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Interstate 10

 

Routing

Transcontinental Interstate 10 serves the southern tier of the United States by providing the main east-west link from Santa Monica and Greater Los Angeles in the west to Jacksonville in the east. Major cities served by Interstate 10 include Los Angeles, California; Phoenix, Arizona; El Paso, Texas; San Antonio, Texas; Houston, Texas; New Orleans, Louisiana; and Jacksonville, Florida. This route is known as the Christopher Columbus Transcontinental Highway, and it is one of three coast-to-coast Interstates (the others being Interstates 80 and 90).

High Priority Corridor

The section of Interstate 10 through Southern California is part of Phoenix to Tucson is part of High Priority Corridor 34: Alameda Corridor East and Southwest Passage. To the east in Arizona, Interstate 10 between Phoenix and Tucson is part of High Priority Corridor 26: CANAMEX Corridor.

Guide

In California, Interstate 10 leaves the greater Los Angeles metropolis some 70 miles east of downtown Los Angeles. Interstate 10 enters the desert just beyond the narrow San Gorgonio Pass. From there, the freeway becomes characteristic of a rural desert, one it will retain through much of its journey through the west. Major desert cities in California include Palm Springs, Indio, and Blythe. Phoenix is the next major city, which is growing at an amazing rate through central Arizona. Interstate 10 turns somewhat southeast to Tucson, then heads due east to Las Cruces, New Mexico.

Skirting the Mexican Border and the Rio Grande near El Paso, Interstate 10 crosses the vast expanse of West Texas. The freeway has some at-grade crossings rather than full interchanges at some locations because of the remote character of the highway and the extremely low traffic volumes of the region. Those same traits allow for it to be posted with an 80 mile per hour speed limit. When approaching San Antonio from the west, Interstate 10 finally sheds its rural desert characteristics as it passes through the Alamo City and connects to Houston.

Interstate 10 becomes the freeway of the Deep South, connecting Houston with New Orleans, Biloxi-Gulfport, Mobile, and Pensacola. Several major sections of the highway are elevated, especially those in Louisiana around the bayous. Interstate 10 is surrounded by trees along much of the Gulf Coast, quite unlike the wide-open spaces of the West. The Mississippi Welcome Center, a replica of a plantation, is much more welcoming than the utilitarian California Rest Area west of Blythe.

Once in Florida, Interstate 10 leaves the coastal estuary of Escambia Bay for a more inland course east to the capital city of Tallahassee through to Lake City (junction Interstate 75) and a conclusion in Jacksonville, Florida's largest city.

Parallel/Historical U.S. Routes

The completion of Interstate 10 in the West (California, Arizona, New Mexico, Texas) resulted in the demise of several parallel U.S. Highways, including U.S. 60, 70, 80, and 290. Both U.S. 60 and 70 followed Interstate 10 from Los Angeles to Phoenix, and both routes were truncated. U.S. 60 now ends at Interstate 10 east of Quartzsite, Arizona, and U.S. 70 ends at U.S. 60 in Globe, Arizona. U.S. 80 was replaced by several Interstates in the west; Interstate 10 replaced U.S. 80 between Phoenix and the Interstate 10/20 split near Kent, Texas. U.S. 290 used to follow the Interstate 10 corridor from Interstate 20 to the U.S. 290 exit, but it was also truncated. East of San Antonio, Interstate 10 closely parallels, but for the most part does not replace, U.S. 90 all the way to Jacksonville.

Planned Improvements

California

In California, Interstate 10 is a major through traffic corridor, connecting Southern California with growing desert cities such as Palm Springs, Indio, Phoenix, and Tucson. As such, the highway is often as busy as Interstate 5 in the Central Valley, carrying weekend travelers across the vast desert. In the Los Angeles Basin and Inland Empire, relief to perennial traffic was sought with the construction of Interstate 210, the Foothill Freeway, between Redlands and San Dimas. Completed July 24, 2007, the freeway remains signed as California 210 from San Dimas eastward in 2012.

Arizona

More relief is expected in Phoenix, as that city grows by leaps and bounds. As commuters become more and more comfortable with a lengthy drive from downtown Phoenix, they flock to the lower cost of living in brand new developments in formerly virgin desert. These new communities result in increased traffic volumes, and it is not uncommon for Interstate 10 to become tied up during commuting hours. Long-range plans for Interstate 10 within Maricopa County suggest that Interstate 10 will be widened, and a parallel freeway will be constructed to the south of Interstate 10 to act as an alternate route. Another planned freeway, Loop 202, will act as a bypass of downtown Phoenix, offering relief to through traffic. In Tucson, ongoing reconstruction is likely to result in major expansion of Interstate 10. There are no immediate projects to construct alternate routes in Tucson, but it is on the wish lists of some in that area as traffic worsens.

A $12.2 million widening project along Interstate 10 in West Phoenix was underway during Fall of 2003. The widening resulted in the expansion of Interstate 10 from six to eight lanes between 59th Avenue / Exit 134 and 91st Avenue / Exit 139. On November 9, 2003, a new westbound lane and auxiliary lanes were opened to traffic. By December 1993 the new eastbound through lane and auxiliary roadways were open to traffic.6

Texas

Crossing into Texas, Interstate 10 passes through the emptiness of western Texas, with a significant reduction in traffic between El Paso and San Antonio. This is the least populated stretch of Interstate 10. Texas transportation officials approved an increase in the speed limit for 432 miles of IH 10 between El Paso and Kerrville to 80 miles per hour.11 After eight hours of passing through one significant town every 60 to 90 miles, Interstate 10 enters the bustle of San Antonio. To maximize utility of space in a tight right of way, Interstate 10 is built on two decks, carrying local and express traffic across town. By the time it reaches the outskirts of Houston, Interstate 10 resumes its status as a major transit corridor. Beltways, loops, and other freeways provide alternatives to busy Interstate 10.

Louisiana

Reaching into eastern Texas, Louisiana, Mississippi and Alabama, Interstate 10 changes dramatically. No longer in the dry, hot desert, the freeway enters the humidity of southern Louisiana, passing over dozens of swamps and lakes en route to New Orleans. Perhaps no where else does an Interstate spend so much time on viaducts passing over water. In fact, the stretch between Interstates 55 and 310 is all elevated as the freeway skirts Lake Pontchartrain. Entering New Orleans, Interstate 10 remains elevated, providing great views of the city but segregating the city beneath it. Interstate 10 quickly exits the urban area, retreating to the forests that dominate the rest of its journey to the Atlantic Ocean.

Storm surge from the August 29, 2005 landfall of Hurricane Katrina toppled or misaligned many of the 309 ton concrete segments of the 1965-built twin spans of Interstate 10 across Lake Pontchartrain in southeastern Louisiana. The bridges were closed and an emergency contract of $30.9-million13 was awarded to reopen the crossing, which occurred October 14, 2005 with the opening of the eastbound bridge with two-way traffic. The westbound bridge was restored with one lane of traffic on January 5, 2006.

An $733-million project replaced the ailing bridges with new wider (six lanes with full shoulders) and higher (30 feet versus nine feet) bridges. Eastbound traffic shifted to a combination of both new bridges in July 9, 2009 as crews demolished the original westbound span. March 12, 2010 saw eastbound I-10 shift entirely to the new bridge as westbound traffic continued solely on the original eastbound span. Westbound traffic finally shifted to the new bridge on April 7, 2010. Work was completed on Twin Span Bridge approach from the south side of the lake on August 15, 2011. Work on the north side approach followed with completion in September 2011.13 The new spans crest at 80 feet above the lake.

A portion of the 1965 twin spans were retained for use in the St. Tammany Fishing Pier. Former Parish President Kevin Davis pushed for the idea as the eastern end of St. Tammany Parish was without a public public fishing facility. Discarded spans were purchased by the parish for $19,300 with the pier constructed between September 2011 and May 18, 2012 at a cost of $1.6 million.14 A 700 foot long wooden bridge connects the pier to the shore.

Mississippi

As Interstate 10 passes through growing areas, it is undergoing several changes along the Mississippi Gulf Coast. A multi-year widening plan expanded the facility from four to six lanes from Shorecrest Road in Harrison County east to the Jackson County line. The $29 million project began September 1999 and concluded October 2003.3 This program increased capacity from four to six lanes between Exits 28 and 46 in the Gulfport-Biloxi area, with an ultimate six laning slated between Exits 28 and 57. Also apart of Interstate 10 construction along the Mississippi Gulf Coast is the $47 million Jourdan River bridge replacement project. This roadwork expanded Interstate 10 with additional lanes between Mississippi 43 & 607 (Exit 13) and the Diamondhead interchange (Exit 17). Commenced in January 2001, the new bridges completed by September 5, 2004.4

Alabama

In the state of Alabama, Interstate 10 may get a new alignment via a new bridge over the Mobile River and see its twin viaduct over Mobile Bay, the Mobile Bayway, widen to eight lanes from four with wider shoulders. Still within the funding stages, officials must secure $350 million, primarily in federal dollars, for the proposed six-lane 2,300-foot-long bridge over the Mobile River. The bridge and new alignment would bypass the only tunnel on all of Interstate 10. Once the bridge is completed, it is unclear what designation would be given to the current alignment of Interstate 10 through the tunnel.

A spokesman for U.S. Rep. Jo Bonner R-Mobile indicated in 2003 that local officials have to agree to support the plan first, and that support was not concrete. However then-Mayor Mike Dow of the city of Mobile gave the project his full support. Mobile County Commission President Freeman Jockisch concurred with that, adding that Mobile area leaders are united in their support for the project. 2003 state traffic studies concluded that the Wallace Tunnel was reaching capacity and that the adjacent Bayway, the seven mile twin viaduct over Mobile Bay, was in need of expansion. The average daily traffic for the Wallace Tunnel in 2002 was 59,898 vpd. The tunnel is designed to handle 63,000 vpd.1

It was thought that the bridge would be unique for the state of Alabama, with "V" shaped towers built on single piers. Ron Poiroux, then-division engineer in the Alabama DOT's Mobile Office, indicated that it was up to the U.S. Congress to approve the $200 bridge and $150 Bayway expansion. A $650,000 feasibility study was completed in 1997. The project was slated to take about eight years to complete, leading to a potential completion date by 2012.1 As of 2012, no bridge plan has been agreed upon by city or DOT officials and the tunnel and Bayway remain with four overall lanes. Congestion is common during peak hours and weekends.

Also new along Interstate 10 in Alabama is the construction of a new interchange at Mobile County Route 39, McDonald Road (Exit 10). This new junction includes a connector to U.S. 90 at Irvington and the town of Bayou La Batre. Construction began Spring of 2003 and was completed by Winter 2005.5

Florida

In Northwest Florida, the section of Interstate 10 was widened to six lanes between U.S. 29/Exits 10A/B and Florida 291/Exit 13 between 2002 and 2008. (This section opened in 1962.2) This project coincided with a rebuilding of the trumpet interchange at Interstate 110/Exit 12 and widening of the Pensacola freeway spur from Exit 3 northward. The new interchange incorporates a flyover from westbound Interstate 10 to southbound Interstate 110 and new collector/distributor roadways segregating traffic movements of Exits 12 / I-110 and 13 / Florida 291. The project was completed by fall 2008.

Similar to the Lake Pontchartrain Twin Span collapse of Hurricane Katrina, the Interstate 10 bridges across Escambia Bay in northwest Florida met a similar fate due to the storm surge of Hurricane Ivan. Waters compromised 124 spans of the 2.5-mile bridge between Pensacola and Santa Rosa County during the early morning of September 15, 2004. An emergency contract was awarded to repair the crossing, albeit it in temporary fashion. Traffic resumed over the bay on October 5, 2004 with one lane per direction along the westbound span. Subsequent work on the eastbound span restored it for use with one overall lane on November 27, 2004.

FDOT awarded a $243-million contract in January 2005 for improved replacement bridges. Built at a height of 25 feet above the bay, 13 feet higher than their predecessors, the new eastbound bridge opened on December 19, 2006 with two-way traffic. The new westbound span was opened to traffic on December 12, 2007, expanding I-10 across Escambia Bay to six overall lanes.

Additional work in Florida involved the Moving I-10 Forward project at Tallahassee. Conducted between 2006 and 2009, contractors expanded the freeway to six overall lanes between the Gadsden / Leon County line and U.S. 319 (Exit 203). Work improved interchanges with Florida 263 and U.S. 27 with new ramps added to U.S. 319 / Florida 61.

Major roadwork expanded and modernize Interstate 10 at the city of Jacksonville. This includes a massive redesign of the eastern terminal interchange with Interstate 95. That work, dubbed "The Big 'I'", commenced in February 2005 and was completed in May 2011at a cost of $154 million. Work came in under budget, was completed six months early and used innovative management, leading the interchange project to be judged the top roadway project in the country by the American Association of State Highway and Transportation.12

A new interchange opened on October 1, 2009 between Interstate 10 and Florida 23 Toll (Exit 350), the Brannan Field-Chaffee Expressway. SR 23 is the northernmost stretch of a planned limited access highway linking I-10 with SR 21 near Middleburg. The road will be completed as a toll road (First Coast Outer Beltway).

History

For a complete history of Interstate 10 construction in Arizona, visit Interstate 10 in Arizona. The final segment of the entire transcontinental route to open was the Papago Freeway section in downtown Phoenix, which opened on August 10, 1990. This section includes the Deck Park Tunnel north of downtown and represented the final section of the transcontinental route to be completed.10 Original plans called for an elevated Interstate 10 freeway through downtown Phoenix in 1960, but the ultimate facility is mostly below grade.

In Texas, Interstate 10 was an original Interstate Highway, and it was approved by the Bureau of Public Roads in 1959 and by the Texas State Highway Commission in 1962 with 879 miles.9 Sections of Interstate 10 were under construction in Texas between 1959 and the mid-1990s. Early emphasis was on completing the sections through and between San Antonio and Houston; this section of road was mostly done by 1968 and completely open by 1972. In West Texas, much of the construction occurred in the 1970s and 1980s. The El Paso and Van Horn bypasses were built first; the last section to open was the Fort Stockton bypass. There are a few at-grade intersections west of Van Horn on Interstate 10 for ranch access; technically, this feature does not meet Interstate standards.

In Tallahassee, the original routing of Interstate 10 in Leon County took the freeway into downtown Tallahassee via Gaines Street, presumably as an elevated structure (dubbed the "Seminole Expressway" since it bordered Florida State University to the south). Opposition from the city and the university caused it to be rerouted. A developer in the northern part of the city donated land to build Interstate 10 near the Killearn development that was starting in the 1970s.7

The following are key dates in the history of Interstate 10 in Florida:8

  • 1961 - Interstate 10 opened from Sanderson east into Jacksonville (first segment to open).
  • 1962 - Interstate 10 under construction (1) in vicinity of Pensacola and (2) from Winfield east to Sanderson.
  • 1963 - Interstate 10 opened from Winfield to Sanderson.
  • 1967 - Interstate 10 completed from the Alabama State Line to Florida 87 and under construction from Falmouth to Interstate 75.
  • 1968 - Interstate 10 opened from Florida 87 to Mossy Head
  • 1969 - Interstate 10 opened from Falmouth to Interstate 75.
  • 1970 - Interstate 10 opened from Mossy Head to De Funiak Springs. Construction continued on the section from Midway to near Capitola and from near Drifton to Falmouth.
  • 1973 - Interstate 10 opened (1) from De Funiak Springs to Caryville and (2) from Drifton to Falmouth. Interstate 10 remained under construction between Capitola and Drifton.
  • 1974 -Interstate 10 opened from Capitola to Drifton. New construction extended from Caryville to Chipley.
  • 1975 - Interstate 10 under construction between Chipley and Midway.
  • 1977 - Interstate 10 opened from Chipley to Midway. Entire route was complete except for section from Kynesville to Oakdale.
  • 1978 - Interstate 10 opened from Kynesville to Oakdale. Interstate 10 now complete from Alabama-Florida State Line east to Interstate 95 in Jacksonville, which is its original, planned route.

Highway Guides

Western Terminus - California 1/Lincoln Boulevard - Santa Monica, CA
Perspective from California 1 south and Interstate 10 east
Traveling south on the Pacific Coast Highway, California 1 passes through the Santa Monica State Beach. This sign advises of the approaching interchange with Interstate 10 just east of the Robert E. McClure Tunnel. The right lane exits only onto Ocean Avenue, while the left two lanes continue south on California 1 and connect directly onto Interstate 10/Santa Monica Freeway east. Photo taken 08/24/04.
Southbound California 1/Pacific Coast Highway approaching the McClure Tunnel in Santa Monica. This shows the first advance signage for Interstate 10, which begins on the other side of the tunnel. The tunnel itself is part of California 1/Pacific Coast Highway, not Interstate 10. The walkway in the background with pedestrians on it leads to the Santa Monica pier. Also, check out the close-up of the signage. Photo taken by Jeff Stapleton (7/29/01).
The last exit on California 1 southbound prior to entering the Robert E. McClure Tunnel is this ramp to Ocean Avenue. Ocean Avenue continues along the coast, while California 1 heads inland a bit to connect to the segment of Lincoln Bouelvard that carries the state route through southern Santa Monica toward Venice Beach in Los Angeles. Photo taken 08/24/04.
After departing from the Robert E. McClure Tunnel, the next advance sign for the last exit prior to Interstate 10 is announced. This exit, signed as Exit 1A, connects California 1 to Lincoln Boulevard. Use Lincoln Boulevard south to continue on California 1 and north to connect to Historic U.S. 66 and California 2. Photo taken 08/24/04.
The Interstate 10 freeway begins its eastbound journey here, at the offramp for Exit 1A, Lincoln Boulevard/California 1 south and Lincoln Boulevard north to U.S. 66 and California 2. Photo taken 08/24/04.
A "TO California 2" trailblazer assembly is placed at the foot of the offramp to Lincoln Boulevard (Exit 1A). Photo taken 08/24/04.
The first exit along eastbound Interstate 10/Santa Monica Freeway is Exit 1B, 20th Street in Santa Monica. Photo taken 08/24/04.
This is the first mileage sign along eastbound Interstate 10 after the onramp from Lincoln Boulevard. The first reassurance marker to the right in the picture. Photo taken 08/24/04.
This is the first reassurance shield along eastbound Interstate 10. Photo taken 08/24/04.
After the offramp to Exit 1B, 20th Street and prior to Exit 2, Centinela Avenue, this sign identifies Interstate 10 as the Christopher Columbus Transcontinental Highway. It is the only known sign that offers this designation anywhere along the transcontinental route of Interstate 10. Photo taken 08/24/04.
Eastbound Interstate 10/Santa Monica Freeway meets its first freeway junction at Exits 3A-B, Junction Interstate 405/San Diego Freeway. Photo taken 08/24/04.
Perspective from Interstate 10 west
The last Interstate to Interstate interchange along westbound Interstate 10/Santa Monica Freeway is Exits 3B-A, Junction Interstate 405/San Diego Freeway. Interstate 405 travels north toward the San Fernando Valley and south to Los Angeles International Airport (LAX) and Long Beach. Photo taken 08/24/04.
After the Interstate 405 interchange, Interstate 10 prepares to end its transcontinental journey at its junction with California 1 (Exit 1B) in the city of Santa Monica. Santa Monica is perhaps best known as the western terminus of Historic U.S. 66, but it is also the western terminus of Interstate 10. The final exits along westbound are: Exit 1C, Cloverfield/26th Street; Exit 1B, Junction California 1 South (Lincoln Boulevard)/To California 2 and Historic U.S. 66 east via Lincoln Boulevard northbound; and Exit 1A, 4th Street and 5th Street to the Santa Monica Promenade. Photo taken 08/24/04.
The final regular exit along westbound Interstate 10 is Exit 1C, Cloverfield Boulevard/26th Street. Photo taken 08/24/04.
Westbound Interstate 10/Santa Monica Freeway approaches the junction with California 1. California 1 takes over the two left through lanes of Interstate 10, while the right lane exits onto Lincoln Boulevard. Use Lincoln Boulevard north to connect to Santa Monica Boulevard, which carries both California 2 and Historic U.S. 66 eastbound. California 2 was decommissioned by the state, but it is still signed as a locally maintained state route. Photo taken 08/24/04.
This mileage sign provides the distance to Exit 1B, Lincoln Boulevard, as well as the next two exits on northbound California 1/Pacific Coast Highway: Exit 1A, 4th Street and 5th Street and an intersection with Chautauqua Boulevard on the other side of the Robert E. McClure Tunnel. Photo taken 08/24/04.
This is the final westbound Interstate 10 reassurance shield, immediately after the onramp from Cloverfield Boulevard/26th Street. The final exit (Exit 1B, Lincoln Boulevard) is next. Photo taken 08/24/04.
An "End Freeway One Mile" sign is posted next to the Exit 1B, Lincoln Boulevard sign. The freeway changes into an expressway upon entering the Robert E. McClure Tunnel. Photo taken 08/24/04.
Westbound Interstate 10 reaches the offramp for Lincoln Boulevard. Lincoln Boulevard carries California 1 south through Santa Monica, staying a half mile to a mile east of the beach. California 1 enters Los Angeles near Venice Beach, then skirts the edge of Marina del Rey near the western terminus of California 90 (Marina Freeway). Photo taken 08/24/04.
The freeway ends in another half mile. Interstate 10 is still intact here, since traffic from northbound California 1 has not yet merged onto westbound Interstate 10 yet. The right lane is exit only to Exit 1A, 5th Street and 4th Street. Photo taken 08/24/04.
Westbound Interstate 10 reaches Exit 1A, 5th Street and 4th Street. The bridge that crosses over the offramp carries northbound California 1 from Lincoln Boulevard onto the Santa Monica Freeway. At the point where the two routes merge, Interstate 10 ends and California 1 continues north. Interstate 10 narrows to two through lanes. Photo taken 08/24/04.
Interstate 10 ends as traffic from California 1 merges onto the freeway. The Santa Monica Freeway also ends here, and the Pacific Coast Highway begins. The speed limit drops to 45 miles per hour, and the highway prepares to enter the Robert E. McClure Tunnel. There is no END Interstate 10 shield assembly. Photo taken 08/24/04.
The change in the highway is dramatic. First, California 1 is only four lanes wide, with a simple jersey barrier (k-rail) separating the two directions of traffic. Second, the highway is asphalt rather than concrete. Third, there is limited sight distance with limited shoulders. Overall, this translates into a roadway that is not quite up to Interstate standards. Photo taken 08/24/04.
Northbound California 1/Pacific Coast Highway enters the Robert E. McClure Tunnel. According to the Caltrans Structure Log, this tunnel was built in 1939, well before the advent of the Interstate Highway System. The tunnel offers a dramatic change in scenery, from the standard Southern California freeway landscape to a beach and ocean vista. Photo taken 08/24/04.
The Pacific Ocean comes into view at the western end of the McClure Tunnel. Interstate 10 ends only several hundred yards short of its intended destination, but it is still considered a transcontinental, coast to coast freeway. Photo taken 08/24/04.
Northbound California 1/Pacific Coast Highway follows the beach from Santa Monica northwest toward Malibu and Oxnard. Here, California 1 parallels Santa Monica State Beach. The route remains limited access, but there are some traffic signals and no median barriers along this stretch. Photo taken 08/24/04.
Perspective from Southbound 4th Street
In downtown Santa Monica, use 4th Street southbound from Santa Monica Place and the 3rd Street Promenade to access Interstate 10 eastbound to Los Angeles and beyond. The onramp is situated from Olympic Boulevard, which serves as a pair of frontage roads on either side of the freeway between 4th Street and 11th Street. The eastbound lanes of Olympic Boulevard are on the south side of the freeway, while the westbound lanes are on the north side of the freeway. Photo taken 08/24/04.
After making the left turn from southbound 4th Street to eastbound Olympic Boulevard, the left two lanes transfer directly onto eastbound Interstate 10/Santa Monica Freeway. Photo taken 08/24/04.
Next Three Interstate Junctions for Interstate 10 east
Interstate 110 10 miles at downtown Los Angeles, CA
Interstate 5
overlap begin
13 miles at downtown Los Angeles, CA
Interstate 5
overlap begin
15 miles at downtown Los Angeles, CA
Eastern Terminus - Interstate 95 - Jacksonville, FL
Perspective from Interstate 10 east
See the Interstate 10 Eastbound (Jacksonville / Duval County) highway guide for photos from this perspective.
Perspective from Interstate 95 south
Southbound Interstate 95 crosses the St. Johns River on a tied arch bridge, then approaches the junction with transcontinental Interstate 10 in downtown Jacksonville. Photo taken by Steve Hanudel (08/14/05).
Southbound Interstate 95 reaches Exit 351D, Stockton Street. The next exit is the junction with Interstate 10, which travels west to Lake City (Junction Interstate 75), Tallahassee, and Pensacola. Upon leaving the state, Interstate 10 serves such major cities as Mobile, Biloxi-Gulfsport, New Orleans, Baton Rouge, Houston, San Antonio, El Paso, La Cruces, Tucson, Phoenix, San Bernardino, and Los Angeles. Photo taken by Steve Hanudel (08/14/05).
At this point, southbound Interstate 95 and westbound Interstate 10 split. The 35 mph speed advisory for the Interstate 95 mainline is representative of the substandard nature of the Interstate 10 terminus interchange. This junction will be rebuilt into a modern stack interchange. Photo taken by Steve Hanudel (08/14/05).
Next Three Interstate Junctions for Interstate 95 south
Interstate 4 90 miles at South Daytona, FL
Interstate 595 326 miles at Fort Lauderdale, FL
Interstate 195 346 miles at Miami, FL
Perspective from Interstate 95 north
The first sign of the pending westbound beginning of Interstate 10 is this 1.75-mile advisement on Interstate 95 northbound at Exit 350/Main Street. Interstate 95 turns to the west briefly to cross the Saint Johns River before meeting its junction with Interstate 10. Photo taken by Carter Buchanan (01/03).
Two lanes are available for both Interstate 10 west and Interstate 95 north at Exit 351B. The westbound control city of Interstate 10 is Lake City, a community of 9,980 situated near the junction with Interstate 75 and junctions of U.S. 41 and U.S. 90. Photo taken by Carter Buchanan (01/03).
Next Three Interstate Junctions for Interstate 95 north
Interstate 16 131 miles near Pooler, GA
Interstate 26 230 miles near Hope Hill, SC
Interstate 20 304 miles at Florence, SC

Sources:

  1. "Differences to bridge - Competing interests mark battle over location of I-10 span." Mobile Register, June 1, 2003.
  2. Interstate 10 between Alabama 59/Exit 44 at Loxley, AL and Florida 87/Exit 31 at Milton, FL opened to traffic in 1962. Historical information researched at the Pensacola Museum of History.
  3. Gulf Coast Projects - Harrison County. Mississippi DOT.
  4. Gulf Coast Projects - Hancock County. Mississippi DOT.
  5. Alabama Department of Transportation -- Construction. ALDOT.
  6. Jason P. "Phoenix I-10 Widening Nearly Complete." Online posting, misc.transport.road, November 7, 2003.
  7. Jason Learned, Personal Email, "Fw: I-93 Tunnel Open in Both Directions, I-75 Florida," December 27, 2003.
  8. Florida's Interstates: A Half-Century of Progress (official Florida Department of Transportation site)
  9. From Anywhere to Everywhere: The Development of the Interstate Highway System in Texas by Penny Beaumont, Rhonda Brinkmann, David Ellis, Chris Pourteau, and Brandon V. Webb, Texas Transportation Institute, page 29.
  10. Celebrating the 50th Anniversary of the Eisenhower Interstate Highway System: Previous Interstate Facts of the Day by the Federal Highway Administration (FHWA).
  11. "Texas Raises Rural Speed Limits to 80 MPH." Associated Press, May 25, 2006.
  12. "'The Big I' Earns Big Transporation Award." FirstCoastNews, October 19, 2011.
  13. Twin Span Bridge (LADOTD web site).
  14. "St. Tammany Pier set to open - Ceremony today marks completion." The Times-Picayune, May 17, 2012.

Page Updated August 26, 2012.

 
Mileage

State California
Mileage 242.54*
Cities Santa Monica, Los Angeles, Pomona, Ontario, San Bernardino, Beaumont, Banning, Indio, Blythe
Junctions Interstate 405, Interstate 110, Interstate 5, Interstate 710, Interstate 605, Current Interstate 210, Interstate 15, Interstate 215, Future Interstate 210
State Arizona
Mileage 392.33
Cities Phoenix, Casa Grande, Tucson
Junctions Interstate 17, Interstate 8, Interstate 19
State New Mexico
Mileage 164.27
Cities Lordsburg, Deming, Las Cruces
Junctions Interstate 25
State Texas
Mileage 881.00#
Cities El Paso, Fort Stockton, Kerrville, San Antonio, Houston, Beaumont, Orange
Junctions Interstate 110, Interstate 20, Interstate 410, Interstate 35, Interstate 37, Interstate 410, Interstate 610, Interstate 45, Future Interstate 69, Interstate 610
State Louisiana
Mileage 274.42
Cities Lake Charles, Lafayette, Baton Rouge, Kennery, New Orleans
Junctions Interstate 210, Interstate 210, Interstate 49, Interstate 110, Interstate 12, Interstate 55, Interstate 310, Interstate 610, Future Interstate 49/910, Interstate 610, Interstate 510, Interstate 12/Interstate 59
State Mississippi
Mileage 77.19
Cities Gulfport, Biloxi, Pasacagoula
Junctions Interstate 110
State Alabama
Mileage 66.31
Cities Mobile
Junctions Interstate 65
State Florida
Mileage 362.28
Cities Pensacola, Tallahassee, Jacksonville
Junctions Interstate 110, Interstate 75, Interstate 295, Interstate 95
TOTAL 2,460.34
Source: October 31, 2002 Interstate Route Log and Finders List
* - 1.60 miles on I-5, # - 2.39 miles on I-35
Interstate 10 Annual Average Daily Traffic

State Location AADT Composite Year
California Santa Monica 193,000 2002
California Los Angeles 329,000 2002
California Ontario 270,000 2002
California San Bernardino 216,000 2002
California Palm Springs 71,000 2002
California Desert Center 19,000 2002
Arizona Quartzsite 8,356 2001
Arizona Phoenix 272,371 2001
Arizona Tucson 203,422 2001
Louisiana Lake Charles 55,517 2001
Louisiana Jennings 28,940 2000
Louisiana Lafayette 50,640 2000
Louisiana Baton Rouge 144,293 2002
Louisiana New Orleans 131,684 2001
Florida Pensacola 69,500 2002
Florida Chipley 15,200 2002
Florida Tallahassee 56,900 2002
Florida Jacksonville 137,138 2002
Source: Caltrans, Traffic Operations Program - Traffic and Vehicle Data Systems [2002]
2001 Arizona Interstate Annual Average Daily Traffic (AZDOT)
Louisiana Traffic Volume Monitoring (LADOTD)
Florida Traffic Information 2002 CD-Rom
Complete Interstate 10 AADT data.

 
One of several at-grade intersections along Interstate 10 within West Texas. These intersections generally serve lightly traveled roads. Photo taken 01/14/06.
432 miles of Interstate 10 between El Paso and Kerrville and 89 miles of Interstate 20 from its beginning to the Monahans have 80 mph speed limits. Limits were raised from 75 mph to 80 mph in May 2006.
 
Interstate 10 (Katy Freeway) and its Managed Lanes that opened on April 18, 2009 west of Houston. Photo taken by Jeff Royston (04/12/09).
Katy Freeway's managed lanes lie within the Interstate 10 right of way between Texas 6 and the junction with Interstate 610 in west Houston. These toll lanes are in operation 24 hours a day. Occupancy requirements and tolls vary depending upon traffic conditions and time of day. Read more about the Katy Freeway at the TXDOT maintained web page.
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