (620th Ave)
***US-160 (590th Ave)
***570th Ave/West Atkinson Ave
***K-126 (W 4th St)
***520th Ave
***US-400/K-171 (End of Freeway)

*'''Central Routing'''
**follows along the existing routing to approximately 1/2 mile west of the existing routing
**the proposed interchanges for the central option are:
***N West St/Business 69
***K-47 (620th Ave)
***US-160 (590th Ave)
***W Atkinson Ave
***K-126 (W 4th St)
***Business 69/Broadway
***US-400/K-171 (End of Freeway)

*'''Eastern Routing'''
**Begins in the north from 1/2 mile north of 650th Ave curving off to the east to about 1-3 miles east of existing US-69 following a meandering route around the east sides of Alma, Frontenac, and Pittsburg before rejoining the existing US-69 alignment 1/4 mile south of the Crawford/Cherokee county line.
**the proposed interchanges for the eastern option are:
***E South St/640th Ave
***K-47 (620th Ave)
***US-160 (590th Ave)
***E Atkinson Ave/570th Ave
***K-126 (E 4th St)
***Business 69/Broadway
***US-400/K-171

====April 2025 Update====
KDOT has been continuing to go back to having open houses to determine the needs for the corridor as well as being able to address some of the concerns brought up by local residents, stakeholders, crawford county and city governments invested in process. Because of this the immediate focus of the corridor study has changed regarding immediate and potential minor improvements to be made through 2030. This corridor had been under study and planning for full freeway upgrade with preliminary plans dating all the way back to 1999, with the initial EIS/EIR study completed in 2012 with a finding of no significant inpact (FONSI) and plans to proceed with the project in late 2023. The resulting outcry and withdrawal of support from several cities has stymied the project leaving the freeway with an uncertain future and KDOT making the following statement:

<blockquote>"KDOT is currently planning upgrades to some of the traffic signals, as well as speed feedback signs. Aside from these, there are no plans for this stretch of U.S. 69 highway. KDOT wants to collect community input and analyze updated traffic and crash data before making any decisions."</blockquote>

This could leave the door open potentially for a freeway in the future, but based on the statement and details available on the project website, it appears that this may be in the distant future. One can only assume if that means 2040 or 2050 or beyond. At any rate we remain steadfast in our support of a full limited access freeway corridor maintained from I-35 to I-44 in eastern Kansas, and this includes construction of this segment as a freeway.

You can read more about the project from the [https://www.ksdot.gov/projects/southeast-kansas-projects/u-s-69-highway-study-in-crawford-county-2024 KDOT US69 Crawford County Study Website]

====June 2025 Update====

KDOT has come back with its final concepts for improvements to be made to the Pittsburg to Arma corridor totaling an expected cost of $43 Million dollars to 'upgrade' the corridor and improve safety between 2026 to 2029. These improvements will provide a little relief to addressing the congestion and safety considerations along the corridor by partially restricting access along certain portions of the route, including RIRO (Right-in/Right-Out) access, the construction of 1 of 3 planned roundabouts, installation of additional traffic signage, signalized interchanges, and rumble strips. 2 additional roundabouts, 2 sweeping right (right turn channelization) ramps, and the addition of left turn and right turn acceeration and deceleration lanes are still being considered in the future and have yet to be funded for construction.

So, we have went from being nearly ready to start major construction of a long-needed freeway bypass that would have enhanced the region and would have been completed substantially by 2030 to now a handful of significantly inadequate minor improvements with a significantly hefty price tag. Ultimately, some of these improvements are needed, such as a roundabout at North Broadway and Atkinson for one. But this will not improve interstate commerce, it will not create the 4-lane freeway corridor originally imagined by KDOT when the northern portions of the expressway were constructed and opened. This effectively leaves US-69 as a dead-end in northern Crawford County because from there interstate traffic must then negotiate a network of narrow and congested 2-lane roads to continue further south. This is dissapointing to say the least.

Hopefully KDOT still has the greater vision of constructing the 4-lane through the region long term and is just addressing local concerns on the short term. By having capitulated so far to the cities of Arma, Frontenac, and Pittsburg they have set the area up to miss out on the benefits of being connected to a major commercial corridor. Something that neighboring Missouri took advantage of when they upgraded the US-71 corridor to what is now I-49. This has undoubtedly had a positive impact on cities along the corridor including Carthage, Lamar, Nevada, Butler, Appleton City, and Harrisonville. Benefits that could also bring similar growth to cities like Baxter Springs, Pittsburg, Arma, Fort Scott, and Pleasanton.

===Fort Scott Bypass===
[[File:corridor45FSx.png|thumb|upright|Fort Scott, KS Bypass]]
The '''Fort Scott Bypass''' is a preliminarily proposed freeway bypass project being considered by KDOT to improve US-69 from 1 mile north of Fort Scott to K-7/US69 Junction approximately 5 miles south of Fort Scott traveling around the east side of the city. The potential alignment shown in the illustration is for illustration purposes only depicting a possible location of the bypass route, as nothing has officially been proposed along the corridor.

Recent improvements to the US69 mainline between Wall Street and 18th were just completed in 2023 along a previously improved expressway section that would be difficult to upgrade to a full freeway for several reasons. First is the tight geometry due to several curves along this section of expressway, secondly, the expressway abruptly ends at the south end curving on to main street leaving no option for extending the expressway further south. Third, converting intersections at 3rd Street, 6th Street, and 12th Street to grade separated crossings or intersections would also be difficult due to elevation issues and lack of room to build bridge approaches without elevating the expressway. It does appear that at one time the extension of this expressway was planned further southward. Evidence of this is visibileif you look at what appears to be an exit ramp built into the East National Ave bridge at the south end and noticeably vacant land located to the immediate southeast where the expressway would have likely curved to the southeast then crossing the railroad tracks and continuing south.

Should a bypass be constructed potential exits would likely be constructed at:
* US-54 West/US-69 Business/K-7 on the north end
* Wall Street/US-54 East
* Jayhawk Rd
* K-7/US69 Business in the south as the bypass reconnects to the existing routing in the south.
* Partial interchange at Grand Road

Construction of the bypass is most definitely needed in order to fulfill the goal of having a full interstate quality freeway from Kansas City to Interstate 44 through southeast Kansas, which if completed could become part of the Interstate 45 corridor if it is ever extended north of Dallas. While there is concerns and some opposition to it due to the potential threat of economic decline, such as has been witnessed in smaller towns like Pleasanton, there are ways to mitigate this and promote the city as a regional center, thus protecting its commerce and keeping it a destination city, rather than a town to just drive around on your way to somewhere else. These same concerns are also part of the reason why there has been much consternation regarding the freeway bypasses proposed around Pittsburg and Frontenac. It remains to be seen if attempts move forward with the bypass will come however it looks like it will be several years if not decades before a Fort Scott bypass could become a reality.

===Fort Scott to Arma===
Upgrades were completed along US69 from the K-7 junction south of Fort Scott to Arma constructing the 2-lane segment into a 4-lane expressway with at grade intersections spaced 1 mile apart. Plans also call for the eventual upgrade of the corridor to full freeway standards with limited access grade separation and property access maintained by the use of frontage roads to connect to interchanges along the corridor

The proposed upgrades to freeway standard include:
* Connect to the planned Pittsburg Bypass (Crawford County Corridor) south of the 680th Ave intersection
* Upgrade 680th Ave to a standard diamond interchange
* Close access at 690th Ave - Convert to cul-de-sac/access via adjoining roads
* Grade separation at 700th Ave
* Upgrade 710th Ave to a standard diamond interchange
* Grade separation at 720th Ave
* Close access at 730th Ave - Convert to cul-de-sac/access via adjoining roads
* Close access at Birch Rd - Convert to cul-de-sac/access via adjoining roads
* Grade separation at Cavalry Rd
* Close access at Deer Rd - Convert to cul-de-sac/access via frontage/adjoining roads
* Upgrade Eagle Rd to a standard diamond interchange
* Close access at Fern Rd - Access via frontage road
* Grand Rd access would remain at grade (likely to be upgraded in the future or due to long range planning for a Fort Scott bypass)

Officially the state opted to move forward with the upgradable expressway for the time being due to the expressway meeting the traffic needs for the foreseeable future. However right of way has been preserved for the ultimate upgrade of the highway to full freeway standards possibly by 2040.

=Purpose and Need=
Ideally offering this connection would provide a better through route to Kansas City, St. Louis, and the northern plains cities that currently must use the existing I-35 corridor. Additionally, many cities along the corridor would benefit from the positive economic impact of having a major north south interstate corridor passing through. This corridor, in conjunction with the other planned interstate corridors, such as I-69, I-49, and I-42 (OK-AR)) would improve interconnectability as well providing alternatives for long distance traffic to have more direct access to some destinations, while bypassing other congested metro areas resulting in energy savings and less pollution.

=Auxiliary Routes=
'''Ultimate Interstate 145''' is an auxiliary interstate route that would connect Tulsa, OK to I-45 near McAlester, OK using the northern section of the Indian Nation Turnpike (OK-75) and continuing north along the US-75 freeway/expressway into Tulsa, OK terminating at I-244.

This 'Ultimate Interstate' could potentially be extended southward to Hugo, OK which would bring the entire Indian Nation Turnpike into the interstate system.

'''Ultimate Interstate 345''' is an auxiliary interstate route that would connect Tulsa, OK to I-40 near Webbers Falls, OK by redesignating the entire Muskogee Turnpike (currently OK-351) as an interstate highway. The Oklahoma Department of Highways has applied and is seeking final approvals to sign this route as Interstate 343. This is problematic however since the route does not connect to Interstate 43 (Which is located in Wisconsin). This seems to be more of a novelty designation similar to the I-238 designation in California that also does not conform to numbering conventions. Considering our 'Ultimate Interstate' proposal to extend I-45 northward through the area, Interstate 345 would be a more logical choice for renumbering this road and as such Indyroads recommends amending the route number to I-345 instead.

Additionally, the I-345 route could be extended further northwestward to end at either I-44 in Central Tulsa or at I-244 downtown.

[[Category:Ultimate Interstates]][[Category:Visions]][[Category:Midwest US]]

Ultimate Interstates:Corridor 45

2026-09-23T14:26:53Z

Indyroads: /* Oklahoma */

[[File:corridor45.png|thumb|upright|Corridor 45 Overview]]

'''Ultimate Interstate 45''' is a conceptual northward extension of I‑45, carrying the route from Dallas, Texas to Overland Park, Kansas by way of the cities of Durant, McAlester, and Muskogee in Oklahoma with potential spur routes linking the corridor to the Tulsa metropolitan area.

=Current I-45 Status and Development=
'''Interstate 45''' currently lies entirely within Texas. Although its mileage is relatively short for a major north–south corridor—especially for an Interstate ending in “5”, it plays a crucial role by linking the Dallas/Fort Worth region with Houston and Galveston. Past discussions about extending I‑45 northward have gained little momentum, but existing improvements along the corridor make such an upgrade increasingly feasible. Much of US‑75 north of Dallas already functions as a grade‑separated expressway already meeting or near interstate standards.
Moving into Oklahoma, several portions of US‑75 and US‑69 still fall short of interstate criteria, yet many upgraded expressway and freeway segments could be converted with additional bypasses and minor upgrades. In Kansas, some stretches would require new‑terrain construction while others could be upgraded from existing 2‑lane or 4‑lane highways. North of Fort Scott, US‑69 already meets interstate standards.

=Indyroads Conceptual Improvements=
The preferred routing shown in the maps would extend I‑45 north along unsigned I‑345, replacing it, then continue on US‑75 toward Oklahoma until meeting US‑69 near Denison, Texas. From there, the corridor would follow US‑69/US‑75 to Atoka, Oklahoma, then continue along US‑69 through McAlester and Muskogee to reach I‑44 (Will Rogers Turnpike) near Big Cabin.
The route would follow I‑44 for roughly 30 to 50 miles to Miami or Quapaw in Oklahoma, then shift toward on a new terrain alignment passing near the towns of Picher, Oklahoma and Baxter Springs, Kansas, tracking near Alternate US‑69 then continuing north along US‑69 toward Pittsburg and Fort Scott. After bypassing both cities, the corridor would continue along the US‑69 freeway to Overland Park, terminating at I‑35 in Lenexa.

==Texas==
Large portions of the US‑75/US‑69 corridor in Texas are already meet or are near interstate standards, and current construction activity positions the route to be fully eligible for interstate designation should a northern extension of I‑45 be considered and ultimately approved. Two major projects, one in the Dallas/Collin County region and one in Grayson County, are actively upgrading the corridor’s geometry, lane configuration, operational characteristics and interstate standards.

*'''Dallas & Collin County – Tech Lanes Conversion'''
A major project converting former HOV lanes into peak‑hour “technology lanes” is nearly complete along US‑75 from I‑635 to SH‑121/Sam Rayburn Tollway. Valued at $58 million, the work is 99% finished and opens the inside lane to all drivers for 22 hours each day, reserving peak‑hour restrictions only for HOVs, motorcycles, and low‑emission vehicles. No tolls are charged. These upgrades improve lane continuity and operational consistency—both important for interstate signing.

*'''Grayson County – Widening and Corridor Modernization'''
TxDOT is advancing a series of widening and modernization projects from the Collin County line northward through Sherman and Denison. Improvements include new U‑turn bridges in Van Alstyne and Howe, conversion of frontage roads to one‑way operation, and updated speed limits. Long‑range plans anticipate full interstate‑standard upgrades through Grayson County by approximately 2031, creating a continuous, grade‑separated corridor from Dallas to the Oklahoma border.

Taken together, these projects demonstrate that Texas is effectively preparing US‑75/US‑69 for full interstate designation. Once Oklahoma and Kansas complete their respective upgrades, the Texas portion of the corridor will be ready to carry the I‑45 shield without further major reconstruction.

==Oklahoma==
[[File:corridor45NEOKx.png|thumb|upright|Four-States Detail Map]]
[[File:corridor45COKx.png|thumb|upright|Central Oklahoma Detail Map]]

The US‑69/US‑75 corridor through Oklahoma varies widely in its current level of interstate readiness. Several long segments already function as near‑interstate‑standard freeways requiring only minor geometric upgrades, while other portions will require full reconstruction, new terrain bypasses, or major access‑management improvements. The breakdown below follows the corridor from the Texas state line northward.

===Needed Improvements===
*'''State Line to Colbert (MM 0–5)'''
This segment is already a grade‑separated, limited‑access freeway. Only minor improvements—such as ramp taper adjustments and shoulder widening—are needed for full interstate compliance.

*'''Colbert to Calera Upgrade (MM 5–8.5)'''
This portion requires removal of remaining at‑grade intersections and construction of continuous service roads to maintain property access. Once completed, the segment will meet interstate standards.

*'''Calera to Northeast of Caddo (MM 8.5–29)'''
Like the southern segment, this stretch is already a grade‑separated freeway with limited access. Minor upgrades to ramp geometry and shoulders would bring it fully up to interstate requirements.

*'''Caddo to Tushka (MM 29–40)'''
Currently a 4‑lane expressway with partial access control, this segment needs frontage roads and full grade separation to meet interstate standards. Several intersections will require closure or conversion.

*'''Tushka/Atoka Bypass (MM 40–48)'''
A new‑terrain bypass is needed around Tushka and Atoka to eliminate congestion, cross‑traffic conflicts, lower speed zones, and multiple traffic signals. This would improve freight movement and safety while allowing both towns to redesign their main streets for pedestrians and local commerce. Business routes could preserve through‑traffic access for tourism and local economic vitality.

*'''Atoka to Savanna (MM 48–81)'''
Much of this corridor is a 4‑lane expressway, but several sections are undivided or lack the minimum median width required for interstate designation. New bypasses are needed around Stringtown (MM 52–55) and Kiowa (MM 72–74). Remaining portions require conversion to full freeway with service roads for property access, some of which can be built within existing right‑of‑way.

*'''Savanna Bypass and Indian Nation Turnpike Connection (MM 81–87.6)'''
A new bypass east of Savanna would begin near MM 81 and include a reconstructed interchange providing direct‑connect ramps between US‑69 south and OK‑375 (Indian Nation Turnpike) north. This would support a potential I‑345 spur into Tulsa. The bypass would rejoin the existing corridor near the south business route junction in McAlester.

*'''McAlester Expressway Conversion (MM 87.6–96.6)'''
The George Nigh Expressway is a 9‑mile expressway with partial freeway elements. To meet interstate standards, all remaining cross‑traffic must be removed, service roads converted to one‑way operation, and slip ramps added. Several interchanges already exist, making this a strong candidate for full upgrade.

*'''Lake Eufaula to South of Muskogee (MM 96.6–147.5)'''
This entire segment is already a fully grade‑separated freeway with limited access. Only minor ramp geometry refinements and a potential interchange modernization at I‑40 may be needed.

*'''Muskogee Bypass (MM 147.5–157)'''
A new western bypass around Muskogee would extend the freeway north from Summit, reconnecting with US‑69 at the south end of the Arkansas River bridge. This removes the final major urban bottleneck and provides a continuous freeway corridor.

*'''North Muskogee to South Wagoner Upgrade (MM 157–164.5)'''
This segment requires removal of remaining at‑grade intersections and construction of service roads. The US‑69/OK‑175 (Muskogee Turnpike) interchange must be upgraded to a full free‑flow system interchange.
An alternative is to extend the Muskogee bypass further north on new alignment and tie directly into the Wagoner bypass.

*'''Wagoner Bypass (MM 164–171)'''
A new western bypass around Wagoner would provide full access control and eliminate multiple conflict points within the city.

*'''North Wagoner to I‑44 Toll (MM 171–209.5)'''
This segment requires freeway conversion and three bypasses:
:*Chouteau/Pryor (MM 180–194) — including a new US‑421 interchange west of the existing junction.
:*Adair (MM 201–204) — a new bypass removing several at‑grade intersections.
:*Big Cabin (MM 209) — a bypass connecting directly to I‑44 near MM 279.5.
From MM 209.5 northward, the corridor would join the Will Rogers Turnpike.

*'''I‑44 to Kansas State Line'''
I‑45 would run concurrent with I‑44 for roughly 37-52 miles, then depart the turnpike on a new alignment northward somewhere between 2 to 17 miles east of the Miami turnpike interchange. From there the route would pass east of Miami and near Quapaw before entering Kansas west of Baxter Springs.

===Corridor 45 Alternate Routings===
There are also 4 possible recommended alternate routings are represented by the dotted blue or magenta lines on the map. All routings below are described running from South to North, and each of the alternatives share the same routing from Dallas through Tulsa OK as follows:
*''Ultimate Interstate 45'' would follow its proposed routing along sections of US-75 and US-69 from Dallas, TX to the Indian Nation Turnpike (OK-75) junction near McAlester, OK.
*From there all of the alternatives deviate from the ''ultimate routing'' instead following the Indian Nation TPK (OK-75) and then US-75 North from McAlester, OK to Tulsa, OK (what is proposed as ''Ultimate Interstate 145'').

Starting in Tulsa OK, each of the alternates deviate from one another as described below:

*'''Alternative Routing 1''' follows I-44 from Tulsa OK and rejoins the Proposed ''Ultimate Interstate 45'' routing northward into Kansas from a new junction near Miami, OK.
*'''Alternative Routing 1A''' diverts to a new freeway/tollway route from US-75 near Okmulgee, OK on a new alignment to the Creek Turnpike (OK-364) near Broken Arrow, OK, then following the Creek Turnpike (OK-345) northward until it reaches and rejoins I-44 east of Tulsa. From there it Follows I-44 and rejoins the Proposed ''Ultimate Interstate 45'' routing northward into Kansas from a new junction near Miami, OK
*'''Alternative Routing 2''' routes its way through Tulsa continuing northward as it follows US-169 north of Tulsa to Iola, KS then heads eastward near US-54 and rejoins the proposed ''Ultimate Interstate 45'' as it heads northward along the US-69 freeway near Ft Scott, KS.
*'''Alternative Routing 3''' starts similarly to alternative 2 routing through Tulsa and heading northward along US-169 through Chanute, KS and Iola, KS but stays on US-169 as it routes through Garnett, KS and Paola, KS before terminating at a new interchange I-35 in Olathe, KS. Alternative 3 is the only one that does not rejoin the original ''ultimate'' route.

Alternatives 1 and 1A could also serve as an East West Split of ''Corridor 45''. With the western alternative being signed as I-45W and the eastern routing through Muskogee being signed as I-45E.

==Kansas==
[[File:corridor45EKSx.png|thumb|upright|Eastern Kansas Detail Map]]

===Pittsburg Bypass===
[[File:corridor45PITTx.png|thumb|upright|Pittsburg, KS Bypass]]
The '''Crawford County Corridor''' is a proposed freeway bypass project being proposed by KDOT to improve US-69 from 1 to 3 miles north of Arma to US-400 south of Pittsburg. Initially Four proposed alignments were being studied for improvements to the highway in Crawford County. Of the 4 options the second western option was chosen as the preferred option due to less right of way encroachments at the north and south ends of the project. A connecting road from the south end of the project would have then tied the new bypass to the existing route about 1 mile south of US-400/K-171. The bypass project was moving forward until the cities of Alma, Frontenac, and Pittsburg Kansas passed resolutions removing their support of the western bypass option citing concerns about the impact of the western alignment of the route and asking the state to reconsider the routing. The cities are concerned about possible negative economic impacts of moving the highway further away. These cities prefer a more centralized alternative instead. As a result, the state is going back to the study phase to consider different possible alternatives. The map to the right shows the 4 potential alternatives considered. However, it remains to be seen in the next 2 years what will come out of the study going forward.

*'''Western Routing'''
**Option 1 Begins in the north from 1/2 mile north of 650th Ave curving off to the west to about 2 miles west of existing US-69 bypassing Alma, Frontenac, and Pittsburg before ending at US-400 at the Crawford/Cherokee county line, 1/2 mile west of the Kansas Crossing casino.
**Option 2 Begins in the north from just south of 670th Ave curving off to the west to about 2 miles west of existing US-69 bypassing Alma, Frontenac, and Pittsburg before ending at US-400 at the Crawford/Cherokee county line 1 mile west of the Kansas Crossing casino. This option became the preferred option for the bypass.
**the proposed interchanges for the western options are:
***640th Ave
***K-47 (620th Ave)
***US-160 (590th Ave)
***570th Ave/West Atkinson Ave
***K-126 (W 4th St)
***520th Ave
***US-400/K-171 (End of Freeway)

*'''Central Routing'''
**follows along the existing routing to approximately 1/2 mile west of the existing routing
**the proposed interchanges for the central option are:
***N West St/Business 69
***K-47 (620th Ave)
***US-160 (590th Ave)
***W Atkinson Ave
***K-126 (W 4th St)
***Business 69/Broadway
***US-400/K-171 (End of Freeway)

*'''Eastern Routing'''
**Begins in the north from 1/2 mile north of 650th Ave curving off to the east to about 1-3 miles east of existing US-69 following a meandering route around the east sides of Alma, Frontenac, and Pittsburg before rejoining the existing US-69 alignment 1/4 mile south of the Crawford/Cherokee county line.
**the proposed interchanges for the eastern option are:
***E South St/640th Ave
***K-47 (620th Ave)
***US-160 (590th Ave)
***E Atkinson Ave/570th Ave
***K-126 (E 4th St)
***Business 69/Broadway
***US-400/K-171

====April 2025 Update====
KDOT has been continuing to go back to having open houses to determine the needs for the corridor as well as being able to address some of the concerns brought up by local residents, stakeholders, crawford county and city governments invested in process. Because of this the immediate focus of the corridor study has changed regarding immediate and potential minor improvements to be made through 2030. This corridor had been under study and planning for full freeway upgrade with preliminary plans dating all the way back to 1999, with the initial EIS/EIR study completed in 2012 with a finding of no significant inpact (FONSI) and plans to proceed with the project in late 2023. The resulting outcry and withdrawal of support from several cities has stymied the project leaving the freeway with an uncertain future and KDOT making the following statement:

<blockquote>"KDOT is currently planning upgrades to some of the traffic signals, as well as speed feedback signs. Aside from these, there are no plans for this stretch of U.S. 69 highway. KDOT wants to collect community input and analyze updated traffic and crash data before making any decisions."</blockquote>

This could leave the door open potentially for a freeway in the future, but based on the statement and details available on the project website, it appears that this may be in the distant future. One can only assume if that means 2040 or 2050 or beyond. At any rate we remain steadfast in our support of a full limited access freeway corridor maintained from I-35 to I-44 in eastern Kansas, and this includes construction of this segment as a freeway.

You can read more about the project from the [https://www.ksdot.gov/projects/southeast-kansas-projects/u-s-69-highway-study-in-crawford-county-2024 KDOT US69 Crawford County Study Website]

====June 2025 Update====

KDOT has come back with its final concepts for improvements to be made to the Pittsburg to Arma corridor totaling an expected cost of $43 Million dollars to 'upgrade' the corridor and improve safety between 2026 to 2029. These improvements will provide a little relief to addressing the congestion and safety considerations along the corridor by partially restricting access along certain portions of the route, including RIRO (Right-in/Right-Out) access, the construction of 1 of 3 planned roundabouts, installation of additional traffic signage, signalized interchanges, and rumble strips. 2 additional roundabouts, 2 sweeping right (right turn channelization) ramps, and the addition of left turn and right turn acceeration and deceleration lanes are still being considered in the future and have yet to be funded for construction.

So, we have went from being nearly ready to start major construction of a long-needed freeway bypass that would have enhanced the region and would have been completed substantially by 2030 to now a handful of significantly inadequate minor improvements with a significantly hefty price tag. Ultimately, some of these improvements are needed, such as a roundabout at North Broadway and Atkinson for one. But this will not improve interstate commerce, it will not create the 4-lane freeway corridor originally imagined by KDOT when the northern portions of the expressway were constructed and opened. This effectively leaves US-69 as a dead-end in northern Crawford County because from there interstate traffic must then negotiate a network of narrow and congested 2-lane roads to continue further south. This is dissapointing to say the least.

Hopefully KDOT still has the greater vision of constructing the 4-lane through the region long term and is just addressing local concerns on the short term. By having capitulated so far to the cities of Arma, Frontenac, and Pittsburg they have set the area up to miss out on the benefits of being connected to a major commercial corridor. Something that neighboring Missouri took advantage of when they upgraded the US-71 corridor to what is now I-49. This has undoubtedly had a positive impact on cities along the corridor including Carthage, Lamar, Nevada, Butler, Appleton City, and Harrisonville. Benefits that could also bring similar growth to cities like Baxter Springs, Pittsburg, Arma, Fort Scott, and Pleasanton.

===Fort Scott Bypass===
[[File:corridor45FSx.png|thumb|upright|Fort Scott, KS Bypass]]
The '''Fort Scott Bypass''' is a preliminarily proposed freeway bypass project being considered by KDOT to improve US-69 from 1 mile north of Fort Scott to K-7/US69 Junction approximately 5 miles south of Fort Scott traveling around the east side of the city. The potential alignment shown in the illustration is for illustration purposes only depicting a possible location of the bypass route, as nothing has officially been proposed along the corridor.

Recent improvements to the US69 mainline between Wall Street and 18th were just completed in 2023 along a previously improved expressway section that would be difficult to upgrade to a full freeway for several reasons. First is the tight geometry due to several curves along this section of expressway, secondly, the expressway abruptly ends at the south end curving on to main street leaving no option for extending the expressway further south. Third, converting intersections at 3rd Street, 6th Street, and 12th Street to grade separated crossings or intersections would also be difficult due to elevation issues and lack of room to build bridge approaches without elevating the expressway. It does appear that at one time the extension of this expressway was planned further southward. Evidence of this is visibileif you look at what appears to be an exit ramp built into the East National Ave bridge at the south end and noticeably vacant land located to the immediate southeast where the expressway would have likely curved to the southeast then crossing the railroad tracks and continuing south.

Should a bypass be constructed potential exits would likely be constructed at:
* US-54 West/US-69 Business/K-7 on the north end
* Wall Street/US-54 East
* Jayhawk Rd
* K-7/US69 Business in the south as the bypass reconnects to the existing routing in the south.
* Partial interchange at Grand Road

Construction of the bypass is most definitely needed in order to fulfill the goal of having a full interstate quality freeway from Kansas City to Interstate 44 through southeast Kansas, which if completed could become part of the Interstate 45 corridor if it is ever extended north of Dallas. While there is concerns and some opposition to it due to the potential threat of economic decline, such as has been witnessed in smaller towns like Pleasanton, there are ways to mitigate this and promote the city as a regional center, thus protecting its commerce and keeping it a destination city, rather than a town to just drive around on your way to somewhere else. These same concerns are also part of the reason why there has been much consternation regarding the freeway bypasses proposed around Pittsburg and Frontenac. It remains to be seen if attempts move forward with the bypass will come however it looks like it will be several years if not decades before a Fort Scott bypass could become a reality.

===Fort Scott to Arma===
Upgrades were completed along US69 from the K-7 junction south of Fort Scott to Arma constructing the 2-lane segment into a 4-lane expressway with at grade intersections spaced 1 mile apart. Plans also call for the eventual upgrade of the corridor to full freeway standards with limited access grade separation and property access maintained by the use of frontage roads to connect to interchanges along the corridor

The proposed upgrades to freeway standard include:
* Connect to the planned Pittsburg Bypass (Crawford County Corridor) south of the 680th Ave intersection
* Upgrade 680th Ave to a standard diamond interchange
* Close access at 690th Ave - Convert to cul-de-sac/access via adjoining roads
* Grade separation at 700th Ave
* Upgrade 710th Ave to a standard diamond interchange
* Grade separation at 720th Ave
* Close access at 730th Ave - Convert to cul-de-sac/access via adjoining roads
* Close access at Birch Rd - Convert to cul-de-sac/access via adjoining roads
* Grade separation at Cavalry Rd
* Close access at Deer Rd - Convert to cul-de-sac/access via frontage/adjoining roads
* Upgrade Eagle Rd to a standard diamond interchange
* Close access at Fern Rd - Access via frontage road
* Grand Rd access would remain at grade (likely to be upgraded in the future or due to long range planning for a Fort Scott bypass)

Officially the state opted to move forward with the upgradable expressway for the time being due to the expressway meeting the traffic needs for the foreseeable future. However right of way has been preserved for the ultimate upgrade of the highway to full freeway standards possibly by 2040.

=Purpose and Need=
Ideally offering this connection would provide a better through route to Kansas City, St. Louis, and the northern plains cities that currently must use the existing I-35 corridor. Additionally, many cities along the corridor would benefit from the positive economic impact of having a major north south interstate corridor passing through. This corridor, in conjunction with the other planned interstate corridors, such as I-69, I-49, and I-42 (OK-AR)) would improve interconnectability as well providing alternatives for long distance traffic to have more direct access to some destinations, while bypassing other congested metro areas resulting in energy savings and less pollution.

=Auxiliary Routes=
'''Ultimate Interstate 145''' is an auxiliary interstate route that would connect Tulsa, OK to I-45 near McAlester, OK using the northern section of the Indian Nation Turnpike (OK-75) and continuing north along the US-75 freeway/expressway into Tulsa, OK terminating at I-244.

This 'Ultimate Interstate' could potentially be extended southward to Hugo, OK which would bring the entire Indian Nation Turnpike into the interstate system.

'''Ultimate Interstate 345''' is an auxiliary interstate route that would connect Tulsa, OK to I-40 near Webbers Falls, OK by redesignating the entire Muskogee Turnpike (currently OK-351) as an interstate highway. The Oklahoma Department of Highways has applied and is seeking final approvals to sign this route as Interstate 343. This is problematic however since the route does not connect to Interstate 43 (Which is located in Wisconsin). This seems to be more of a novelty designation similar to the I-238 designation in California that also does not conform to numbering conventions. Considering our 'Ultimate Interstate' proposal to extend I-45 northward through the area, Interstate 345 would be a more logical choice for renumbering this road and as such Indyroads recommends amending the route number to I-345 instead.

Additionally, the I-345 route could be extended further northwestward to end at either I-44 in Central Tulsa or at I-244 downtown.

[[Category:Ultimate Interstates]][[Category:Visions]][[Category:Midwest US]]

Ultimate Interstates:Corridor 45

2026-09-23T03:07:32Z

Indyroads: /* Oklahoma */

[[File:corridor45.png|thumb|upright|Corridor 45 Overview]]

'''Ultimate Interstate 45''' is a conceptual northward extension of I‑45, carrying the route from Dallas, Texas to Overland Park, Kansas by way of the cities of Durant, McAlester, and Muskogee in Oklahoma with potential spur routes linking the corridor to the Tulsa metropolitan area.

=Current I-45 Status and Development=
'''Interstate 45''' currently lies entirely within Texas. Although its mileage is relatively short for a major north–south corridor—especially for an Interstate ending in “5”, it plays a crucial role by linking the Dallas/Fort Worth region with Houston and Galveston. Past discussions about extending I‑45 northward have gained little momentum, but existing improvements along the corridor make such an upgrade increasingly feasible. Much of US‑75 north of Dallas already functions as a grade‑separated expressway already meeting or near interstate standards.
Moving into Oklahoma, several portions of US‑75 and US‑69 still fall short of interstate criteria, yet many upgraded expressway and freeway segments could be converted with additional bypasses and minor upgrades. In Kansas, some stretches would require new‑terrain construction while others could be upgraded from existing 2‑lane or 4‑lane highways. North of Fort Scott, US‑69 already meets interstate standards.

=Indyroads Conceptual Improvements=
The preferred routing shown in the maps would extend I‑45 north along unsigned I‑345, replacing it, then continue on US‑75 toward Oklahoma until meeting US‑69 near Denison, Texas. From there, the corridor would follow US‑69/US‑75 to Atoka, Oklahoma, then continue along US‑69 through McAlester and Muskogee to reach I‑44 (Will Rogers Turnpike) near Big Cabin.
The route would follow I‑44 for roughly 30 to 50 miles to Miami or Quapaw in Oklahoma, then shift toward on a new terrain alignment passing near the towns of Picher, Oklahoma and Baxter Springs, Kansas, tracking near Alternate US‑69 then continuing north along US‑69 toward Pittsburg and Fort Scott. After bypassing both cities, the corridor would continue along the US‑69 freeway to Overland Park, terminating at I‑35 in Lenexa.

==Texas==
Large portions of the US‑75/US‑69 corridor in Texas are already meet or are near interstate standards, and current construction activity positions the route to be fully eligible for interstate designation should a northern extension of I‑45 be considered and ultimately approved. Two major projects, one in the Dallas/Collin County region and one in Grayson County, are actively upgrading the corridor’s geometry, lane configuration, operational characteristics and interstate standards.

*'''Dallas & Collin County – Tech Lanes Conversion'''
A major project converting former HOV lanes into peak‑hour “technology lanes” is nearly complete along US‑75 from I‑635 to SH‑121/Sam Rayburn Tollway. Valued at $58 million, the work is 99% finished and opens the inside lane to all drivers for 22 hours each day, reserving peak‑hour restrictions only for HOVs, motorcycles, and low‑emission vehicles. No tolls are charged. These upgrades improve lane continuity and operational consistency—both important for interstate signing.

*'''Grayson County – Widening and Corridor Modernization'''
TxDOT is advancing a series of widening and modernization projects from the Collin County line northward through Sherman and Denison. Improvements include new U‑turn bridges in Van Alstyne and Howe, conversion of frontage roads to one‑way operation, and updated speed limits. Long‑range plans anticipate full interstate‑standard upgrades through Grayson County by approximately 2031, creating a continuous, grade‑separated corridor from Dallas to the Oklahoma border.

Taken together, these projects demonstrate that Texas is effectively preparing US‑75/US‑69 for full interstate designation. Once Oklahoma and Kansas complete their respective upgrades, the Texas portion of the corridor will be ready to carry the I‑45 shield without further major reconstruction.

==Oklahoma==
[[File:corridor45NEOKx.png|thumb|upright|Four-States Detail Map]]
[[File:corridor45COKx.png|thumb|upright|Central Oklahoma Detail Map]]

The US‑69/US‑75 corridor through Oklahoma varies widely in its current level of interstate readiness. Several long segments already function as near‑interstate‑standard freeways requiring only minor geometric upgrades, while other portions will require full reconstruction, new terrain bypasses, or major access‑management improvements. The breakdown below follows the corridor from the Texas state line northward.

*'''State Line to Colbert (MM 0–5)'''
This segment is already a grade‑separated, limited‑access freeway. Only minor improvements—such as ramp taper adjustments and shoulder widening—are needed for full interstate compliance.

*'''Colbert to Calera Upgrade (MM 5–8.5)'''
This portion requires removal of remaining at‑grade intersections and construction of continuous service roads to maintain property access. Once completed, the segment will meet interstate standards.

*'''Calera to Northeast of Caddo (MM 8.5–29)'''
Like the southern segment, this stretch is already a grade‑separated freeway with limited access. Minor upgrades to ramp geometry and shoulders would bring it fully up to interstate requirements.

*'''Caddo to Tushka (MM 29–40)'''
Currently a 4‑lane expressway with partial access control, this segment needs frontage roads and full grade separation to meet interstate standards. Several intersections will require closure or conversion.

*'''Tushka/Atoka Bypass (MM 40–48)'''
A new‑terrain bypass is needed around Tushka and Atoka to eliminate congestion, cross‑traffic conflicts, lower speed zones, and multiple traffic signals. This would improve freight movement and safety while allowing both towns to redesign their main streets for pedestrians and local commerce. Business routes could preserve through‑traffic access for tourism and local economic vitality.

*'''Atoka to Savanna (MM 48–81)'''
Much of this corridor is a 4‑lane expressway, but several sections are undivided or lack the minimum median width required for interstate designation. New bypasses are needed around Stringtown (MM 52–55) and Kiowa (MM 72–74). Remaining portions require conversion to full freeway with service roads for property access, some of which can be built within existing right‑of‑way.

*'''Savanna Bypass and Indian Nation Turnpike Connection (MM 81–87.6)'''
A new bypass east of Savanna would begin near MM 81 and include a reconstructed interchange providing direct‑connect ramps between US‑69 south and OK‑375 (Indian Nation Turnpike) north. This would support a potential I‑345 spur into Tulsa. The bypass would rejoin the existing corridor near the south business route junction in McAlester.

*'''McAlester Expressway Conversion (MM 87.6–96.6)'''
The George Nigh Expressway is a 9‑mile expressway with partial freeway elements. To meet interstate standards, all remaining cross‑traffic must be removed, service roads converted to one‑way operation, and slip ramps added. Several interchanges already exist, making this a strong candidate for full upgrade.

*'''Lake Eufaula to South of Muskogee (MM 96.6–147.5)'''
This entire segment is already a fully grade‑separated freeway with limited access. Only minor ramp geometry refinements and a potential interchange modernization at I‑40 may be needed.

*'''Muskogee Bypass (MM 147.5–157)'''
A new western bypass around Muskogee would extend the freeway north from Summit, reconnecting with US‑69 at the south end of the Arkansas River bridge. This removes the final major urban bottleneck and provides a continuous freeway corridor.

*'''North Muskogee to South Wagoner Upgrade (MM 157–164.5)'''
This segment requires removal of remaining at‑grade intersections and construction of service roads. The US‑69/OK‑175 (Muskogee Turnpike) interchange must be upgraded to a full free‑flow system interchange.
An alternative is to extend the Muskogee bypass further north on new alignment and tie directly into the Wagoner bypass.

*'''Wagoner Bypass (MM 164–171)'''
A new western bypass around Wagoner would provide full access control and eliminate multiple conflict points within the city.

*'''North Wagoner to I‑44 Toll (MM 171–209.5)'''
This segment requires freeway conversion and three bypasses:
:*Chouteau/Pryor (MM 180–194) — including a new US‑421 interchange west of the existing junction.
:*Adair (MM 201–204) — a new bypass removing several at‑grade intersections.
:*Big Cabin (MM 209) — a bypass connecting directly to I‑44 near MM 279.5.
From MM 209.5 northward, the corridor would join the Will Rogers Turnpike.

*'''I‑44 to Kansas State Line'''
I‑45 would run concurrent with I‑44 for roughly 37-52 miles, then depart the turnpike on a new alignment northward somewhere between 2 to 17 miles east of the Miami turnpike interchange. From there the route would pass east of Miami and near Quapaw before entering Kansas west of Baxter Springs.

===Corridor 45 Alternate Routings===
There are also 4 possible recommended alternate routings are represented by the dotted blue or magenta lines on the map. All routings below are described running from South to North, and each of the alternatives share the same routing from Dallas through Tulsa OK as follows:
*''Ultimate Interstate 45'' would follow its proposed routing along sections of US-75 and US-69 from Dallas, TX to the Indian Nation Turnpike (OK-75) junction near McAlester, OK.
*From there all of the alternatives deviate from the ''ultimate routing'' instead following the Indian Nation TPK (OK-75) and then US-75 North from McAlester, OK to Tulsa, OK (what is proposed as ''Ultimate Interstate 145'').

Starting in Tulsa OK, each of the alternates deviate from one another as described below:

*'''Alternative Routing 1''' follows I-44 from Tulsa OK and rejoins the Proposed ''Ultimate Interstate 45'' routing northward into Kansas from a new junction near Miami, OK.
*'''Alternative Routing 1A''' diverts to a new freeway/tollway route from US-75 near Okmulgee, OK on a new alignment to the Creek Turnpike (OK-364) near Broken Arrow, OK, then following the Creek Turnpike (OK-345) northward until it reaches and rejoins I-44 east of Tulsa. From there it Follows I-44 and rejoins the Proposed ''Ultimate Interstate 45'' routing northward into Kansas from a new junction near Miami, OK
*'''Alternative Routing 2''' routes its way through Tulsa continuing northward as it follows US-169 north of Tulsa to Iola, KS then heads eastward near US-54 and rejoins the proposed ''Ultimate Interstate 45'' as it heads northward along the US-69 freeway near Ft Scott, KS.
*'''Alternative Routing 3''' starts similarly to alternative 2 routing through Tulsa and heading northward along US-169 through Chanute, KS and Iola, KS but stays on US-169 as it routes through Garnett, KS and Paola, KS before terminating at a new interchange I-35 in Olathe, KS. Alternative 3 is the only one that does not rejoin the original ''ultimate'' route.

Alternatives 1 and 1A could also serve as an East West Split of ''Corridor 45''. With the western alternative being signed as I-45W and the eastern routing through Muskogee being signed as I-45E.

==Kansas==
[[File:corridor45EKSx.png|thumb|upright|Eastern Kansas Detail Map]]

===Pittsburg Bypass===
[[File:corridor45PITTx.png|thumb|upright|Pittsburg, KS Bypass]]
The '''Crawford County Corridor''' is a proposed freeway bypass project being proposed by KDOT to improve US-69 from 1 to 3 miles north of Arma to US-400 south of Pittsburg. Initially Four proposed alignments were being studied for improvements to the highway in Crawford County. Of the 4 options the second western option was chosen as the preferred option due to less right of way encroachments at the north and south ends of the project. A connecting road from the south end of the project would have then tied the new bypass to the existing route about 1 mile south of US-400/K-171. The bypass project was moving forward until the cities of Alma, Frontenac, and Pittsburg Kansas passed resolutions removing their support of the western bypass option citing concerns about the impact of the western alignment of the route and asking the state to reconsider the routing. The cities are concerned about possible negative economic impacts of moving the highway further away. These cities prefer a more centralized alternative instead. As a result, the state is going back to the study phase to consider different possible alternatives. The map to the right shows the 4 potential alternatives considered. However, it remains to be seen in the next 2 years what will come out of the study going forward.

*'''Western Routing'''
**Option 1 Begins in the north from 1/2 mile north of 650th Ave curving off to the west to about 2 miles west of existing US-69 bypassing Alma, Frontenac, and Pittsburg before ending at US-400 at the Crawford/Cherokee county line, 1/2 mile west of the Kansas Crossing casino.
**Option 2 Begins in the north from just south of 670th Ave curving off to the west to about 2 miles west of existing US-69 bypassing Alma, Frontenac, and Pittsburg before ending at US-400 at the Crawford/Cherokee county line 1 mile west of the Kansas Crossing casino. This option became the preferred option for the bypass.
**the proposed interchanges for the western options are:
***640th Ave
***K-47 (620th Ave)
***US-160 (590th Ave)
***570th Ave/West Atkinson Ave
***K-126 (W 4th St)
***520th Ave
***US-400/K-171 (End of Freeway)

*'''Central Routing'''
**follows along the existing routing to approximately 1/2 mile west of the existing routing
**the proposed interchanges for the central option are:
***N West St/Business 69
***K-47 (620th Ave)
***US-160 (590th Ave)
***W Atkinson Ave
***K-126 (W 4th St)
***Business 69/Broadway
***US-400/K-171 (End of Freeway)

*'''Eastern Routing'''
**Begins in the north from 1/2 mile north of 650th Ave curving off to the east to about 1-3 miles east of existing US-69 following a meandering route around the east sides of Alma, Frontenac, and Pittsburg before rejoining the existing US-69 alignment 1/4 mile south of the Crawford/Cherokee county line.
**the proposed interchanges for the eastern option are:
***E South St/640th Ave
***K-47 (620th Ave)
***US-160 (590th Ave)
***E Atkinson Ave/570th Ave
***K-126 (E 4th St)
***Business 69/Broadway
***US-400/K-171

====April 2025 Update====
KDOT has been continuing to go back to having open houses to determine the needs for the corridor as well as being able to address some of the concerns brought up by local residents, stakeholders, crawford county and city governments invested in process. Because of this the immediate focus of the corridor study has changed regarding immediate and potential minor improvements to be made through 2030. This corridor had been under study and planning for full freeway upgrade with preliminary plans dating all the way back to 1999, with the initial EIS/EIR study completed in 2012 with a finding of no significant inpact (FONSI) and plans to proceed with the project in late 2023. The resulting outcry and withdrawal of support from several cities has stymied the project leaving the freeway with an uncertain future and KDOT making the following statement:

<blockquote>"KDOT is currently planning upgrades to some of the traffic signals, as well as speed feedback signs. Aside from these, there are no plans for this stretch of U.S. 69 highway. KDOT wants to collect community input and analyze updated traffic and crash data before making any decisions."</blockquote>

This could leave the door open potentially for a freeway in the future, but based on the statement and details available on the project website, it appears that this may be in the distant future. One can only assume if that means 2040 or 2050 or beyond. At any rate we remain steadfast in our support of a full limited access freeway corridor maintained from I-35 to I-44 in eastern Kansas, and this includes construction of this segment as a freeway.

You can read more about the project from the [https://www.ksdot.gov/projects/southeast-kansas-projects/u-s-69-highway-study-in-crawford-county-2024 KDOT US69 Crawford County Study Website]

====June 2025 Update====

KDOT has come back with its final concepts for improvements to be made to the Pittsburg to Arma corridor totaling an expected cost of $43 Million dollars to 'upgrade' the corridor and improve safety between 2026 to 2029. These improvements will provide a little relief to addressing the congestion and safety considerations along the corridor by partially restricting access along certain portions of the route, including RIRO (Right-in/Right-Out) access, the construction of 1 of 3 planned roundabouts, installation of additional traffic signage, signalized interchanges, and rumble strips. 2 additional roundabouts, 2 sweeping right (right turn channelization) ramps, and the addition of left turn and right turn acceeration and deceleration lanes are still being considered in the future and have yet to be funded for construction.

So, we have went from being nearly ready to start major construction of a long-needed freeway bypass that would have enhanced the region and would have been completed substantially by 2030 to now a handful of significantly inadequate minor improvements with a significantly hefty price tag. Ultimately, some of these improvements are needed, such as a roundabout at North Broadway and Atkinson for one. But this will not improve interstate commerce, it will not create the 4-lane freeway corridor originally imagined by KDOT when the northern portions of the expressway were constructed and opened. This effectively leaves US-69 as a dead-end in northern Crawford County because from there interstate traffic must then negotiate a network of narrow and congested 2-lane roads to continue further south. This is dissapointing to say the least.

Hopefully KDOT still has the greater vision of constructing the 4-lane through the region long term and is just addressing local concerns on the short term. By having capitulated so far to the cities of Arma, Frontenac, and Pittsburg they have set the area up to miss out on the benefits of being connected to a major commercial corridor. Something that neighboring Missouri took advantage of when they upgraded the US-71 corridor to what is now I-49. This has undoubtedly had a positive impact on cities along the corridor including Carthage, Lamar, Nevada, Butler, Appleton City, and Harrisonville. Benefits that could also bring similar growth to cities like Baxter Springs, Pittsburg, Arma, Fort Scott, and Pleasanton.

===Fort Scott Bypass===
[[File:corridor45FSx.png|thumb|upright|Fort Scott, KS Bypass]]
The '''Fort Scott Bypass''' is a preliminarily proposed freeway bypass project being considered by KDOT to improve US-69 from 1 mile north of Fort Scott to K-7/US69 Junction approximately 5 miles south of Fort Scott traveling around the east side of the city. The potential alignment shown in the illustration is for illustration purposes only depicting a possible location of the bypass route, as nothing has officially been proposed along the corridor.

Recent improvements to the US69 mainline between Wall Street and 18th were just completed in 2023 along a previously improved expressway section that would be difficult to upgrade to a full freeway for several reasons. First is the tight geometry due to several curves along this section of expressway, secondly, the expressway abruptly ends at the south end curving on to main street leaving no option for extending the expressway further south. Third, converting intersections at 3rd Street, 6th Street, and 12th Street to grade separated crossings or intersections would also be difficult due to elevation issues and lack of room to build bridge approaches without elevating the expressway. It does appear that at one time the extension of this expressway was planned further southward. Evidence of this is visibileif you look at what appears to be an exit ramp built into the East National Ave bridge at the south end and noticeably vacant land located to the immediate southeast where the expressway would have likely curved to the southeast then crossing the railroad tracks and continuing south.

Should a bypass be constructed potential exits would likely be constructed at:
* US-54 West/US-69 Business/K-7 on the north end
* Wall Street/US-54 East
* Jayhawk Rd
* K-7/US69 Business in the south as the bypass reconnects to the existing routing in the south.
* Partial interchange at Grand Road

Construction of the bypass is most definitely needed in order to fulfill the goal of having a full interstate quality freeway from Kansas City to Interstate 44 through southeast Kansas, which if completed could become part of the Interstate 45 corridor if it is ever extended north of Dallas. While there is concerns and some opposition to it due to the potential threat of economic decline, such as has been witnessed in smaller towns like Pleasanton, there are ways to mitigate this and promote the city as a regional center, thus protecting its commerce and keeping it a destination city, rather than a town to just drive around on your way to somewhere else. These same concerns are also part of the reason why there has been much consternation regarding the freeway bypasses proposed around Pittsburg and Frontenac. It remains to be seen if attempts move forward with the bypass will come however it looks like it will be several years if not decades before a Fort Scott bypass could become a reality.

===Fort Scott to Arma===
Upgrades were completed along US69 from the K-7 junction south of Fort Scott to Arma constructing the 2-lane segment into a 4-lane expressway with at grade intersections spaced 1 mile apart. Plans also call for the eventual upgrade of the corridor to full freeway standards with limited access grade separation and property access maintained by the use of frontage roads to connect to interchanges along the corridor

The proposed upgrades to freeway standard include:
* Connect to the planned Pittsburg Bypass (Crawford County Corridor) south of the 680th Ave intersection
* Upgrade 680th Ave to a standard diamond interchange
* Close access at 690th Ave - Convert to cul-de-sac/access via adjoining roads
* Grade separation at 700th Ave
* Upgrade 710th Ave to a standard diamond interchange
* Grade separation at 720th Ave
* Close access at 730th Ave - Convert to cul-de-sac/access via adjoining roads
* Close access at Birch Rd - Convert to cul-de-sac/access via adjoining roads
* Grade separation at Cavalry Rd
* Close access at Deer Rd - Convert to cul-de-sac/access via frontage/adjoining roads
* Upgrade Eagle Rd to a standard diamond interchange
* Close access at Fern Rd - Access via frontage road
* Grand Rd access would remain at grade (likely to be upgraded in the future or due to long range planning for a Fort Scott bypass)

Officially the state opted to move forward with the upgradable expressway for the time being due to the expressway meeting the traffic needs for the foreseeable future. However right of way has been preserved for the ultimate upgrade of the highway to full freeway standards possibly by 2040.

=Purpose and Need=
Ideally offering this connection would provide a better through route to Kansas City, St. Louis, and the northern plains cities that currently must use the existing I-35 corridor. Additionally, many cities along the corridor would benefit from the positive economic impact of having a major north south interstate corridor passing through. This corridor, in conjunction with the other planned interstate corridors, such as I-69, I-49, and I-42 (OK-AR)) would improve interconnectability as well providing alternatives for long distance traffic to have more direct access to some destinations, while bypassing other congested metro areas resulting in energy savings and less pollution.

=Auxiliary Routes=
'''Ultimate Interstate 145''' is an auxiliary interstate route that would connect Tulsa, OK to I-45 near McAlester, OK using the northern section of the Indian Nation Turnpike (OK-75) and continuing north along the US-75 freeway/expressway into Tulsa, OK terminating at I-244.

This 'Ultimate Interstate' could potentially be extended southward to Hugo, OK which would bring the entire Indian Nation Turnpike into the interstate system.

'''Ultimate Interstate 345''' is an auxiliary interstate route that would connect Tulsa, OK to I-40 near Webbers Falls, OK by redesignating the entire Muskogee Turnpike (currently OK-351) as an interstate highway. The Oklahoma Department of Highways has applied and is seeking final approvals to sign this route as Interstate 343. This is problematic however since the route does not connect to Interstate 43 (Which is located in Wisconsin). This seems to be more of a novelty designation similar to the I-238 designation in California that also does not conform to numbering conventions. Considering our 'Ultimate Interstate' proposal to extend I-45 northward through the area, Interstate 345 would be a more logical choice for renumbering this road and as such Indyroads recommends amending the route number to I-345 instead.

Additionally, the I-345 route could be extended further northwestward to end at either I-44 in Central Tulsa or at I-244 downtown.

[[Category:Ultimate Interstates]][[Category:Visions]][[Category:Midwest US]]

Ultimate Interstates:Corridor 45

2026-09-23T03:06:12Z

Indyroads: /* Oklahoma */

[[File:corridor45.png|thumb|upright|Corridor 45 Overview]]

'''Ultimate Interstate 45''' is a conceptual northward extension of I‑45, carrying the route from Dallas, Texas to Overland Park, Kansas by way of the cities of Durant, McAlester, and Muskogee in Oklahoma with potential spur routes linking the corridor to the Tulsa metropolitan area.

=Current I-45 Status and Development=
'''Interstate 45''' currently lies entirely within Texas. Although its mileage is relatively short for a major north–south corridor—especially for an Interstate ending in “5”, it plays a crucial role by linking the Dallas/Fort Worth region with Houston and Galveston. Past discussions about extending I‑45 northward have gained little momentum, but existing improvements along the corridor make such an upgrade increasingly feasible. Much of US‑75 north of Dallas already functions as a grade‑separated expressway already meeting or near interstate standards.
Moving into Oklahoma, several portions of US‑75 and US‑69 still fall short of interstate criteria, yet many upgraded expressway and freeway segments could be converted with additional bypasses and minor upgrades. In Kansas, some stretches would require new‑terrain construction while others could be upgraded from existing 2‑lane or 4‑lane highways. North of Fort Scott, US‑69 already meets interstate standards.

=Indyroads Conceptual Improvements=
The preferred routing shown in the maps would extend I‑45 north along unsigned I‑345, replacing it, then continue on US‑75 toward Oklahoma until meeting US‑69 near Denison, Texas. From there, the corridor would follow US‑69/US‑75 to Atoka, Oklahoma, then continue along US‑69 through McAlester and Muskogee to reach I‑44 (Will Rogers Turnpike) near Big Cabin.
The route would follow I‑44 for roughly 30 to 50 miles to Miami or Quapaw in Oklahoma, then shift toward on a new terrain alignment passing near the towns of Picher, Oklahoma and Baxter Springs, Kansas, tracking near Alternate US‑69 then continuing north along US‑69 toward Pittsburg and Fort Scott. After bypassing both cities, the corridor would continue along the US‑69 freeway to Overland Park, terminating at I‑35 in Lenexa.

==Texas==
Large portions of the US‑75/US‑69 corridor in Texas are already meet or are near interstate standards, and current construction activity positions the route to be fully eligible for interstate designation should a northern extension of I‑45 be considered and ultimately approved. Two major projects, one in the Dallas/Collin County region and one in Grayson County, are actively upgrading the corridor’s geometry, lane configuration, operational characteristics and interstate standards.

*'''Dallas & Collin County – Tech Lanes Conversion'''
A major project converting former HOV lanes into peak‑hour “technology lanes” is nearly complete along US‑75 from I‑635 to SH‑121/Sam Rayburn Tollway. Valued at $58 million, the work is 99% finished and opens the inside lane to all drivers for 22 hours each day, reserving peak‑hour restrictions only for HOVs, motorcycles, and low‑emission vehicles. No tolls are charged. These upgrades improve lane continuity and operational consistency—both important for interstate signing.

*'''Grayson County – Widening and Corridor Modernization'''
TxDOT is advancing a series of widening and modernization projects from the Collin County line northward through Sherman and Denison. Improvements include new U‑turn bridges in Van Alstyne and Howe, conversion of frontage roads to one‑way operation, and updated speed limits. Long‑range plans anticipate full interstate‑standard upgrades through Grayson County by approximately 2031, creating a continuous, grade‑separated corridor from Dallas to the Oklahoma border.

Taken together, these projects demonstrate that Texas is effectively preparing US‑75/US‑69 for full interstate designation. Once Oklahoma and Kansas complete their respective upgrades, the Texas portion of the corridor will be ready to carry the I‑45 shield without further major reconstruction.

==Oklahoma==
[[File:corridor45NEOKx.png|thumb|upright|Quad State Detail Map]]
[[File:corridor45COKx.png|thumb|upright|Central Oklahoma Detail Map]]

The US‑69/US‑75 corridor through Oklahoma varies widely in its current level of interstate readiness. Several long segments already function as near‑interstate‑standard freeways requiring only minor geometric upgrades, while other portions will require full reconstruction, new terrain bypasses, or major access‑management improvements. The breakdown below follows the corridor from the Texas state line northward.

*'''State Line to Colbert (MM 0–5)'''
This segment is already a grade‑separated, limited‑access freeway. Only minor improvements—such as ramp taper adjustments and shoulder widening—are needed for full interstate compliance.

*'''Colbert to Calera Upgrade (MM 5–8.5)'''
This portion requires removal of remaining at‑grade intersections and construction of continuous service roads to maintain property access. Once completed, the segment will meet interstate standards.

*'''Calera to Northeast of Caddo (MM 8.5–29)'''
Like the southern segment, this stretch is already a grade‑separated freeway with limited access. Minor upgrades to ramp geometry and shoulders would bring it fully up to interstate requirements.

*'''Caddo to Tushka (MM 29–40)'''
Currently a 4‑lane expressway with partial access control, this segment needs frontage roads and full grade separation to meet interstate standards. Several intersections will require closure or conversion.

*'''Tushka/Atoka Bypass (MM 40–48)'''
A new‑terrain bypass is needed around Tushka and Atoka to eliminate congestion, cross‑traffic conflicts, lower speed zones, and multiple traffic signals. This would improve freight movement and safety while allowing both towns to redesign their main streets for pedestrians and local commerce. Business routes could preserve through‑traffic access for tourism and local economic vitality.

*'''Atoka to Savanna (MM 48–81)'''
Much of this corridor is a 4‑lane expressway, but several sections are undivided or lack the minimum median width required for interstate designation. New bypasses are needed around Stringtown (MM 52–55) and Kiowa (MM 72–74). Remaining portions require conversion to full freeway with service roads for property access, some of which can be built within existing right‑of‑way.

*'''Savanna Bypass and Indian Nation Turnpike Connection (MM 81–87.6)'''
A new bypass east of Savanna would begin near MM 81 and include a reconstructed interchange providing direct‑connect ramps between US‑69 south and OK‑375 (Indian Nation Turnpike) north. This would support a potential I‑345 spur into Tulsa. The bypass would rejoin the existing corridor near the south business route junction in McAlester.

*'''McAlester Expressway Conversion (MM 87.6–96.6)'''
The George Nigh Expressway is a 9‑mile expressway with partial freeway elements. To meet interstate standards, all remaining cross‑traffic must be removed, service roads converted to one‑way operation, and slip ramps added. Several interchanges already exist, making this a strong candidate for full upgrade.

*'''Lake Eufaula to South of Muskogee (MM 96.6–147.5)'''
This entire segment is already a fully grade‑separated freeway with limited access. Only minor ramp geometry refinements and a potential interchange modernization at I‑40 may be needed.

*'''Muskogee Bypass (MM 147.5–157)'''
A new western bypass around Muskogee would extend the freeway north from Summit, reconnecting with US‑69 at the south end of the Arkansas River bridge. This removes the final major urban bottleneck and provides a continuous freeway corridor.

*'''North Muskogee to South Wagoner Upgrade (MM 157–164.5)'''
This segment requires removal of remaining at‑grade intersections and construction of service roads. The US‑69/OK‑175 (Muskogee Turnpike) interchange must be upgraded to a full free‑flow system interchange.
An alternative is to extend the Muskogee bypass further north on new alignment and tie directly into the Wagoner bypass.

*'''Wagoner Bypass (MM 164–171)'''
A new western bypass around Wagoner would provide full access control and eliminate multiple conflict points within the city.

*'''North Wagoner to I‑44 Toll (MM 171–209.5)'''
This segment requires freeway conversion and three bypasses:
:*Chouteau/Pryor (MM 180–194) — including a new US‑421 interchange west of the existing junction.
:*Adair (MM 201–204) — a new bypass removing several at‑grade intersections.
:*Big Cabin (MM 209) — a bypass connecting directly to I‑44 near MM 279.5.
From MM 209.5 northward, the corridor would join the Will Rogers Turnpike.

*'''I‑44 to Kansas State Line'''
I‑45 would run concurrent with I‑44 for roughly 37-52 miles, then depart the turnpike on a new alignment northward somewhere between 2 to 17 miles east of the Miami turnpike interchange. From there the route would pass east of Miami and near Quapaw before entering Kansas west of Baxter Springs.

===Corridor 45 Alternate Routings===
There are also 4 possible recommended alternate routings are represented by the dotted blue or magenta lines on the map. All routings below are described running from South to North, and each of the alternatives share the same routing from Dallas through Tulsa OK as follows:
*''Ultimate Interstate 45'' would follow its proposed routing along sections of US-75 and US-69 from Dallas, TX to the Indian Nation Turnpike (OK-75) junction near McAlester, OK.
*From there all of the alternatives deviate from the ''ultimate routing'' instead following the Indian Nation TPK (OK-75) and then US-75 North from McAlester, OK to Tulsa, OK (what is proposed as ''Ultimate Interstate 145'').

Starting in Tulsa OK, each of the alternates deviate from one another as described below:

*'''Alternative Routing 1''' follows I-44 from Tulsa OK and rejoins the Proposed ''Ultimate Interstate 45'' routing northward into Kansas from a new junction near Miami, OK.
*'''Alternative Routing 1A''' diverts to a new freeway/tollway route from US-75 near Okmulgee, OK on a new alignment to the Creek Turnpike (OK-364) near Broken Arrow, OK, then following the Creek Turnpike (OK-345) northward until it reaches and rejoins I-44 east of Tulsa. From there it Follows I-44 and rejoins the Proposed ''Ultimate Interstate 45'' routing northward into Kansas from a new junction near Miami, OK
*'''Alternative Routing 2''' routes its way through Tulsa continuing northward as it follows US-169 north of Tulsa to Iola, KS then heads eastward near US-54 and rejoins the proposed ''Ultimate Interstate 45'' as it heads northward along the US-69 freeway near Ft Scott, KS.
*'''Alternative Routing 3''' starts similarly to alternative 2 routing through Tulsa and heading northward along US-169 through Chanute, KS and Iola, KS but stays on US-169 as it routes through Garnett, KS and Paola, KS before terminating at a new interchange I-35 in Olathe, KS. Alternative 3 is the only one that does not rejoin the original ''ultimate'' route.

Alternatives 1 and 1A could also serve as an East West Split of ''Corridor 45''. With the western alternative being signed as I-45W and the eastern routing through Muskogee being signed as I-45E.

==Kansas==
[[File:corridor45EKSx.png|thumb|upright|Eastern Kansas Detail Map]]

===Pittsburg Bypass===
[[File:corridor45PITTx.png|thumb|upright|Pittsburg, KS Bypass]]
The '''Crawford County Corridor''' is a proposed freeway bypass project being proposed by KDOT to improve US-69 from 1 to 3 miles north of Arma to US-400 south of Pittsburg. Initially Four proposed alignments were being studied for improvements to the highway in Crawford County. Of the 4 options the second western option was chosen as the preferred option due to less right of way encroachments at the north and south ends of the project. A connecting road from the south end of the project would have then tied the new bypass to the existing route about 1 mile south of US-400/K-171. The bypass project was moving forward until the cities of Alma, Frontenac, and Pittsburg Kansas passed resolutions removing their support of the western bypass option citing concerns about the impact of the western alignment of the route and asking the state to reconsider the routing. The cities are concerned about possible negative economic impacts of moving the highway further away. These cities prefer a more centralized alternative instead. As a result, the state is going back to the study phase to consider different possible alternatives. The map to the right shows the 4 potential alternatives considered. However, it remains to be seen in the next 2 years what will come out of the study going forward.

*'''Western Routing'''
**Option 1 Begins in the north from 1/2 mile north of 650th Ave curving off to the west to about 2 miles west of existing US-69 bypassing Alma, Frontenac, and Pittsburg before ending at US-400 at the Crawford/Cherokee county line, 1/2 mile west of the Kansas Crossing casino.
**Option 2 Begins in the north from just south of 670th Ave curving off to the west to about 2 miles west of existing US-69 bypassing Alma, Frontenac, and Pittsburg before ending at US-400 at the Crawford/Cherokee county line 1 mile west of the Kansas Crossing casino. This option became the preferred option for the bypass.
**the proposed interchanges for the western options are:
***640th Ave
***K-47 (620th Ave)
***US-160 (590th Ave)
***570th Ave/West Atkinson Ave
***K-126 (W 4th St)
***520th Ave
***US-400/K-171 (End of Freeway)

*'''Central Routing'''
**follows along the existing routing to approximately 1/2 mile west of the existing routing
**the proposed interchanges for the central option are:
***N West St/Business 69
***K-47 (620th Ave)
***US-160 (590th Ave)
***W Atkinson Ave
***K-126 (W 4th St)
***Business 69/Broadway
***US-400/K-171 (End of Freeway)

*'''Eastern Routing'''
**Begins in the north from 1/2 mile north of 650th Ave curving off to the east to about 1-3 miles east of existing US-69 following a meandering route around the east sides of Alma, Frontenac, and Pittsburg before rejoining the existing US-69 alignment 1/4 mile south of the Crawford/Cherokee county line.
**the proposed interchanges for the eastern option are:
***E South St/640th Ave
***K-47 (620th Ave)
***US-160 (590th Ave)
***E Atkinson Ave/570th Ave
***K-126 (E 4th St)
***Business 69/Broadway
***US-400/K-171

====April 2025 Update====
KDOT has been continuing to go back to having open houses to determine the needs for the corridor as well as being able to address some of the concerns brought up by local residents, stakeholders, crawford county and city governments invested in process. Because of this the immediate focus of the corridor study has changed regarding immediate and potential minor improvements to be made through 2030. This corridor had been under study and planning for full freeway upgrade with preliminary plans dating all the way back to 1999, with the initial EIS/EIR study completed in 2012 with a finding of no significant inpact (FONSI) and plans to proceed with the project in late 2023. The resulting outcry and withdrawal of support from several cities has stymied the project leaving the freeway with an uncertain future and KDOT making the following statement:

<blockquote>"KDOT is currently planning upgrades to some of the traffic signals, as well as speed feedback signs. Aside from these, there are no plans for this stretch of U.S. 69 highway. KDOT wants to collect community input and analyze updated traffic and crash data before making any decisions."</blockquote>

This could leave the door open potentially for a freeway in the future, but based on the statement and details available on the project website, it appears that this may be in the distant future. One can only assume if that means 2040 or 2050 or beyond. At any rate we remain steadfast in our support of a full limited access freeway corridor maintained from I-35 to I-44 in eastern Kansas, and this includes construction of this segment as a freeway.

You can read more about the project from the [https://www.ksdot.gov/projects/southeast-kansas-projects/u-s-69-highway-study-in-crawford-county-2024 KDOT US69 Crawford County Study Website]

====June 2025 Update====

KDOT has come back with its final concepts for improvements to be made to the Pittsburg to Arma corridor totaling an expected cost of $43 Million dollars to 'upgrade' the corridor and improve safety between 2026 to 2029. These improvements will provide a little relief to addressing the congestion and safety considerations along the corridor by partially restricting access along certain portions of the route, including RIRO (Right-in/Right-Out) access, the construction of 1 of 3 planned roundabouts, installation of additional traffic signage, signalized interchanges, and rumble strips. 2 additional roundabouts, 2 sweeping right (right turn channelization) ramps, and the addition of left turn and right turn acceeration and deceleration lanes are still being considered in the future and have yet to be funded for construction.

So, we have went from being nearly ready to start major construction of a long-needed freeway bypass that would have enhanced the region and would have been completed substantially by 2030 to now a handful of significantly inadequate minor improvements with a significantly hefty price tag. Ultimately, some of these improvements are needed, such as a roundabout at North Broadway and Atkinson for one. But this will not improve interstate commerce, it will not create the 4-lane freeway corridor originally imagined by KDOT when the northern portions of the expressway were constructed and opened. This effectively leaves US-69 as a dead-end in northern Crawford County because from there interstate traffic must then negotiate a network of narrow and congested 2-lane roads to continue further south. This is dissapointing to say the least.

Hopefully KDOT still has the greater vision of constructing the 4-lane through the region long term and is just addressing local concerns on the short term. By having capitulated so far to the cities of Arma, Frontenac, and Pittsburg they have set the area up to miss out on the benefits of being connected to a major commercial corridor. Something that neighboring Missouri took advantage of when they upgraded the US-71 corridor to what is now I-49. This has undoubtedly had a positive impact on cities along the corridor including Carthage, Lamar, Nevada, Butler, Appleton City, and Harrisonville. Benefits that could also bring similar growth to cities like Baxter Springs, Pittsburg, Arma, Fort Scott, and Pleasanton.

===Fort Scott Bypass===
[[File:corridor45FSx.png|thumb|upright|Fort Scott, KS Bypass]]
The '''Fort Scott Bypass''' is a preliminarily proposed freeway bypass project being considered by KDOT to improve US-69 from 1 mile north of Fort Scott to K-7/US69 Junction approximately 5 miles south of Fort Scott traveling around the east side of the city. The potential alignment shown in the illustration is for illustration purposes only depicting a possible location of the bypass route, as nothing has officially been proposed along the corridor.

Recent improvements to the US69 mainline between Wall Street and 18th were just completed in 2023 along a previously improved expressway section that would be difficult to upgrade to a full freeway for several reasons. First is the tight geometry due to several curves along this section of expressway, secondly, the expressway abruptly ends at the south end curving on to main street leaving no option for extending the expressway further south. Third, converting intersections at 3rd Street, 6th Street, and 12th Street to grade separated crossings or intersections would also be difficult due to elevation issues and lack of room to build bridge approaches without elevating the expressway. It does appear that at one time the extension of this expressway was planned further southward. Evidence of this is visibileif you look at what appears to be an exit ramp built into the East National Ave bridge at the south end and noticeably vacant land located to the immediate southeast where the expressway would have likely curved to the southeast then crossing the railroad tracks and continuing south.

Should a bypass be constructed potential exits would likely be constructed at:
* US-54 West/US-69 Business/K-7 on the north end
* Wall Street/US-54 East
* Jayhawk Rd
* K-7/US69 Business in the south as the bypass reconnects to the existing routing in the south.
* Partial interchange at Grand Road

Construction of the bypass is most definitely needed in order to fulfill the goal of having a full interstate quality freeway from Kansas City to Interstate 44 through southeast Kansas, which if completed could become part of the Interstate 45 corridor if it is ever extended north of Dallas. While there is concerns and some opposition to it due to the potential threat of economic decline, such as has been witnessed in smaller towns like Pleasanton, there are ways to mitigate this and promote the city as a regional center, thus protecting its commerce and keeping it a destination city, rather than a town to just drive around on your way to somewhere else. These same concerns are also part of the reason why there has been much consternation regarding the freeway bypasses proposed around Pittsburg and Frontenac. It remains to be seen if attempts move forward with the bypass will come however it looks like it will be several years if not decades before a Fort Scott bypass could become a reality.

===Fort Scott to Arma===
Upgrades were completed along US69 from the K-7 junction south of Fort Scott to Arma constructing the 2-lane segment into a 4-lane expressway with at grade intersections spaced 1 mile apart. Plans also call for the eventual upgrade of the corridor to full freeway standards with limited access grade separation and property access maintained by the use of frontage roads to connect to interchanges along the corridor

The proposed upgrades to freeway standard include:
* Connect to the planned Pittsburg Bypass (Crawford County Corridor) south of the 680th Ave intersection
* Upgrade 680th Ave to a standard diamond interchange
* Close access at 690th Ave - Convert to cul-de-sac/access via adjoining roads
* Grade separation at 700th Ave
* Upgrade 710th Ave to a standard diamond interchange
* Grade separation at 720th Ave
* Close access at 730th Ave - Convert to cul-de-sac/access via adjoining roads
* Close access at Birch Rd - Convert to cul-de-sac/access via adjoining roads
* Grade separation at Cavalry Rd
* Close access at Deer Rd - Convert to cul-de-sac/access via frontage/adjoining roads
* Upgrade Eagle Rd to a standard diamond interchange
* Close access at Fern Rd - Access via frontage road
* Grand Rd access would remain at grade (likely to be upgraded in the future or due to long range planning for a Fort Scott bypass)

Officially the state opted to move forward with the upgradable expressway for the time being due to the expressway meeting the traffic needs for the foreseeable future. However right of way has been preserved for the ultimate upgrade of the highway to full freeway standards possibly by 2040.

=Purpose and Need=
Ideally offering this connection would provide a better through route to Kansas City, St. Louis, and the northern plains cities that currently must use the existing I-35 corridor. Additionally, many cities along the corridor would benefit from the positive economic impact of having a major north south interstate corridor passing through. This corridor, in conjunction with the other planned interstate corridors, such as I-69, I-49, and I-42 (OK-AR)) would improve interconnectability as well providing alternatives for long distance traffic to have more direct access to some destinations, while bypassing other congested metro areas resulting in energy savings and less pollution.

=Auxiliary Routes=
'''Ultimate Interstate 145''' is an auxiliary interstate route that would connect Tulsa, OK to I-45 near McAlester, OK using the northern section of the Indian Nation Turnpike (OK-75) and continuing north along the US-75 freeway/expressway into Tulsa, OK terminating at I-244.

This 'Ultimate Interstate' could potentially be extended southward to Hugo, OK which would bring the entire Indian Nation Turnpike into the interstate system.

'''Ultimate Interstate 345''' is an auxiliary interstate route that would connect Tulsa, OK to I-40 near Webbers Falls, OK by redesignating the entire Muskogee Turnpike (currently OK-351) as an interstate highway. The Oklahoma Department of Highways has applied and is seeking final approvals to sign this route as Interstate 343. This is problematic however since the route does not connect to Interstate 43 (Which is located in Wisconsin). This seems to be more of a novelty designation similar to the I-238 designation in California that also does not conform to numbering conventions. Considering our 'Ultimate Interstate' proposal to extend I-45 northward through the area, Interstate 345 would be a more logical choice for renumbering this road and as such Indyroads recommends amending the route number to I-345 instead.

Additionally, the I-345 route could be extended further northwestward to end at either I-44 in Central Tulsa or at I-244 downtown.

[[Category:Ultimate Interstates]][[Category:Visions]][[Category:Midwest US]]

Ultimate Interstates:Corridor 45

2026-09-23T03:01:36Z

Indyroads: /* Oklahoma */

[[File:corridor45.png|thumb|upright|Corridor 45 Overview]]

'''Ultimate Interstate 45''' is a conceptual northward extension of I‑45, carrying the route from Dallas, Texas to Overland Park, Kansas by way of the cities of Durant, McAlester, and Muskogee in Oklahoma with potential spur routes linking the corridor to the Tulsa metropolitan area.

=Current I-45 Status and Development=
'''Interstate 45''' currently lies entirely within Texas. Although its mileage is relatively short for a major north–south corridor—especially for an Interstate ending in “5”, it plays a crucial role by linking the Dallas/Fort Worth region with Houston and Galveston. Past discussions about extending I‑45 northward have gained little momentum, but existing improvements along the corridor make such an upgrade increasingly feasible. Much of US‑75 north of Dallas already functions as a grade‑separated expressway already meeting or near interstate standards.
Moving into Oklahoma, several portions of US‑75 and US‑69 still fall short of interstate criteria, yet many upgraded expressway and freeway segments could be converted with additional bypasses and minor upgrades. In Kansas, some stretches would require new‑terrain construction while others could be upgraded from existing 2‑lane or 4‑lane highways. North of Fort Scott, US‑69 already meets interstate standards.

=Indyroads Conceptual Improvements=
The preferred routing shown in the maps would extend I‑45 north along unsigned I‑345, replacing it, then continue on US‑75 toward Oklahoma until meeting US‑69 near Denison, Texas. From there, the corridor would follow US‑69/US‑75 to Atoka, Oklahoma, then continue along US‑69 through McAlester and Muskogee to reach I‑44 (Will Rogers Turnpike) near Big Cabin.
The route would follow I‑44 for roughly 30 to 50 miles to Miami or Quapaw in Oklahoma, then shift toward on a new terrain alignment passing near the towns of Picher, Oklahoma and Baxter Springs, Kansas, tracking near Alternate US‑69 then continuing north along US‑69 toward Pittsburg and Fort Scott. After bypassing both cities, the corridor would continue along the US‑69 freeway to Overland Park, terminating at I‑35 in Lenexa.

==Texas==
Large portions of the US‑75/US‑69 corridor in Texas are already meet or are near interstate standards, and current construction activity positions the route to be fully eligible for interstate designation should a northern extension of I‑45 be considered and ultimately approved. Two major projects, one in the Dallas/Collin County region and one in Grayson County, are actively upgrading the corridor’s geometry, lane configuration, operational characteristics and interstate standards.

*'''Dallas & Collin County – Tech Lanes Conversion'''
A major project converting former HOV lanes into peak‑hour “technology lanes” is nearly complete along US‑75 from I‑635 to SH‑121/Sam Rayburn Tollway. Valued at $58 million, the work is 99% finished and opens the inside lane to all drivers for 22 hours each day, reserving peak‑hour restrictions only for HOVs, motorcycles, and low‑emission vehicles. No tolls are charged. These upgrades improve lane continuity and operational consistency—both important for interstate signing.

*'''Grayson County – Widening and Corridor Modernization'''
TxDOT is advancing a series of widening and modernization projects from the Collin County line northward through Sherman and Denison. Improvements include new U‑turn bridges in Van Alstyne and Howe, conversion of frontage roads to one‑way operation, and updated speed limits. Long‑range plans anticipate full interstate‑standard upgrades through Grayson County by approximately 2031, creating a continuous, grade‑separated corridor from Dallas to the Oklahoma border.

Taken together, these projects demonstrate that Texas is effectively preparing US‑75/US‑69 for full interstate designation. Once Oklahoma and Kansas complete their respective upgrades, the Texas portion of the corridor will be ready to carry the I‑45 shield without further major reconstruction.

==Oklahoma==
[[File:corridor45NEOKx.png|thumb|upright|Quad State Detail Map]]
[[File:corridor45COKx.png|thumb|upright|Central Oklahoma Detail Map]]

The US‑69/US‑75 corridor through Oklahoma varies widely in its current level of interstate readiness. Several long segments already function as near‑interstate‑standard freeways requiring only minor geometric upgrades, while other portions will require full reconstruction, new terrain bypasses, or major access‑management improvements. The breakdown below follows the corridor from the Texas state line northward.

*'''State Line to Colbert (MM 0–5)'''
This segment is already a grade‑separated, limited‑access freeway. Only minor improvements—such as ramp taper adjustments and shoulder widening—are needed for full interstate compliance.

*'''Colbert to Calera Upgrade (MM 5–8.5)'''
This portion requires removal of remaining at‑grade intersections and construction of continuous service roads to maintain property access. Once completed, the segment will meet interstate standards.

*'''Calera to Northeast of Caddo (MM 8.5–29)'''
Like the southern segment, this stretch is already a grade‑separated freeway with limited access. Minor upgrades to ramp geometry and shoulders would bring it fully up to interstate requirements.

*'''Caddo to Tushka (MM 29–40)'''
Currently a 4‑lane expressway with partial access control, this segment needs frontage roads and full grade separation to meet interstate standards. Several intersections will require closure or conversion.

*'''Tushka/Atoka Bypass (MM 40–48)'''
A new‑terrain bypass is needed around Tushka and Atoka to eliminate congestion, cross‑traffic conflicts, lower speed zones, and multiple traffic signals. This would improve freight movement and safety while allowing both towns to redesign their main streets for pedestrians and local commerce. Business routes could preserve through‑traffic access for tourism and local economic vitality.

*'''Atoka to Savanna (MM 48–81)'''
Much of this corridor is a 4‑lane expressway, but several sections are undivided or lack the minimum median width required for interstate designation. New bypasses are needed around Stringtown (MM 52–55) and Kiowa (MM 72–74). Remaining portions require conversion to full freeway with service roads for property access, some of which can be built within existing right‑of‑way.

*'''Savanna Bypass and Indian Nation Turnpike Connection (MM 81–87.6)'''
A new bypass east of Savanna would begin near MM 81 and include a reconstructed interchange providing direct‑connect ramps between US‑69 south and OK‑375 (Indian Nation Turnpike) north. This would support a potential I‑345 spur into Tulsa. The bypass would rejoin the existing corridor near the south business route junction in McAlester.

*'''McAlester Expressway Conversion (MM 87.6–96.6)'''
The George Nigh Expressway is a 9‑mile expressway with partial freeway elements. To meet interstate standards, all remaining cross‑traffic must be removed, service roads converted to one‑way operation, and slip ramps added. Several interchanges already exist, making this a strong candidate for full upgrade.

*'''Lake Eufaula to South of Muskogee (MM 96.6–147.5)'''
This entire segment is already a fully grade‑separated freeway with limited access. Only minor ramp geometry refinements and a potential interchange modernization at I‑40 may be needed.

*'''Muskogee Bypass (MM 147.5–157)'''
A new western bypass around Muskogee would extend the freeway north from Summit, reconnecting with US‑69 at the south end of the Arkansas River bridge. This removes the final major urban bottleneck and provides a continuous freeway corridor.

*'''North Muskogee to South Wagoner Upgrade (MM 157–164.5)'''
This segment requires removal of remaining at‑grade intersections and construction of service roads. The US‑69/OK‑175 (Muskogee Turnpike) interchange must be upgraded to a full free‑flow system interchange.
An alternative is to extend the Muskogee bypass further north on new alignment and tie directly into the Wagoner bypass.

*'''Wagoner Bypass (MM 164–171)'''
A new western bypass around Wagoner would provide full access control and eliminate multiple conflict points within the city.

*'''North Wagoner to I‑44 Toll (MM 171–209.5)'''
This segment requires freeway conversion and three bypasses:
:*Chouteau/Pryor (MM 180–194) — including a new US‑421 interchange west of the existing junction.
:*Adair (MM 201–204) — a new bypass removing several at‑grade intersections.
:*Big Cabin (MM 209) — a bypass connecting directly to I‑44 near MM 279.5.
From MM 209.5 northward, the corridor would join the Will Rogers Turnpike.

*'''I‑44 to Kansas State Line'''
I‑45 would run concurrent with I‑44 for roughly 2–17 miles east of the Miami interchange, then depart the turnpike on a new alignment northward. The route would pass east of Miami and near Quapaw before entering Kansas west of Baxter Springs.

===Corridor 45 Alternate Routings===
There are also 4 possible recommended alternate routings are represented by the dotted blue or magenta lines on the map. All routings below are described running from South to North, and each of the alternatives share the same routing from Dallas through Tulsa OK as follows:
*''Ultimate Interstate 45'' would follow its proposed routing along sections of US-75 and US-69 from Dallas, TX to the Indian Nation Turnpike (OK-75) junction near McAlester, OK.
*From there all of the alternatives deviate from the ''ultimate routing'' instead following the Indian Nation TPK (OK-75) and then US-75 North from McAlester, OK to Tulsa, OK (what is proposed as ''Ultimate Interstate 145'').

Starting in Tulsa OK, each of the alternates deviate from one another as described below:

*'''Alternative Routing 1''' follows I-44 from Tulsa OK and rejoins the Proposed ''Ultimate Interstate 45'' routing northward into Kansas from a new junction near Miami, OK.
*'''Alternative Routing 1A''' diverts to a new freeway/tollway route from US-75 near Okmulgee, OK on a new alignment to the Creek Turnpike (OK-364) near Broken Arrow, OK, then following the Creek Turnpike (OK-345) northward until it reaches and rejoins I-44 east of Tulsa. From there it Follows I-44 and rejoins the Proposed ''Ultimate Interstate 45'' routing northward into Kansas from a new junction near Miami, OK
*'''Alternative Routing 2''' routes its way through Tulsa continuing northward as it follows US-169 north of Tulsa to Iola, KS then heads eastward near US-54 and rejoins the proposed ''Ultimate Interstate 45'' as it heads northward along the US-69 freeway near Ft Scott, KS.
*'''Alternative Routing 3''' starts similarly to alternative 2 routing through Tulsa and heading northward along US-169 through Chanute, KS and Iola, KS but stays on US-169 as it routes through Garnett, KS and Paola, KS before terminating at a new interchange I-35 in Olathe, KS. Alternative 3 is the only one that does not rejoin the original ''ultimate'' route.

Alternatives 1 and 1A could also serve as an East West Split of ''Corridor 45''. With the western alternative being signed as I-45W and the eastern routing through Muskogee being signed as I-45E.

==Kansas==
[[File:corridor45EKSx.png|thumb|upright|Eastern Kansas Detail Map]]

===Pittsburg Bypass===
[[File:corridor45PITTx.png|thumb|upright|Pittsburg, KS Bypass]]
The '''Crawford County Corridor''' is a proposed freeway bypass project being proposed by KDOT to improve US-69 from 1 to 3 miles north of Arma to US-400 south of Pittsburg. Initially Four proposed alignments were being studied for improvements to the highway in Crawford County. Of the 4 options the second western option was chosen as the preferred option due to less right of way encroachments at the north and south ends of the project. A connecting road from the south end of the project would have then tied the new bypass to the existing route about 1 mile south of US-400/K-171. The bypass project was moving forward until the cities of Alma, Frontenac, and Pittsburg Kansas passed resolutions removing their support of the western bypass option citing concerns about the impact of the western alignment of the route and asking the state to reconsider the routing. The cities are concerned about possible negative economic impacts of moving the highway further away. These cities prefer a more centralized alternative instead. As a result, the state is going back to the study phase to consider different possible alternatives. The map to the right shows the 4 potential alternatives considered. However, it remains to be seen in the next 2 years what will come out of the study going forward.

*'''Western Routing'''
**Option 1 Begins in the north from 1/2 mile north of 650th Ave curving off to the west to about 2 miles west of existing US-69 bypassing Alma, Frontenac, and Pittsburg before ending at US-400 at the Crawford/Cherokee county line, 1/2 mile west of the Kansas Crossing casino.
**Option 2 Begins in the north from just south of 670th Ave curving off to the west to about 2 miles west of existing US-69 bypassing Alma, Frontenac, and Pittsburg before ending at US-400 at the Crawford/Cherokee county line 1 mile west of the Kansas Crossing casino. This option became the preferred option for the bypass.
**the proposed interchanges for the western options are:
***640th Ave
***K-47 (620th Ave)
***US-160 (590th Ave)
***570th Ave/West Atkinson Ave
***K-126 (W 4th St)
***520th Ave
***US-400/K-171 (End of Freeway)

*'''Central Routing'''
**follows along the existing routing to approximately 1/2 mile west of the existing routing
**the proposed interchanges for the central option are:
***N West St/Business 69
***K-47 (620th Ave)
***US-160 (590th Ave)
***W Atkinson Ave
***K-126 (W 4th St)
***Business 69/Broadway
***US-400/K-171 (End of Freeway)

*'''Eastern Routing'''
**Begins in the north from 1/2 mile north of 650th Ave curving off to the east to about 1-3 miles east of existing US-69 following a meandering route around the east sides of Alma, Frontenac, and Pittsburg before rejoining the existing US-69 alignment 1/4 mile south of the Crawford/Cherokee county line.
**the proposed interchanges for the eastern option are:
***E South St/640th Ave
***K-47 (620th Ave)
***US-160 (590th Ave)
***E Atkinson Ave/570th Ave
***K-126 (E 4th St)
***Business 69/Broadway
***US-400/K-171

====April 2025 Update====
KDOT has been continuing to go back to having open houses to determine the needs for the corridor as well as being able to address some of the concerns brought up by local residents, stakeholders, crawford county and city governments invested in process. Because of this the immediate focus of the corridor study has changed regarding immediate and potential minor improvements to be made through 2030. This corridor had been under study and planning for full freeway upgrade with preliminary plans dating all the way back to 1999, with the initial EIS/EIR study completed in 2012 with a finding of no significant inpact (FONSI) and plans to proceed with the project in late 2023. The resulting outcry and withdrawal of support from several cities has stymied the project leaving the freeway with an uncertain future and KDOT making the following statement:

<blockquote>"KDOT is currently planning upgrades to some of the traffic signals, as well as speed feedback signs. Aside from these, there are no plans for this stretch of U.S. 69 highway. KDOT wants to collect community input and analyze updated traffic and crash data before making any decisions."</blockquote>

This could leave the door open potentially for a freeway in the future, but based on the statement and details available on the project website, it appears that this may be in the distant future. One can only assume if that means 2040 or 2050 or beyond. At any rate we remain steadfast in our support of a full limited access freeway corridor maintained from I-35 to I-44 in eastern Kansas, and this includes construction of this segment as a freeway.

You can read more about the project from the [https://www.ksdot.gov/projects/southeast-kansas-projects/u-s-69-highway-study-in-crawford-county-2024 KDOT US69 Crawford County Study Website]

====June 2025 Update====

KDOT has come back with its final concepts for improvements to be made to the Pittsburg to Arma corridor totaling an expected cost of $43 Million dollars to 'upgrade' the corridor and improve safety between 2026 to 2029. These improvements will provide a little relief to addressing the congestion and safety considerations along the corridor by partially restricting access along certain portions of the route, including RIRO (Right-in/Right-Out) access, the construction of 1 of 3 planned roundabouts, installation of additional traffic signage, signalized interchanges, and rumble strips. 2 additional roundabouts, 2 sweeping right (right turn channelization) ramps, and the addition of left turn and right turn acceeration and deceleration lanes are still being considered in the future and have yet to be funded for construction.

So, we have went from being nearly ready to start major construction of a long-needed freeway bypass that would have enhanced the region and would have been completed substantially by 2030 to now a handful of significantly inadequate minor improvements with a significantly hefty price tag. Ultimately, some of these improvements are needed, such as a roundabout at North Broadway and Atkinson for one. But this will not improve interstate commerce, it will not create the 4-lane freeway corridor originally imagined by KDOT when the northern portions of the expressway were constructed and opened. This effectively leaves US-69 as a dead-end in northern Crawford County because from there interstate traffic must then negotiate a network of narrow and congested 2-lane roads to continue further south. This is dissapointing to say the least.

Hopefully KDOT still has the greater vision of constructing the 4-lane through the region long term and is just addressing local concerns on the short term. By having capitulated so far to the cities of Arma, Frontenac, and Pittsburg they have set the area up to miss out on the benefits of being connected to a major commercial corridor. Something that neighboring Missouri took advantage of when they upgraded the US-71 corridor to what is now I-49. This has undoubtedly had a positive impact on cities along the corridor including Carthage, Lamar, Nevada, Butler, Appleton City, and Harrisonville. Benefits that could also bring similar growth to cities like Baxter Springs, Pittsburg, Arma, Fort Scott, and Pleasanton.

===Fort Scott Bypass===
[[File:corridor45FSx.png|thumb|upright|Fort Scott, KS Bypass]]
The '''Fort Scott Bypass''' is a preliminarily proposed freeway bypass project being considered by KDOT to improve US-69 from 1 mile north of Fort Scott to K-7/US69 Junction approximately 5 miles south of Fort Scott traveling around the east side of the city. The potential alignment shown in the illustration is for illustration purposes only depicting a possible location of the bypass route, as nothing has officially been proposed along the corridor.

Recent improvements to the US69 mainline between Wall Street and 18th were just completed in 2023 along a previously improved expressway section that would be difficult to upgrade to a full freeway for several reasons. First is the tight geometry due to several curves along this section of expressway, secondly, the expressway abruptly ends at the south end curving on to main street leaving no option for extending the expressway further south. Third, converting intersections at 3rd Street, 6th Street, and 12th Street to grade separated crossings or intersections would also be difficult due to elevation issues and lack of room to build bridge approaches without elevating the expressway. It does appear that at one time the extension of this expressway was planned further southward. Evidence of this is visibileif you look at what appears to be an exit ramp built into the East National Ave bridge at the south end and noticeably vacant land located to the immediate southeast where the expressway would have likely curved to the southeast then crossing the railroad tracks and continuing south.

Should a bypass be constructed potential exits would likely be constructed at:
* US-54 West/US-69 Business/K-7 on the north end
* Wall Street/US-54 East
* Jayhawk Rd
* K-7/US69 Business in the south as the bypass reconnects to the existing routing in the south.
* Partial interchange at Grand Road

Construction of the bypass is most definitely needed in order to fulfill the goal of having a full interstate quality freeway from Kansas City to Interstate 44 through southeast Kansas, which if completed could become part of the Interstate 45 corridor if it is ever extended north of Dallas. While there is concerns and some opposition to it due to the potential threat of economic decline, such as has been witnessed in smaller towns like Pleasanton, there are ways to mitigate this and promote the city as a regional center, thus protecting its commerce and keeping it a destination city, rather than a town to just drive around on your way to somewhere else. These same concerns are also part of the reason why there has been much consternation regarding the freeway bypasses proposed around Pittsburg and Frontenac. It remains to be seen if attempts move forward with the bypass will come however it looks like it will be several years if not decades before a Fort Scott bypass could become a reality.

===Fort Scott to Arma===
Upgrades were completed along US69 from the K-7 junction south of Fort Scott to Arma constructing the 2-lane segment into a 4-lane expressway with at grade intersections spaced 1 mile apart. Plans also call for the eventual upgrade of the corridor to full freeway standards with limited access grade separation and property access maintained by the use of frontage roads to connect to interchanges along the corridor

The proposed upgrades to freeway standard include:
* Connect to the planned Pittsburg Bypass (Crawford County Corridor) south of the 680th Ave intersection
* Upgrade 680th Ave to a standard diamond interchange
* Close access at 690th Ave - Convert to cul-de-sac/access via adjoining roads
* Grade separation at 700th Ave
* Upgrade 710th Ave to a standard diamond interchange
* Grade separation at 720th Ave
* Close access at 730th Ave - Convert to cul-de-sac/access via adjoining roads
* Close access at Birch Rd - Convert to cul-de-sac/access via adjoining roads
* Grade separation at Cavalry Rd
* Close access at Deer Rd - Convert to cul-de-sac/access via frontage/adjoining roads
* Upgrade Eagle Rd to a standard diamond interchange
* Close access at Fern Rd - Access via frontage road
* Grand Rd access would remain at grade (likely to be upgraded in the future or due to long range planning for a Fort Scott bypass)

Officially the state opted to move forward with the upgradable expressway for the time being due to the expressway meeting the traffic needs for the foreseeable future. However right of way has been preserved for the ultimate upgrade of the highway to full freeway standards possibly by 2040.

=Purpose and Need=
Ideally offering this connection would provide a better through route to Kansas City, St. Louis, and the northern plains cities that currently must use the existing I-35 corridor. Additionally, many cities along the corridor would benefit from the positive economic impact of having a major north south interstate corridor passing through. This corridor, in conjunction with the other planned interstate corridors, such as I-69, I-49, and I-42 (OK-AR)) would improve interconnectability as well providing alternatives for long distance traffic to have more direct access to some destinations, while bypassing other congested metro areas resulting in energy savings and less pollution.

=Auxiliary Routes=
'''Ultimate Interstate 145''' is an auxiliary interstate route that would connect Tulsa, OK to I-45 near McAlester, OK using the northern section of the Indian Nation Turnpike (OK-75) and continuing north along the US-75 freeway/expressway into Tulsa, OK terminating at I-244.

This 'Ultimate Interstate' could potentially be extended southward to Hugo, OK which would bring the entire Indian Nation Turnpike into the interstate system.

'''Ultimate Interstate 345''' is an auxiliary interstate route that would connect Tulsa, OK to I-40 near Webbers Falls, OK by redesignating the entire Muskogee Turnpike (currently OK-351) as an interstate highway. The Oklahoma Department of Highways has applied and is seeking final approvals to sign this route as Interstate 343. This is problematic however since the route does not connect to Interstate 43 (Which is located in Wisconsin). This seems to be more of a novelty designation similar to the I-238 designation in California that also does not conform to numbering conventions. Considering our 'Ultimate Interstate' proposal to extend I-45 northward through the area, Interstate 345 would be a more logical choice for renumbering this road and as such Indyroads recommends amending the route number to I-345 instead.

Additionally, the I-345 route could be extended further northwestward to end at either I-44 in Central Tulsa or at I-244 downtown.

[[Category:Ultimate Interstates]][[Category:Visions]][[Category:Midwest US]]

Ultimate Interstates:Corridor 45

2026-09-23T02:59:02Z

Indyroads: /* Oklahoma */

[[File:corridor45.png|thumb|upright|Corridor 45 Overview]]

'''Ultimate Interstate 45''' is a conceptual northward extension of I‑45, carrying the route from Dallas, Texas to Overland Park, Kansas by way of the cities of Durant, McAlester, and Muskogee in Oklahoma with potential spur routes linking the corridor to the Tulsa metropolitan area.

=Current I-45 Status and Development=
'''Interstate 45''' currently lies entirely within Texas. Although its mileage is relatively short for a major north–south corridor—especially for an Interstate ending in “5”, it plays a crucial role by linking the Dallas/Fort Worth region with Houston and Galveston. Past discussions about extending I‑45 northward have gained little momentum, but existing improvements along the corridor make such an upgrade increasingly feasible. Much of US‑75 north of Dallas already functions as a grade‑separated expressway already meeting or near interstate standards.
Moving into Oklahoma, several portions of US‑75 and US‑69 still fall short of interstate criteria, yet many upgraded expressway and freeway segments could be converted with additional bypasses and minor upgrades. In Kansas, some stretches would require new‑terrain construction while others could be upgraded from existing 2‑lane or 4‑lane highways. North of Fort Scott, US‑69 already meets interstate standards.

=Indyroads Conceptual Improvements=
The preferred routing shown in the maps would extend I‑45 north along unsigned I‑345, replacing it, then continue on US‑75 toward Oklahoma until meeting US‑69 near Denison, Texas. From there, the corridor would follow US‑69/US‑75 to Atoka, Oklahoma, then continue along US‑69 through McAlester and Muskogee to reach I‑44 (Will Rogers Turnpike) near Big Cabin.
The route would follow I‑44 for roughly 30 to 50 miles to Miami or Quapaw in Oklahoma, then shift toward on a new terrain alignment passing near the towns of Picher, Oklahoma and Baxter Springs, Kansas, tracking near Alternate US‑69 then continuing north along US‑69 toward Pittsburg and Fort Scott. After bypassing both cities, the corridor would continue along the US‑69 freeway to Overland Park, terminating at I‑35 in Lenexa.

==Texas==
Large portions of the US‑75/US‑69 corridor in Texas are already meet or are near interstate standards, and current construction activity positions the route to be fully eligible for interstate designation should a northern extension of I‑45 be considered and ultimately approved. Two major projects, one in the Dallas/Collin County region and one in Grayson County, are actively upgrading the corridor’s geometry, lane configuration, operational characteristics and interstate standards.

*'''Dallas & Collin County – Tech Lanes Conversion'''
A major project converting former HOV lanes into peak‑hour “technology lanes” is nearly complete along US‑75 from I‑635 to SH‑121/Sam Rayburn Tollway. Valued at $58 million, the work is 99% finished and opens the inside lane to all drivers for 22 hours each day, reserving peak‑hour restrictions only for HOVs, motorcycles, and low‑emission vehicles. No tolls are charged. These upgrades improve lane continuity and operational consistency—both important for interstate signing.

*'''Grayson County – Widening and Corridor Modernization'''
TxDOT is advancing a series of widening and modernization projects from the Collin County line northward through Sherman and Denison. Improvements include new U‑turn bridges in Van Alstyne and Howe, conversion of frontage roads to one‑way operation, and updated speed limits. Long‑range plans anticipate full interstate‑standard upgrades through Grayson County by approximately 2031, creating a continuous, grade‑separated corridor from Dallas to the Oklahoma border.

Taken together, these projects demonstrate that Texas is effectively preparing US‑75/US‑69 for full interstate designation. Once Oklahoma and Kansas complete their respective upgrades, the Texas portion of the corridor will be ready to carry the I‑45 shield without further major reconstruction.

==Oklahoma==
[[File:corridor45NEOKx.png|thumb|upright|Quad State Detail Map]]
[[File:corridor45COKx.png|thumb|upright|Central Oklahoma Detail Map]]

The US‑69/US‑75 corridor through Oklahoma varies widely in its current level of interstate readiness. Several long segments already function as near‑interstate‑standard freeways requiring only minor geometric upgrades, while other portions will require full reconstruction, new terrain bypasses, or major access‑management improvements. The breakdown below follows the corridor from the Texas state line northward.

*'''State Line to Colbert (MM 0–5)'''
This segment is already a grade‑separated, limited‑access freeway. Only minor improvements—such as ramp taper adjustments and shoulder widening—are needed for full interstate compliance.

*'''Colbert to Calera Upgrade (MM 5–8.5)'''
This portion requires removal of remaining at‑grade intersections and construction of continuous service roads to maintain property access. Once completed, the segment will meet interstate standards.

*'''Calera to Northeast of Caddo (MM 8.5–29)'''
Like the southern segment, this stretch is already a grade‑separated freeway with limited access. Minor upgrades to ramp geometry and shoulders would bring it fully up to interstate requirements.

*'''Caddo to Tushka (MM 29–40)'''
Currently a 4‑lane expressway with partial access control, this segment needs frontage roads and full grade separation to meet interstate standards. Several intersections will require closure or conversion.

*'''Tushka/Atoka Bypass (MM 40–48)'''
A new‑terrain bypass is needed around Tushka and Atoka to eliminate congestion, cross‑traffic conflicts, lower speed zones, and multiple traffic signals. This would improve freight movement and safety while allowing both towns to redesign their main streets for pedestrians and local commerce. Business routes could preserve through‑traffic access for tourism and local economic vitality.

*'''Atoka to Savanna (MM 48–81)'''
Much of this corridor is a 4‑lane expressway, but several sections are undivided or lack the minimum median width required for interstate designation. New bypasses are needed around Stringtown (MM 52–55) and Kiowa (MM 72–74). Remaining portions require conversion to full freeway with service roads for property access, some of which can be built within existing right‑of‑way.

*'''Savanna Bypass and Indian Nation Turnpike Connection (MM 81–87.6)'''
A new bypass east of Savanna would begin near MM 81 and include a reconstructed interchange providing direct‑connect ramps between US‑69 south and OK‑375 (Indian Nation Turnpike) north. This would support a potential I‑345 spur into Tulsa. The bypass would rejoin the existing corridor near the south business route junction in McAlester.

*'''McAlester Expressway Conversion (MM 87.6–96.6)'''
The George Nigh Expressway is a 9‑mile expressway with partial freeway elements. To meet interstate standards, all remaining cross‑traffic must be removed, service roads converted to one‑way operation, and slip ramps added. Several interchanges already exist, making this a strong candidate for full upgrade.

*'''Lake Eufaula to South of Muskogee (MM 96.6–147.5)'''
This entire segment is already a fully grade‑separated freeway with limited access. Only minor ramp geometry refinements and a potential interchange modernization at I‑40 may be needed.

*'''Muskogee Bypass (MM 147.5–157)'''
A new western bypass around Muskogee would extend the freeway north from Summit, reconnecting with US‑69 at the south end of the Arkansas River bridge. This removes the final major urban bottleneck and provides a continuous freeway corridor.

*'''North Muskogee to South Wagoner Upgrade (MM 157–164.5)'''
This segment requires removal of remaining at‑grade intersections and construction of service roads. The US‑69/OK‑175 (Muskogee Turnpike) interchange must be upgraded to a full free‑flow system interchange.
An alternative is to extend the Muskogee bypass further north on new alignment and tie directly into the Wagoner bypass.

*'''Wagoner Bypass (MM 164–171)'''
A new western bypass around Wagoner would provide full access control and eliminate multiple conflict points within the city.

*'''North Wagoner to I‑44 Toll (MM 171–209.5)'''
This segment requires freeway conversion and three bypasses:
Chouteau/Pryor (MM 180–194) — including a new US‑421 interchange west of the existing junction.
Adair (MM 201–204) — a new bypass removing several at‑grade intersections.
Big Cabin (MM 209) — a bypass connecting directly to I‑44 near MM 279.5.
From MM 209.5 northward, the corridor would join the Will Rogers Turnpike.

*'''I‑44 to Kansas State Line'''
I‑45 would run concurrent with I‑44 for roughly 2–17 miles east of the Miami interchange, then depart the turnpike on a new alignment northward. The route would pass east of Miami and near Quapaw before entering Kansas west of Baxter Springs.

===Corridor 45 Alternate Routings===
There are also 4 possible recommended alternate routings are represented by the dotted blue or magenta lines on the map. All routings below are described running from South to North, and each of the alternatives share the same routing from Dallas through Tulsa OK as follows:
*''Ultimate Interstate 45'' would follow its proposed routing along sections of US-75 and US-69 from Dallas, TX to the Indian Nation Turnpike (OK-75) junction near McAlester, OK.
*From there all of the alternatives deviate from the ''ultimate routing'' instead following the Indian Nation TPK (OK-75) and then US-75 North from McAlester, OK to Tulsa, OK (what is proposed as ''Ultimate Interstate 145'').

Starting in Tulsa OK, each of the alternates deviate from one another as described below:

*'''Alternative Routing 1''' follows I-44 from Tulsa OK and rejoins the Proposed ''Ultimate Interstate 45'' routing northward into Kansas from a new junction near Miami, OK.
*'''Alternative Routing 1A''' diverts to a new freeway/tollway route from US-75 near Okmulgee, OK on a new alignment to the Creek Turnpike (OK-364) near Broken Arrow, OK, then following the Creek Turnpike (OK-345) northward until it reaches and rejoins I-44 east of Tulsa. From there it Follows I-44 and rejoins the Proposed ''Ultimate Interstate 45'' routing northward into Kansas from a new junction near Miami, OK
*'''Alternative Routing 2''' routes its way through Tulsa continuing northward as it follows US-169 north of Tulsa to Iola, KS then heads eastward near US-54 and rejoins the proposed ''Ultimate Interstate 45'' as it heads northward along the US-69 freeway near Ft Scott, KS.
*'''Alternative Routing 3''' starts similarly to alternative 2 routing through Tulsa and heading northward along US-169 through Chanute, KS and Iola, KS but stays on US-169 as it routes through Garnett, KS and Paola, KS before terminating at a new interchange I-35 in Olathe, KS. Alternative 3 is the only one that does not rejoin the original ''ultimate'' route.

Alternatives 1 and 1A could also serve as an East West Split of ''Corridor 45''. With the western alternative being signed as I-45W and the eastern routing through Muskogee being signed as I-45E.

==Kansas==
[[File:corridor45EKSx.png|thumb|upright|Eastern Kansas Detail Map]]

===Pittsburg Bypass===
[[File:corridor45PITTx.png|thumb|upright|Pittsburg, KS Bypass]]
The '''Crawford County Corridor''' is a proposed freeway bypass project being proposed by KDOT to improve US-69 from 1 to 3 miles north of Arma to US-400 south of Pittsburg. Initially Four proposed alignments were being studied for improvements to the highway in Crawford County. Of the 4 options the second western option was chosen as the preferred option due to less right of way encroachments at the north and south ends of the project. A connecting road from the south end of the project would have then tied the new bypass to the existing route about 1 mile south of US-400/K-171. The bypass project was moving forward until the cities of Alma, Frontenac, and Pittsburg Kansas passed resolutions removing their support of the western bypass option citing concerns about the impact of the western alignment of the route and asking the state to reconsider the routing. The cities are concerned about possible negative economic impacts of moving the highway further away. These cities prefer a more centralized alternative instead. As a result, the state is going back to the study phase to consider different possible alternatives. The map to the right shows the 4 potential alternatives considered. However, it remains to be seen in the next 2 years what will come out of the study going forward.

*'''Western Routing'''
**Option 1 Begins in the north from 1/2 mile north of 650th Ave curving off to the west to about 2 miles west of existing US-69 bypassing Alma, Frontenac, and Pittsburg before ending at US-400 at the Crawford/Cherokee county line, 1/2 mile west of the Kansas Crossing casino.
**Option 2 Begins in the north from just south of 670th Ave curving off to the west to about 2 miles west of existing US-69 bypassing Alma, Frontenac, and Pittsburg before ending at US-400 at the Crawford/Cherokee county line 1 mile west of the Kansas Crossing casino. This option became the preferred option for the bypass.
**the proposed interchanges for the western options are:
***640th Ave
***K-47 (620th Ave)
***US-160 (590th Ave)
***570th Ave/West Atkinson Ave
***K-126 (W 4th St)
***520th Ave
***US-400/K-171 (End of Freeway)

*'''Central Routing'''
**follows along the existing routing to approximately 1/2 mile west of the existing routing
**the proposed interchanges for the central option are:
***N West St/Business 69
***K-47 (620th Ave)
***US-160 (590th Ave)
***W Atkinson Ave
***K-126 (W 4th St)
***Business 69/Broadway
***US-400/K-171 (End of Freeway)

*'''Eastern Routing'''
**Begins in the north from 1/2 mile north of 650th Ave curving off to the east to about 1-3 miles east of existing US-69 following a meandering route around the east sides of Alma, Frontenac, and Pittsburg before rejoining the existing US-69 alignment 1/4 mile south of the Crawford/Cherokee county line.
**the proposed interchanges for the eastern option are:
***E South St/640th Ave
***K-47 (620th Ave)
***US-160 (590th Ave)
***E Atkinson Ave/570th Ave
***K-126 (E 4th St)
***Business 69/Broadway
***US-400/K-171

====April 2025 Update====
KDOT has been continuing to go back to having open houses to determine the needs for the corridor as well as being able to address some of the concerns brought up by local residents, stakeholders, crawford county and city governments invested in process. Because of this the immediate focus of the corridor study has changed regarding immediate and potential minor improvements to be made through 2030. This corridor had been under study and planning for full freeway upgrade with preliminary plans dating all the way back to 1999, with the initial EIS/EIR study completed in 2012 with a finding of no significant inpact (FONSI) and plans to proceed with the project in late 2023. The resulting outcry and withdrawal of support from several cities has stymied the project leaving the freeway with an uncertain future and KDOT making the following statement:

<blockquote>"KDOT is currently planning upgrades to some of the traffic signals, as well as speed feedback signs. Aside from these, there are no plans for this stretch of U.S. 69 highway. KDOT wants to collect community input and analyze updated traffic and crash data before making any decisions."</blockquote>

This could leave the door open potentially for a freeway in the future, but based on the statement and details available on the project website, it appears that this may be in the distant future. One can only assume if that means 2040 or 2050 or beyond. At any rate we remain steadfast in our support of a full limited access freeway corridor maintained from I-35 to I-44 in eastern Kansas, and this includes construction of this segment as a freeway.

You can read more about the project from the [https://www.ksdot.gov/projects/southeast-kansas-projects/u-s-69-highway-study-in-crawford-county-2024 KDOT US69 Crawford County Study Website]

====June 2025 Update====

KDOT has come back with its final concepts for improvements to be made to the Pittsburg to Arma corridor totaling an expected cost of $43 Million dollars to 'upgrade' the corridor and improve safety between 2026 to 2029. These improvements will provide a little relief to addressing the congestion and safety considerations along the corridor by partially restricting access along certain portions of the route, including RIRO (Right-in/Right-Out) access, the construction of 1 of 3 planned roundabouts, installation of additional traffic signage, signalized interchanges, and rumble strips. 2 additional roundabouts, 2 sweeping right (right turn channelization) ramps, and the addition of left turn and right turn acceeration and deceleration lanes are still being considered in the future and have yet to be funded for construction.

So, we have went from being nearly ready to start major construction of a long-needed freeway bypass that would have enhanced the region and would have been completed substantially by 2030 to now a handful of significantly inadequate minor improvements with a significantly hefty price tag. Ultimately, some of these improvements are needed, such as a roundabout at North Broadway and Atkinson for one. But this will not improve interstate commerce, it will not create the 4-lane freeway corridor originally imagined by KDOT when the northern portions of the expressway were constructed and opened. This effectively leaves US-69 as a dead-end in northern Crawford County because from there interstate traffic must then negotiate a network of narrow and congested 2-lane roads to continue further south. This is dissapointing to say the least.

Hopefully KDOT still has the greater vision of constructing the 4-lane through the region long term and is just addressing local concerns on the short term. By having capitulated so far to the cities of Arma, Frontenac, and Pittsburg they have set the area up to miss out on the benefits of being connected to a major commercial corridor. Something that neighboring Missouri took advantage of when they upgraded the US-71 corridor to what is now I-49. This has undoubtedly had a positive impact on cities along the corridor including Carthage, Lamar, Nevada, Butler, Appleton City, and Harrisonville. Benefits that could also bring similar growth to cities like Baxter Springs, Pittsburg, Arma, Fort Scott, and Pleasanton.

===Fort Scott Bypass===
[[File:corridor45FSx.png|thumb|upright|Fort Scott, KS Bypass]]
The '''Fort Scott Bypass''' is a preliminarily proposed freeway bypass project being considered by KDOT to improve US-69 from 1 mile north of Fort Scott to K-7/US69 Junction approximately 5 miles south of Fort Scott traveling around the east side of the city. The potential alignment shown in the illustration is for illustration purposes only depicting a possible location of the bypass route, as nothing has officially been proposed along the corridor.

Recent improvements to the US69 mainline between Wall Street and 18th were just completed in 2023 along a previously improved expressway section that would be difficult to upgrade to a full freeway for several reasons. First is the tight geometry due to several curves along this section of expressway, secondly, the expressway abruptly ends at the south end curving on to main street leaving no option for extending the expressway further south. Third, converting intersections at 3rd Street, 6th Street, and 12th Street to grade separated crossings or intersections would also be difficult due to elevation issues and lack of room to build bridge approaches without elevating the expressway. It does appear that at one time the extension of this expressway was planned further southward. Evidence of this is visibileif you look at what appears to be an exit ramp built into the East National Ave bridge at the south end and noticeably vacant land located to the immediate southeast where the expressway would have likely curved to the southeast then crossing the railroad tracks and continuing south.

Should a bypass be constructed potential exits would likely be constructed at:
* US-54 West/US-69 Business/K-7 on the north end
* Wall Street/US-54 East
* Jayhawk Rd
* K-7/US69 Business in the south as the bypass reconnects to the existing routing in the south.
* Partial interchange at Grand Road

Construction of the bypass is most definitely needed in order to fulfill the goal of having a full interstate quality freeway from Kansas City to Interstate 44 through southeast Kansas, which if completed could become part of the Interstate 45 corridor if it is ever extended north of Dallas. While there is concerns and some opposition to it due to the potential threat of economic decline, such as has been witnessed in smaller towns like Pleasanton, there are ways to mitigate this and promote the city as a regional center, thus protecting its commerce and keeping it a destination city, rather than a town to just drive around on your way to somewhere else. These same concerns are also part of the reason why there has been much consternation regarding the freeway bypasses proposed around Pittsburg and Frontenac. It remains to be seen if attempts move forward with the bypass will come however it looks like it will be several years if not decades before a Fort Scott bypass could become a reality.

===Fort Scott to Arma===
Upgrades were completed along US69 from the K-7 junction south of Fort Scott to Arma constructing the 2-lane segment into a 4-lane expressway with at grade intersections spaced 1 mile apart. Plans also call for the eventual upgrade of the corridor to full freeway standards with limited access grade separation and property access maintained by the use of frontage roads to connect to interchanges along the corridor

The proposed upgrades to freeway standard include:
* Connect to the planned Pittsburg Bypass (Crawford County Corridor) south of the 680th Ave intersection
* Upgrade 680th Ave to a standard diamond interchange
* Close access at 690th Ave - Convert to cul-de-sac/access via adjoining roads
* Grade separation at 700th Ave
* Upgrade 710th Ave to a standard diamond interchange
* Grade separation at 720th Ave
* Close access at 730th Ave - Convert to cul-de-sac/access via adjoining roads
* Close access at Birch Rd - Convert to cul-de-sac/access via adjoining roads
* Grade separation at Cavalry Rd
* Close access at Deer Rd - Convert to cul-de-sac/access via frontage/adjoining roads
* Upgrade Eagle Rd to a standard diamond interchange
* Close access at Fern Rd - Access via frontage road
* Grand Rd access would remain at grade (likely to be upgraded in the future or due to long range planning for a Fort Scott bypass)

Officially the state opted to move forward with the upgradable expressway for the time being due to the expressway meeting the traffic needs for the foreseeable future. However right of way has been preserved for the ultimate upgrade of the highway to full freeway standards possibly by 2040.

=Purpose and Need=
Ideally offering this connection would provide a better through route to Kansas City, St. Louis, and the northern plains cities that currently must use the existing I-35 corridor. Additionally, many cities along the corridor would benefit from the positive economic impact of having a major north south interstate corridor passing through. This corridor, in conjunction with the other planned interstate corridors, such as I-69, I-49, and I-42 (OK-AR)) would improve interconnectability as well providing alternatives for long distance traffic to have more direct access to some destinations, while bypassing other congested metro areas resulting in energy savings and less pollution.

=Auxiliary Routes=
'''Ultimate Interstate 145''' is an auxiliary interstate route that would connect Tulsa, OK to I-45 near McAlester, OK using the northern section of the Indian Nation Turnpike (OK-75) and continuing north along the US-75 freeway/expressway into Tulsa, OK terminating at I-244.

This 'Ultimate Interstate' could potentially be extended southward to Hugo, OK which would bring the entire Indian Nation Turnpike into the interstate system.

'''Ultimate Interstate 345''' is an auxiliary interstate route that would connect Tulsa, OK to I-40 near Webbers Falls, OK by redesignating the entire Muskogee Turnpike (currently OK-351) as an interstate highway. The Oklahoma Department of Highways has applied and is seeking final approvals to sign this route as Interstate 343. This is problematic however since the route does not connect to Interstate 43 (Which is located in Wisconsin). This seems to be more of a novelty designation similar to the I-238 designation in California that also does not conform to numbering conventions. Considering our 'Ultimate Interstate' proposal to extend I-45 northward through the area, Interstate 345 would be a more logical choice for renumbering this road and as such Indyroads recommends amending the route number to I-345 instead.

Additionally, the I-345 route could be extended further northwestward to end at either I-44 in Central Tulsa or at I-244 downtown.

[[Category:Ultimate Interstates]][[Category:Visions]][[Category:Midwest US]]

Ultimate Interstates:Corridor 45

2026-09-21T15:43:40Z

Indyroads: Added Texas content

[[File:corridor45.png|thumb|upright|Corridor 45 Overview]]

'''Ultimate Interstate 45''' is a conceptual northward extension of I‑45, carrying the route from Dallas, Texas to Overland Park, Kansas by way of the cities of Durant, McAlester, and Muskogee in Oklahoma with potential spur routes linking the corridor to the Tulsa metropolitan area.

=Current I-45 Status and Development=
'''Interstate 45''' currently lies entirely within Texas. Although its mileage is relatively short for a major north–south corridor—especially for an Interstate ending in “5”, it plays a crucial role by linking the Dallas/Fort Worth region with Houston and Galveston. Past discussions about extending I‑45 northward have gained little momentum, but existing improvements along the corridor make such an upgrade increasingly feasible. Much of US‑75 north of Dallas already functions as a grade‑separated expressway already meeting or near interstate standards.
Moving into Oklahoma, several portions of US‑75 and US‑69 still fall short of interstate criteria, yet many upgraded expressway and freeway segments could be converted with additional bypasses and minor upgrades. In Kansas, some stretches would require new‑terrain construction while others could be upgraded from existing 2‑lane or 4‑lane highways. North of Fort Scott, US‑69 already meets interstate standards.

=Indyroads Conceptual Improvements=
The preferred routing shown in the maps would extend I‑45 north along unsigned I‑345, replacing it, then continue on US‑75 toward Oklahoma until meeting US‑69 near Denison, Texas. From there, the corridor would follow US‑69/US‑75 to Atoka, Oklahoma, then continue along US‑69 through McAlester and Muskogee to reach I‑44 (Will Rogers Turnpike) near Big Cabin.
The route would follow I‑44 for roughly 30 to 50 miles to Miami or Quapaw in Oklahoma, then shift toward on a new terrain alignment passing near the towns of Picher, Oklahoma and Baxter Springs, Kansas, tracking near Alternate US‑69 then continuing north along US‑69 toward Pittsburg and Fort Scott. After bypassing both cities, the corridor would continue along the US‑69 freeway to Overland Park, terminating at I‑35 in Lenexa.

==Texas==
Large portions of the US‑75/US‑69 corridor in Texas are already meet or are near interstate standards, and current construction activity positions the route to be fully eligible for interstate designation should a northern extension of I‑45 be considered and ultimately approved. Two major projects, one in the Dallas/Collin County region and one in Grayson County, are actively upgrading the corridor’s geometry, lane configuration, operational characteristics and interstate standards.

*'''Dallas & Collin County – Tech Lanes Conversion'''
A major project converting former HOV lanes into peak‑hour “technology lanes” is nearly complete along US‑75 from I‑635 to SH‑121/Sam Rayburn Tollway. Valued at $58 million, the work is 99% finished and opens the inside lane to all drivers for 22 hours each day, reserving peak‑hour restrictions only for HOVs, motorcycles, and low‑emission vehicles. No tolls are charged. These upgrades improve lane continuity and operational consistency—both important for interstate signing.

*'''Grayson County – Widening and Corridor Modernization'''
TxDOT is advancing a series of widening and modernization projects from the Collin County line northward through Sherman and Denison. Improvements include new U‑turn bridges in Van Alstyne and Howe, conversion of frontage roads to one‑way operation, and updated speed limits. Long‑range plans anticipate full interstate‑standard upgrades through Grayson County by approximately 2031, creating a continuous, grade‑separated corridor from Dallas to the Oklahoma border.

Taken together, these projects demonstrate that Texas is effectively preparing US‑75/US‑69 for full interstate designation. Once Oklahoma and Kansas complete their respective upgrades, the Texas portion of the corridor will be ready to carry the I‑45 shield without further major reconstruction.

==Oklahoma==
[[File:corridor45NEOKx.png|thumb|upright|Quad State Detail Map]]
[[File:corridor45COKx.png|thumb|upright|Central Oklahoma Detail Map]]

===Corridor 45 Alternate Routings===
There are also 4 possible recommended alternate routings are represented by the dotted blue or magenta lines on the map. All routings below are described running from South to North, and each of the alternatives share the same routing from Dallas through Tulsa OK as follows:
*''Ultimate Interstate 45'' would follow its proposed routing along sections of US-75 and US-69 from Dallas, TX to the Indian Nation Turnpike (OK-75) junction near McAlester, OK.
*From there all of the alternatives deviate from the ''ultimate routing'' instead following the Indian Nation TPK (OK-75) and then US-75 North from McAlester, OK to Tulsa, OK (what is proposed as ''Ultimate Interstate 145'').

Starting in Tulsa OK, each of the alternates deviate from one another as described below:

*'''Alternative Routing 1''' follows I-44 from Tulsa OK and rejoins the Proposed ''Ultimate Interstate 45'' routing northward into Kansas from a new junction near Miami, OK.
*'''Alternative Routing 1A''' diverts to a new freeway/tollway route from US-75 near Okmulgee, OK on a new alignment to the Creek Turnpike (OK-364) near Broken Arrow, OK, then following the Creek Turnpike (OK-345) northward until it reaches and rejoins I-44 east of Tulsa. From there it Follows I-44 and rejoins the Proposed ''Ultimate Interstate 45'' routing northward into Kansas from a new junction near Miami, OK
*'''Alternative Routing 2''' routes its way through Tulsa continuing northward as it follows US-169 north of Tulsa to Iola, KS then heads eastward near US-54 and rejoins the proposed ''Ultimate Interstate 45'' as it heads northward along the US-69 freeway near Ft Scott, KS.
*'''Alternative Routing 3''' starts similarly to alternative 2 routing through Tulsa and heading northward along US-169 through Chanute, KS and Iola, KS but stays on US-169 as it routes through Garnett, KS and Paola, KS before terminating at a new interchange I-35 in Olathe, KS. Alternative 3 is the only one that does not rejoin the original ''ultimate'' route.

Alternatives 1 and 1A could also serve as an East West Split of ''Corridor 45''. With the western alternative being signed as I-45W and the eastern routing through Muskogee being signed as I-45E.

==Kansas==
[[File:corridor45EKSx.png|thumb|upright|Eastern Kansas Detail Map]]

===Pittsburg Bypass===
[[File:corridor45PITTx.png|thumb|upright|Pittsburg, KS Bypass]]
The '''Crawford County Corridor''' is a proposed freeway bypass project being proposed by KDOT to improve US-69 from 1 to 3 miles north of Arma to US-400 south of Pittsburg. Initially Four proposed alignments were being studied for improvements to the highway in Crawford County. Of the 4 options the second western option was chosen as the preferred option due to less right of way encroachments at the north and south ends of the project. A connecting road from the south end of the project would have then tied the new bypass to the existing route about 1 mile south of US-400/K-171. The bypass project was moving forward until the cities of Alma, Frontenac, and Pittsburg Kansas passed resolutions removing their support of the western bypass option citing concerns about the impact of the western alignment of the route and asking the state to reconsider the routing. The cities are concerned about possible negative economic impacts of moving the highway further away. These cities prefer a more centralized alternative instead. As a result, the state is going back to the study phase to consider different possible alternatives. The map to the right shows the 4 potential alternatives considered. However, it remains to be seen in the next 2 years what will come out of the study going forward.

*'''Western Routing'''
**Option 1 Begins in the north from 1/2 mile north of 650th Ave curving off to the west to about 2 miles west of existing US-69 bypassing Alma, Frontenac, and Pittsburg before ending at US-400 at the Crawford/Cherokee county line, 1/2 mile west of the Kansas Crossing casino.
**Option 2 Begins in the north from just south of 670th Ave curving off to the west to about 2 miles west of existing US-69 bypassing Alma, Frontenac, and Pittsburg before ending at US-400 at the Crawford/Cherokee county line 1 mile west of the Kansas Crossing casino. This option became the preferred option for the bypass.
**the proposed interchanges for the western options are:
***640th Ave
***K-47 (620th Ave)
***US-160 (590th Ave)
***570th Ave/West Atkinson Ave
***K-126 (W 4th St)
***520th Ave
***US-400/K-171 (End of Freeway)

*'''Central Routing'''
**follows along the existing routing to approximately 1/2 mile west of the existing routing
**the proposed interchanges for the central option are:
***N West St/Business 69
***K-47 (620th Ave)
***US-160 (590th Ave)
***W Atkinson Ave
***K-126 (W 4th St)
***Business 69/Broadway
***US-400/K-171 (End of Freeway)

*'''Eastern Routing'''
**Begins in the north from 1/2 mile north of 650th Ave curving off to the east to about 1-3 miles east of existing US-69 following a meandering route around the east sides of Alma, Frontenac, and Pittsburg before rejoining the existing US-69 alignment 1/4 mile south of the Crawford/Cherokee county line.
**the proposed interchanges for the eastern option are:
***E South St/640th Ave
***K-47 (620th Ave)
***US-160 (590th Ave)
***E Atkinson Ave/570th Ave
***K-126 (E 4th St)
***Business 69/Broadway
***US-400/K-171

====April 2025 Update====
KDOT has been continuing to go back to having open houses to determine the needs for the corridor as well as being able to address some of the concerns brought up by local residents, stakeholders, crawford county and city governments invested in process. Because of this the immediate focus of the corridor study has changed regarding immediate and potential minor improvements to be made through 2030. This corridor had been under study and planning for full freeway upgrade with preliminary plans dating all the way back to 1999, with the initial EIS/EIR study completed in 2012 with a finding of no significant inpact (FONSI) and plans to proceed with the project in late 2023. The resulting outcry and withdrawal of support from several cities has stymied the project leaving the freeway with an uncertain future and KDOT making the following statement:

<blockquote>"KDOT is currently planning upgrades to some of the traffic signals, as well as speed feedback signs. Aside from these, there are no plans for this stretch of U.S. 69 highway. KDOT wants to collect community input and analyze updated traffic and crash data before making any decisions."</blockquote>

This could leave the door open potentially for a freeway in the future, but based on the statement and details available on the project website, it appears that this may be in the distant future. One can only assume if that means 2040 or 2050 or beyond. At any rate we remain steadfast in our support of a full limited access freeway corridor maintained from I-35 to I-44 in eastern Kansas, and this includes construction of this segment as a freeway.

You can read more about the project from the [https://www.ksdot.gov/projects/southeast-kansas-projects/u-s-69-highway-study-in-crawford-county-2024 KDOT US69 Crawford County Study Website]

====June 2025 Update====

KDOT has come back with its final concepts for improvements to be made to the Pittsburg to Arma corridor totaling an expected cost of $43 Million dollars to 'upgrade' the corridor and improve safety between 2026 to 2029. These improvements will provide a little relief to addressing the congestion and safety considerations along the corridor by partially restricting access along certain portions of the route, including RIRO (Right-in/Right-Out) access, the construction of 1 of 3 planned roundabouts, installation of additional traffic signage, signalized interchanges, and rumble strips. 2 additional roundabouts, 2 sweeping right (right turn channelization) ramps, and the addition of left turn and right turn acceeration and deceleration lanes are still being considered in the future and have yet to be funded for construction.

So, we have went from being nearly ready to start major construction of a long-needed freeway bypass that would have enhanced the region and would have been completed substantially by 2030 to now a handful of significantly inadequate minor improvements with a significantly hefty price tag. Ultimately, some of these improvements are needed, such as a roundabout at North Broadway and Atkinson for one. But this will not improve interstate commerce, it will not create the 4-lane freeway corridor originally imagined by KDOT when the northern portions of the expressway were constructed and opened. This effectively leaves US-69 as a dead-end in northern Crawford County because from there interstate traffic must then negotiate a network of narrow and congested 2-lane roads to continue further south. This is dissapointing to say the least.

Hopefully KDOT still has the greater vision of constructing the 4-lane through the region long term and is just addressing local concerns on the short term. By having capitulated so far to the cities of Arma, Frontenac, and Pittsburg they have set the area up to miss out on the benefits of being connected to a major commercial corridor. Something that neighboring Missouri took advantage of when they upgraded the US-71 corridor to what is now I-49. This has undoubtedly had a positive impact on cities along the corridor including Carthage, Lamar, Nevada, Butler, Appleton City, and Harrisonville. Benefits that could also bring similar growth to cities like Baxter Springs, Pittsburg, Arma, Fort Scott, and Pleasanton.

===Fort Scott Bypass===
[[File:corridor45FSx.png|thumb|upright|Fort Scott, KS Bypass]]
The '''Fort Scott Bypass''' is a preliminarily proposed freeway bypass project being considered by KDOT to improve US-69 from 1 mile north of Fort Scott to K-7/US69 Junction approximately 5 miles south of Fort Scott traveling around the east side of the city. The potential alignment shown in the illustration is for illustration purposes only depicting a possible location of the bypass route, as nothing has officially been proposed along the corridor.

Recent improvements to the US69 mainline between Wall Street and 18th were just completed in 2023 along a previously improved expressway section that would be difficult to upgrade to a full freeway for several reasons. First is the tight geometry due to several curves along this section of expressway, secondly, the expressway abruptly ends at the south end curving on to main street leaving no option for extending the expressway further south. Third, converting intersections at 3rd Street, 6th Street, and 12th Street to grade separated crossings or intersections would also be difficult due to elevation issues and lack of room to build bridge approaches without elevating the expressway. It does appear that at one time the extension of this expressway was planned further southward. Evidence of this is visibileif you look at what appears to be an exit ramp built into the East National Ave bridge at the south end and noticeably vacant land located to the immediate southeast where the expressway would have likely curved to the southeast then crossing the railroad tracks and continuing south.

Should a bypass be constructed potential exits would likely be constructed at:
* US-54 West/US-69 Business/K-7 on the north end
* Wall Street/US-54 East
* Jayhawk Rd
* K-7/US69 Business in the south as the bypass reconnects to the existing routing in the south.
* Partial interchange at Grand Road

Construction of the bypass is most definitely needed in order to fulfill the goal of having a full interstate quality freeway from Kansas City to Interstate 44 through southeast Kansas, which if completed could become part of the Interstate 45 corridor if it is ever extended north of Dallas. While there is concerns and some opposition to it due to the potential threat of economic decline, such as has been witnessed in smaller towns like Pleasanton, there are ways to mitigate this and promote the city as a regional center, thus protecting its commerce and keeping it a destination city, rather than a town to just drive around on your way to somewhere else. These same concerns are also part of the reason why there has been much consternation regarding the freeway bypasses proposed around Pittsburg and Frontenac. It remains to be seen if attempts move forward with the bypass will come however it looks like it will be several years if not decades before a Fort Scott bypass could become a reality.

===Fort Scott to Arma===
Upgrades were completed along US69 from the K-7 junction south of Fort Scott to Arma constructing the 2-lane segment into a 4-lane expressway with at grade intersections spaced 1 mile apart. Plans also call for the eventual upgrade of the corridor to full freeway standards with limited access grade separation and property access maintained by the use of frontage roads to connect to interchanges along the corridor

The proposed upgrades to freeway standard include:
* Connect to the planned Pittsburg Bypass (Crawford County Corridor) south of the 680th Ave intersection
* Upgrade 680th Ave to a standard diamond interchange
* Close access at 690th Ave - Convert to cul-de-sac/access via adjoining roads
* Grade separation at 700th Ave
* Upgrade 710th Ave to a standard diamond interchange
* Grade separation at 720th Ave
* Close access at 730th Ave - Convert to cul-de-sac/access via adjoining roads
* Close access at Birch Rd - Convert to cul-de-sac/access via adjoining roads
* Grade separation at Cavalry Rd
* Close access at Deer Rd - Convert to cul-de-sac/access via frontage/adjoining roads
* Upgrade Eagle Rd to a standard diamond interchange
* Close access at Fern Rd - Access via frontage road
* Grand Rd access would remain at grade (likely to be upgraded in the future or due to long range planning for a Fort Scott bypass)

Officially the state opted to move forward with the upgradable expressway for the time being due to the expressway meeting the traffic needs for the foreseeable future. However right of way has been preserved for the ultimate upgrade of the highway to full freeway standards possibly by 2040.

=Purpose and Need=
Ideally offering this connection would provide a better through route to Kansas City, St. Louis, and the northern plains cities that currently must use the existing I-35 corridor. Additionally, many cities along the corridor would benefit from the positive economic impact of having a major north south interstate corridor passing through. This corridor, in conjunction with the other planned interstate corridors, such as I-69, I-49, and I-42 (OK-AR)) would improve interconnectability as well providing alternatives for long distance traffic to have more direct access to some destinations, while bypassing other congested metro areas resulting in energy savings and less pollution.

=Auxiliary Routes=
'''Ultimate Interstate 145''' is an auxiliary interstate route that would connect Tulsa, OK to I-45 near McAlester, OK using the northern section of the Indian Nation Turnpike (OK-75) and continuing north along the US-75 freeway/expressway into Tulsa, OK terminating at I-244.

This 'Ultimate Interstate' could potentially be extended southward to Hugo, OK which would bring the entire Indian Nation Turnpike into the interstate system.

'''Ultimate Interstate 345''' is an auxiliary interstate route that would connect Tulsa, OK to I-40 near Webbers Falls, OK by redesignating the entire Muskogee Turnpike (currently OK-351) as an interstate highway. The Oklahoma Department of Highways has applied and is seeking final approvals to sign this route as Interstate 343. This is problematic however since the route does not connect to Interstate 43 (Which is located in Wisconsin). This seems to be more of a novelty designation similar to the I-238 designation in California that also does not conform to numbering conventions. Considering our 'Ultimate Interstate' proposal to extend I-45 northward through the area, Interstate 345 would be a more logical choice for renumbering this road and as such Indyroads recommends amending the route number to I-345 instead.

Additionally, the I-345 route could be extended further northwestward to end at either I-44 in Central Tulsa or at I-244 downtown.

[[Category:Ultimate Interstates]][[Category:Visions]][[Category:Midwest US]]

Ultimate Interstates:Corridor 45

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Indyroads:

Ultimate Interstates:Corridor 45

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Indyroads: Restructured page

[[File:corridor45.png|thumb|upright|Corridor 45 Overview]]

'''Ultimate Interstate 45''' is a proposed interstate corridor that extends I-45 north from Dallas, Texas to Overland Park, Kansas via the Tulsa Metro area.

=Current I-45 Status and Development=
'''Interstate 45''' is a major Interstate Highway that is currently located entirely within the U.S. state of Texas. Considering I-45's rather short length as a transcontinental interstate corridor (due to its x5 numbering) it is of vital importance since it connects the major metropolitan areas Dallas/Fort Worth and Houston/Galveston. Discussion in the past of extending I-45 northward has not taken alot of traction however existing corridor development to the north would make upgrading the corridor northward more favorable, Much of US-75 north of Dallas is already grade separated expressway and at or near interstate standards. Moving up into Oklahoma however, there are some sections of US-75 and US-69 that are not yet at interstate standards but there are many upgraded expressway and freeway sections that would allow for possible up conversion to interstate standards with some bypasses needed around some cities. Further north in Kansas some sections would need to be constructed on new terrain while others would improve existing 2 and 4 lane highways. North of Fort Scott however, the US-69 highway is already at interstate standards.

==Indyroads Recommended Routing==
The recommended routing as shown in the maps would extend I-45 northward along unsigned I-345 (replacing it) and would continue north along US-75 toward the Oklahoma Border where it picks up US-69 (in Denison, TX). The route would then continue to follow US-69/75 northward to Atoka, OK. From there the highway would continue along the US-69 routing through McAlester and Muskogee, OK ultimately reaching I-44 (Will Rogers Turnpike) near Big Cabin, OK. The route would follow along I-44 for approximately 30 miles to Miami, OK. From there the route would follow along or near OK-69A towards Picher, OK and Baxter Springs, KS, following near US-69 ALT and then north along or near US-69 toward Pittsburg and Ft Scott, KS bypassing both cities. From there it would continue up the US-69 freeway north to Overland Park, KS terminating at I-35 in Lenexa, KS.

=Proposed Improvements=

==Texas==
==Oklahoma==
[[File:corridor45NEOKx.png|thumb|upright|Quad State Detail Map]]
[[File:corridor45COKx.png|thumb|upright|Central Oklahoma Detail Map]]

===Corridor 45 Alternate Routings===
There are also 4 possible recommended alternate routings are represented by the dotted blue or magenta lines on the map. All routings below are described running from South to North, and each of the alternatives share the same routing from Dallas through Tulsa OK as follows:
*''Ultimate Interstate 45'' would follow its proposed routing along sections of US-75 and US-69 from Dallas, TX to the Indian Nation Turnpike (OK-75) junction near McAlester, OK.
*From there all of the alternatives deviate from the ''ultimate routing'' instead following the Indian Nation TPK (OK-75) and then US-75 North from McAlester, OK to Tulsa, OK (what is proposed as ''Ultimate Interstate 145'').

Starting in Tulsa OK, each of the alternates deviate from one another as described below:

*'''Alternative Routing 1''' follows I-44 from Tulsa OK and rejoins the Proposed ''Ultimate Interstate 45'' routing northward into Kansas from a new junction near Miami, OK.
*'''Alternative Routing 1A''' diverts to a new freeway/tollway route from US-75 near Okmulgee, OK on a new alignment to the Creek Turnpike (OK-364) near Broken Arrow, OK, then following the Creek Turnpike (OK-345) northward until it reaches and rejoins I-44 east of Tulsa. From there it Follows I-44 and rejoins the Proposed ''Ultimate Interstate 45'' routing northward into Kansas from a new junction near Miami, OK
*'''Alternative Routing 2''' routes its way through Tulsa continuing northward as it follows US-169 north of Tulsa to Iola, KS then heads eastward near US-54 and rejoins the proposed ''Ultimate Interstate 45'' as it heads northward along the US-69 freeway near Ft Scott, KS.
*'''Alternative Routing 3''' starts similarly to alternative 2 routing through Tulsa and heading northward along US-169 through Chanute, KS and Iola, KS but stays on US-169 as it routes through Garnett, KS and Paola, KS before terminating at a new interchange I-35 in Olathe, KS. Alternative 3 is the only one that does not rejoin the original ''ultimate'' route.

Alternatives 1 and 1A could also serve as an East West Split of ''Corridor 45''. With the western alternative being signed as I-45W and the eastern routing through Muskogee being signed as I-45E.

==Kansas==
[[File:corridor45EKSx.png|thumb|upright|Eastern Kansas Detail Map]]

===Pittsburg Bypass===
[[File:corridor45PITTx.png|thumb|upright|Pittsburg, KS Bypass]]
The '''Crawford County Corridor''' is a proposed freeway bypass project being proposed by KDOT to improve US-69 from 1 to 3 miles north of Arma to US-400 south of Pittsburg. Initially Four proposed alignments were being studied for improvements to the highway in Crawford County. Of the 4 options the second western option was chosen as the preferred option due to less right of way encroachments at the north and south ends of the project. A connecting road from the south end of the project would have then tied the new bypass to the existing route about 1 mile south of US-400/K-171. The bypass project was moving forward until the cities of Alma, Frontenac, and Pittsburg Kansas passed resolutions removing their support of the western bypass option citing concerns about the impact of the western alignment of the route and asking the state to reconsider the routing. The cities are concerned about possible negative economic impacts of moving the highway further away. These cities prefer a more centralized alternative instead. As a result, the state is going back to the study phase to consider different possible alternatives. The map to the right shows the 4 potential alternatives considered. However, it remains to be seen in the next 2 years what will come out of the study going forward.

*'''Western Routing'''
**Option 1 Begins in the north from 1/2 mile north of 650th Ave curving off to the west to about 2 miles west of existing US-69 bypassing Alma, Frontenac, and Pittsburg before ending at US-400 at the Crawford/Cherokee county line, 1/2 mile west of the Kansas Crossing casino.
**Option 2 Begins in the north from just south of 670th Ave curving off to the west to about 2 miles west of existing US-69 bypassing Alma, Frontenac, and Pittsburg before ending at US-400 at the Crawford/Cherokee county line 1 mile west of the Kansas Crossing casino. This option became the preferred option for the bypass.
**the proposed interchanges for the western options are:
***640th Ave
***K-47 (620th Ave)
***US-160 (590th Ave)
***570th Ave/West Atkinson Ave
***K-126 (W 4th St)
***520th Ave
***US-400/K-171 (End of Freeway)

*'''Central Routing'''
**follows along the existing routing to approximately 1/2 mile west of the existing routing
**the proposed interchanges for the central option are:
***N West St/Business 69
***K-47 (620th Ave)
***US-160 (590th Ave)
***W Atkinson Ave
***K-126 (W 4th St)
***Business 69/Broadway
***US-400/K-171 (End of Freeway)

*'''Eastern Routing'''
**Begins in the north from 1/2 mile north of 650th Ave curving off to the east to about 1-3 miles east of existing US-69 following a meandering route around the east sides of Alma, Frontenac, and Pittsburg before rejoining the existing US-69 alignment 1/4 mile south of the Crawford/Cherokee county line.
**the proposed interchanges for the eastern option are:
***E South St/640th Ave
***K-47 (620th Ave)
***US-160 (590th Ave)
***E Atkinson Ave/570th Ave
***K-126 (E 4th St)
***Business 69/Broadway
***US-400/K-171

====April 2025 Update====
KDOT has been continuing to go back to having open houses to determine the needs for the corridor as well as being able to address some of the concerns brought up by local residents, stakeholders, crawford county and city governments invested in process. Because of this the immediate focus of the corridor study has changed regarding immediate and potential minor improvements to be made through 2030. This corridor had been under study and planning for full freeway upgrade with preliminary plans dating all the way back to 1999, with the initial EIS/EIR study completed in 2012 with a finding of no significant inpact (FONSI) and plans to proceed with the project in late 2023. The resulting outcry and withdrawal of support from several cities has stymied the project leaving the freeway with an uncertain future and KDOT making the following statement:

<blockquote>"KDOT is currently planning upgrades to some of the traffic signals, as well as speed feedback signs. Aside from these, there are no plans for this stretch of U.S. 69 highway. KDOT wants to collect community input and analyze updated traffic and crash data before making any decisions."</blockquote>

This could leave the door open potentially for a freeway in the future, but based on the statement and details available on the project website, it appears that this may be in the distant future. One can only assume if that means 2040 or 2050 or beyond. At any rate we remain steadfast in our support of a full limited access freeway corridor maintained from I-35 to I-44 in eastern Kansas, and this includes construction of this segment as a freeway.

You can read more about the project from the [https://www.ksdot.gov/projects/southeast-kansas-projects/u-s-69-highway-study-in-crawford-county-2024 KDOT US69 Crawford County Study Website]

====June 2025 Update====

KDOT has come back with its final concepts for improvements to be made to the Pittsburg to Arma corridor totaling an expected cost of $43 Million dollars to 'upgrade' the corridor and improve safety between 2026 to 2029. These improvements will provide a little relief to addressing the congestion and safety considerations along the corridor by partially restricting access along certain portions of the route, including RIRO (Right-in/Right-Out) access, the construction of 1 of 3 planned roundabouts, installation of additional traffic signage, signalized interchanges, and rumble strips. 2 additional roundabouts, 2 sweeping right (right turn channelization) ramps, and the addition of left turn and right turn acceeration and deceleration lanes are still being considered in the future and have yet to be funded for construction.

So, we have went from being nearly ready to start major construction of a long-needed freeway bypass that would have enhanced the region and would have been completed substantially by 2030 to now a handful of significantly inadequate minor improvements with a significantly hefty price tag. Ultimately, some of these improvements are needed, such as a roundabout at North Broadway and Atkinson for one. But this will not improve interstate commerce, it will not create the 4-lane freeway corridor originally imagined by KDOT when the northern portions of the expressway were constructed and opened. This effectively leaves US-69 as a dead-end in northern Crawford County because from there interstate traffic must then negotiate a network of narrow and congested 2-lane roads to continue further south. This is dissapointing to say the least.

Hopefully KDOT still has the greater vision of constructing the 4-lane through the region long term and is just addressing local concerns on the short term. By having capitulated so far to the cities of Arma, Frontenac, and Pittsburg they have set the area up to miss out on the benefits of being connected to a major commercial corridor. Something that neighboring Missouri took advantage of when they upgraded the US-71 corridor to what is now I-49. This has undoubtedly had a positive impact on cities along the corridor including Carthage, Lamar, Nevada, Butler, Appleton City, and Harrisonville. Benefits that could also bring similar growth to cities like Baxter Springs, Pittsburg, Arma, Fort Scott, and Pleasanton.

===Fort Scott Bypass===
[[File:corridor45FSx.png|thumb|upright|Fort Scott, KS Bypass]]
The '''Fort Scott Bypass''' is a preliminarily proposed freeway bypass project being considered by KDOT to improve US-69 from 1 mile north of Fort Scott to K-7/US69 Junction approximately 5 miles south of Fort Scott traveling around the east side of the city. The potential alignment shown in the illustration is for illustration purposes only depicting a possible location of the bypass route, as nothing has officially been proposed along the corridor.

Recent improvements to the US69 mainline between Wall Street and 18th were just completed in 2023 along a previously improved expressway section that would be difficult to upgrade to a full freeway for several reasons. First is the tight geometry due to several curves along this section of expressway, secondly, the expressway abruptly ends at the south end curving on to main street leaving no option for extending the expressway further south. Third, converting intersections at 3rd Street, 6th Street, and 12th Street to grade separated crossings or intersections would also be difficult due to elevation issues and lack of room to build bridge approaches without elevating the expressway. It does appear that at one time the extension of this expressway was planned further southward. Evidence of this is visibileif you look at what appears to be an exit ramp built into the East National Ave bridge at the south end and noticeably vacant land located to the immediate southeast where the expressway would have likely curved to the southeast then crossing the railroad tracks and continuing south.

Should a bypass be constructed potential exits would likely be constructed at:
* US-54 West/US-69 Business/K-7 on the north end
* Wall Street/US-54 East
* Jayhawk Rd
* K-7/US69 Business in the south as the bypass reconnects to the existing routing in the south.
* Partial interchange at Grand Road

Construction of the bypass is most definitely needed in order to fulfill the goal of having a full interstate quality freeway from Kansas City to Interstate 44 through southeast Kansas, which if completed could become part of the Interstate 45 corridor if it is ever extended north of Dallas. While there is concerns and some opposition to it due to the potential threat of economic decline, such as has been witnessed in smaller towns like Pleasanton, there are ways to mitigate this and promote the city as a regional center, thus protecting its commerce and keeping it a destination city, rather than a town to just drive around on your way to somewhere else. These same concerns are also part of the reason why there has been much consternation regarding the freeway bypasses proposed around Pittsburg and Frontenac. It remains to be seen if attempts move forward with the bypass will come however it looks like it will be several years if not decades before a Fort Scott bypass could become a reality.

===Fort Scott to Arma===
Upgrades were completed along US69 from the K-7 junction south of Fort Scott to Arma constructing the 2-lane segment into a 4-lane expressway with at grade intersections spaced 1 mile apart. Plans also call for the eventual upgrade of the corridor to full freeway standards with limited access grade separation and property access maintained by the use of frontage roads to connect to interchanges along the corridor

The proposed upgrades to freeway standard include:
* Connect to the planned Pittsburg Bypass (Crawford County Corridor) south of the 680th Ave intersection
* Upgrade 680th Ave to a standard diamond interchange
* Close access at 690th Ave - Convert to cul-de-sac/access via adjoining roads
* Grade separation at 700th Ave
* Upgrade 710th Ave to a standard diamond interchange
* Grade separation at 720th Ave
* Close access at 730th Ave - Convert to cul-de-sac/access via adjoining roads
* Close access at Birch Rd - Convert to cul-de-sac/access via adjoining roads
* Grade separation at Cavalry Rd
* Close access at Deer Rd - Convert to cul-de-sac/access via frontage/adjoining roads
* Upgrade Eagle Rd to a standard diamond interchange
* Close access at Fern Rd - Access via frontage road
* Grand Rd access would remain at grade (likely to be upgraded in the future or due to long range planning for a Fort Scott bypass)

Officially the state opted to move forward with the upgradable expressway for the time being due to the expressway meeting the traffic needs for the foreseeable future. However right of way has been preserved for the ultimate upgrade of the highway to full freeway standards possibly by 2040.

=Purpose and Need=
Ideally offering this connection would provide a better through route to Kansas City, St. Louis, and the northern plains cities that currently must use the existing I-35 corridor. Additionally, many cities along the corridor would benefit from the positive economic impact of having a major north south interstate corridor passing through. This corridor, in conjunction with the other planned interstate corridors, such as I-69, I-49, and I-42 (OK-AR)) would improve interconnectability as well providing alternatives for long distance traffic to have more direct access to some destinations, while bypassing other congested metro areas resulting in energy savings and less pollution.

=Auxiliary Routes=
'''Ultimate Interstate 145''' is an auxiliary interstate route that would connect Tulsa, OK to I-45 near McAlester, OK using the northern section of the Indian Nation Turnpike (OK-75) and continuing north along the US-75 freeway/expressway into Tulsa, OK terminating at I-244.

This 'Ultimate Interstate' could potentially be extended southward to Hugo, OK which would bring the entire Indian Nation Turnpike into the interstate system.

'''Ultimate Interstate 345''' is an auxiliary interstate route that would connect Tulsa, OK to I-40 near Webbers Falls, OK by redesignating the entire Muskogee Turnpike (currently OK-351) as an interstate highway. The Oklahoma Department of Highways has applied and is seeking final approvals to sign this route as Interstate 343. This is problematic however since the route does not connect to Interstate 43 (Which is located in Wisconsin). This seems to be more of a novelty designation similar to the I-238 designation in California that also does not conform to numbering conventions. Considering our 'Ultimate Interstate' proposal to extend I-45 northward through the area, Interstate 345 would be a more logical choice for renumbering this road and as such Indyroads recommends amending the route number to I-345 instead.

Additionally, the I-345 route could be extended further northwestward to end at either I-44 in Central Tulsa or at I-244 downtown.

[[Category:Ultimate Interstates]][[Category:Visions]][[Category:Midwest US]]

File:3-fla-corr.png

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Indyroads:

File:Flga-pky.png

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Indyroads:

File:Suncoast-pky.png

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Indyroads:

File:Suncoast71.png

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Indyroads:

File:Example 71d.jpg

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Indyroads: Map showing potential Turnpike extension alternatives.

== Summary ==
Map showing potential Turnpike extension alternatives.

Ultimate Interstates:Suncoast Corridor 71

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Indyroads:

[[File:suncoast71.png|thumb|upright|Suncoast Corridor Overview]]
[[File:suncoast-pky.png|thumb|upright|Suncoast Parkway Section Map]]
[[File:flga-pky.png|thumb|upright|Florida-Georgia Parkway Map]]
[[File:3-fla-corr.png|thumb|upright|Third Florida Corridor Extension Map]]

'''Ultimate Interstate 71''', or the '''Third Florida Super-corridor''', is a conceptual hypothetical interstate corridor that originates from Tampa Florida in the south and ends at one of two potential endpoints in the north in either Georgia or Alabama. Portions of this route are also known as the '''Veterans' Parkway''' and '''Suncoast Parkway''' in Florida, and the '''Georgia-Florida Parkway''' and '''Corridor Z''' in Georgia. The potential northern terminus of the corridor is either along I-65 north of Huntsville, Alabama or I-75 near the city of Adairsville, Georgia north of Atlanta metro area.

The route would stitch together several routes that are in various stages of development to create the greater corridor. Starting in the south with the existing Suncoast corridor the route would continue up the gulf coast to intersect with Interstate 10 east of Tallahassee, Florida, from there continuing north and traveling near the existing Florida-Georgia Parkway (Georgia State Route 300) to Albany. From there it would continue northwestward along the South Georgia parkway (State Route 520/Corridor Z) to Columbus, Georgia where it would travel northward along existing I-185 to near LaGrange and initially terminating at I-85. From there the parkway could be extended northward along one of two potential routes. The western alternative would route the corridor to the northwest serving the cities of Gadsden and Huntsville in Alabama and connecting I-59 and I-65. The eastern alternative would continue northward and serve as a bypass or partial western outer beltway for the Atlanta Metro connecting to I-20 and I-75 and routing near the cities of Carrollton and Rome in Georgia. This entire route except for the sections that are already toll free (such as I-185) would be constructed as a tolled facility and added to the interstate system.

==Current I-71 Status and Development==
The official status or proposition of such a corridor has not been studied, but there is evidence that such a corridor could be useful based on other studies and projects that have been done and are underway in the state of Florida and Georgia that lead us to believe that there is a potential benefit to construction of the overall corridor. The corridor is also in various states of construction with the southernmost segment already open to traffic as the Suncoast Parkway (Florida State Road 589).

<gallery>
File:example 71a.png|Potential Suncoast Buildout Map 1
File:example 71b.png|Potential Suncoast Buildout Map 2
File:example 71c.jpg|North Turnpike Connector (Florida)
File:example 71d.jpg|North Turnpike Connector Alternatives (Florida)
File:example 71e.png|Coastal Connection Corridors
File:example 71f.jpg|North-South Corridor Connections
</gallery>

===Suncoast Parkway===
The Suncoast Parkway extends northward from Tampa as Florida State Road 589 and consists of the Veterans Parkway in the south, and the Suncoast Parkway in the north. Currently construction is underway in a multi-year project to extend the Suncoast Corridor northward to US-98/19 near Crystal River, with politicians supporting plans to potentially extend the parkway further north, extending it to the Georgia State line.

===Georgia-Florida Parkway===
The '''Georgia-Florida Parkway''', also known as State Route 300, was designated in 1982 as a collection of connected state routes "in recognition of the continuing growth in transportation needs between these two
states." The legislature saw the importance of the connection of I-75 via a dedicated corridor through Albany to the Florida state line and the Panhandle. With this, several segments of this highway have already been widened to 4 lanes with a divided median which if desired could be grade separated and become part of the I-71 Super-corridor. However, upgrading the corridor may not be feasible if there is not enough right of way to allow for the highway to be converted to a freeway. In that case construction of a new tolled facility might be a more feasible option. Tolling would help accelerate funding and construction, since financing would be able to be secured more easily with a lower direct cost to taxpayers, instead favoring user fees and retaining the existing highways as free alternatives for those not wishing to use a tolled facility. All of this aimed of course at reducing congestion along I-75.

===South Georgia Parkway===
The '''South Georgia Parkway''' is a high-priority corridor designated as '''Corridor Z''' that traverses across the southern portion of the state from Columbus to Jekyll Island located south of Brunswick. On a route that traverses through the cities of Albany, Tifton, and Waycross. This route was designated in 1988 as ''State Route 520'' which connected these routes together as part of that designation as a high priority corridor. Such a designation prioritizes the development of the corridor as a major transportation corridor for goods and services. Furthermore, the highway was breifly designated as future Interstate 50 in honor of the 50th birthday of the Eisenhower Interstate system further highlighting the importance of the route. Should the route eventually be upgraded to interstate standards I-71 would then use the portion of this corridor from Albany to Columbus as part of its routing completing the route as it connects to I-185 and travels northward to I-85 near LaGrange.

==Auxiliary Routes==
===Ultimate Interstate 271===
Possible auxiliary routes include a spur route connecting Albany to Cordele routed along or in the vicinity of Georgia State Route 300.

===Florida's Turnpike Extension===
A potential connection from the Suncoast Parkway to Florida's Turnpike is also being studied but would likely be an extension of Florida State Road 71 (Unsigned) and would not likely become part of the interstate system.

==Purpose and Need==
The Florida legislature and governor as well as transportation officials are advocating for an expanded gulf coast corridor in order to ease the increasing congestion on I-75 to the east. I-75 carries the bulk of the traffic heading into the peninsula travelling to major cities such as Orlando, Tampa, and Miami. In addition, several large cities lie along the I-75 corridor such as Gainesville and Ocala which generate a good deal of traffic along the interstate. Additionally, the population along the south gulf coast is increasing as cities such as Venice, Englewood, Port Charlotte, and Naples continue to grow into a large metropolitan area placing further stress on the corridor.

Constructing this corridor will allow travelers to access Florida closer to the gulf coast and enter the Tampa metro area further to the west and shift some of the traffic burden to I-275 as it passes through the greater Tampa metro area utilizing the Sunshine Skyway bridge instead. In addition, the corridor will serve cities north of Tampa that are not as well connected to the north. Another benefit is that it would provide a more direct connection to Tallahassee from the rest of the State as the new Suncoast Parkway would intersect I-10 just a few miles east of the city.

Georgia would also benefit from the western alignment by connecting the cities of Thomasville, Albany, and Columbus to the national system which could help these areas of rural southwest Georgia by spuring economic development.

==Northward Extension Routings==
From the northern terminus of I-71 in Lagrange the routing could be extended further north connecting to either I-75 north of Atlanta or I-65 north of Huntsville.

===Western Routing (Huntsville Alternative)===
The route would be constructed passing near LaGrange and heading northwest to Gadsden, Alabama in the vicinity of US-431 crossing I-20 in the vicinity of Oxford, Alabama. After intersecting with I-59 it continues northwestward roughly following along US-431 to Huntsville, Alabama and eventually continuing on to I-65 to the northwest of the city.

The advantages of this route are to move more traffic completely off the I-75 corridor and provide a new corridor from Nashville and points north to the Gulf coast of Florida. This would also boost economic development along the corridor in the cities it passes through enhancing growth as traffic shifts to use the new route.

===Eastern Routing (Atlanta Bypass)===
After joining I-85 in LaGrange the route would travel northeastward to a newly constructed outer bypass of the Atlanta Metro area which would pass near the cities of Carrollton and Rome Georgia. The route would be largely built in more rural areas and would best be constructed as a tolled facility with strong growth moratoriums in place to curb urban sprawl that would eventually choke the corridor if left unchecked.

The advantages to this route would also serve to connect these smaller cities along the corridor helping spur responsible economic development there as well. This route will serve to as a third corridor into Florida easing the burden that I-75 and I-95 carry southward into the state connecting cities as far away as Philadelphia, Pittsburg, Cleveland, Columbus and Knoxville, as well as cities to the west like Chicago, St Louis, Nashville and Chattanooga.

[[Category:Ultimate Interstates]][[Category:Visions]][[Category:Southeastern US]]

File:Example 71f.jpg

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Indyroads:

File:Example 71e.png

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Indyroads: Maps4News map showing potential alignments for a connector to connect the north end of the Suncoast Corridor with I-75 near Ocala. (Fair Use)

== Summary ==
Maps4News map showing potential alignments for a connector to connect the north end of the Suncoast Corridor with I-75 near Ocala. (Fair Use)

File:Example 71c.jpg

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Indyroads:

File:Example 71b.png

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Indyroads: Maps4News map showing toll roads expansion including the Suncoast connector expansion to the Georgia state line, the northern turnpike extension to the Suncoast, and the Polk Collier Corridor. (Fair Use)

== Summary ==
Maps4News map showing toll roads expansion including the Suncoast connector expansion to the Georgia state line, the northern turnpike extension to the Suncoast, and the Polk Collier Corridor. (Fair Use)

File:Example 71a.png

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Indyroads: Suncoast Extension Map showing current extension at the north end terminating at Crystal River area.

== Summary ==
Suncoast Extension Map showing current extension at the north end terminating at Crystal River area.