Ultimate Interstates:Corridor 45 - Revision history

Indyroads: /* Oklahoma */

2026-09-30T00:49:36Z

Oklahoma

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

Indyroads: /* Kansas */

2026-09-27T22:00:25Z

Kansas

← Older revision		Revision as of 22:00, 27 September 2026
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	==Kansas==		==Kansas==
	[[File:corridor45EKSx.png\|thumb\|upright\|Eastern Kansas Detail Map]]		[[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===		===Pittsburg Bypass===

Indyroads: /* Corridor 45 Alternate Routings */

2026-09-23T14:48:44Z

Corridor 45 Alternate Routings

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	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:		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 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 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 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.		*'''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.		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.

Indyroads: /* Corridor 45 Alternate Routings */

2026-09-23T14:48:20Z

Corridor 45 Alternate Routings

← Older revision		Revision as of 14:48, 23 September 2026
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	===Corridor 45 Alternate Routings===		===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:~~		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:
	*''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 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 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 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 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.		*'''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==		==Kansas==

Indyroads: /* Needed Improvements */

2026-09-23T14:31:36Z

Needed Improvements

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	*'''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.		*'''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.		: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.		*'''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)''' -		*'''North Wagoner to I‑44 Toll (MM 171–209.5)''' -
	This segment requires freeway conversion and three bypasses:		:This segment requires freeway conversion and three bypasses:
	:*Chouteau/Pryor (MM 180–194) — including a new US‑421 interchange west of the existing junction.		::*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.		::*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.		::*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.		: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.		*'''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.

Indyroads: /* Needed Improvements */

2026-09-23T14:30:39Z

Needed Improvements

Indyroads: /* Needed Improvements */

2026-09-23T14:29:41Z

Needed Improvements

← Older revision		Revision as of 14:29, 23 September 2026
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	===Needed Improvements===		===Needed Improvements===
	*'''State Line to Colbert (MM 0–5)'''		'''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.
	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)'''		'''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.
	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)'''		'''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.
	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)'''		'''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.
	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)'''		'''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.
	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)'''		'''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.
	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)'''		'''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.
	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)'''		'''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.
	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)'''		'''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.
	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)'''		'''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.
	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)'''		'''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.
	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.		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)'''		'''Wagoner Bypass (MM 164–171)''' - A new western bypass around Wagoner would provide full access control and eliminate multiple conflict points within the city.
	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)'''		'''North Wagoner to I‑44 Toll (MM 171–209.5)''' -
	This segment requires freeway conversion and three bypasses:		This segment requires freeway conversion and three bypasses:
	:*Chouteau/Pryor (MM 180–194) — including a new US‑421 interchange west of the existing junction.		:*Chouteau/Pryor (MM 180–194) — including a new US‑421 interchange west of the existing junction.
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	From MM 209.5 northward, the corridor would join the Will Rogers Turnpike.		From MM 209.5 northward, the corridor would join the Will Rogers Turnpike.

	*'''I‑44 to Kansas State Line'''		'''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.
	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===		===Corridor 45 Alternate Routings===

Indyroads: /* Oklahoma */

2026-09-23T14:26:53Z

Oklahoma

← Older revision		Revision as of 14:26, 23 September 2026
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	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.		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)'''		*'''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.		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.

Indyroads: /* Oklahoma */

2026-09-23T03:07:32Z

Oklahoma

← Older revision		Revision as of 03:07, 23 September 2026
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	==Oklahoma==		==Oklahoma==
	[[File:corridor45NEOKx.png\|thumb\|upright\|~~Quad State~~ Detail Map]]		[[File:corridor45NEOKx.png\|thumb\|upright\|Four-States Detail Map]]
	[[File:corridor45COKx.png\|thumb\|upright\|Central Oklahoma Detail Map]]		[[File:corridor45COKx.png\|thumb\|upright\|Central Oklahoma Detail Map]]

Indyroads: /* Oklahoma */

2026-09-23T03:06:12Z

Oklahoma

← Older revision		Revision as of 03:06, 23 September 2026
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	*'''I‑44 to Kansas State Line'''		*'''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.		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===		===Corridor 45 Alternate Routings===

← Older revision		Revision as of 14:30, 23 September 2026
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	===Needed Improvements===		===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.		*'''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.		*'''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.		*'''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.		*'''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.		*'''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.		*'''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.		*'''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.		*'''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.		*'''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.		*'''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.		*'''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.		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.		*'''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)''' -		*'''North Wagoner to I‑44 Toll (MM 171–209.5)''' -
	This segment requires freeway conversion and three bypasses:		This segment requires freeway conversion and three bypasses:
	:*Chouteau/Pryor (MM 180–194) — including a new US‑421 interchange west of the existing junction.		:*Chouteau/Pryor (MM 180–194) — including a new US‑421 interchange west of the existing junction.
Line 62:		Line 62:
	From MM 209.5 northward, the corridor would join the Will Rogers Turnpike.		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.		*'''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===		===Corridor 45 Alternate Routings===