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Spartanburg, South Carolina

2025-06-16T02:13:33Z

2600:1700:6180:6290:9C0B:1E58:45BE:D4BB:

{{Redirect-distinguish-for|Spartanburg|Spartansburg, Pennsylvania}}
{{Use mdy dates|date=November 2016}}
{{Infobox settlement
| name = Spartanburg
| settlement_type = [[City]]
| nickname = The Hub City, Sparkle City, The Burg
| motto = "Always Doing"
| image_skyline = SpartanburgSCMon.png
| imagesize = 300px
| image_caption = Top, left to right: Spartanburg skyline, [[Spartanburg Memorial Auditorium]], [[Wofford College]], [[Daniel Morgan Monument]], Chapman Cultural Center
| image_seal = Spartanburg, SC City Seal.gif
| image_blank_emblem = Sburglogo.jpg
| image_map = SCMap-doton-Spartanburg.PNG
| mapsize = 250px
| map_caption = Location in South Carolina
| image_map1 =
| mapsize1 =
| map_caption1 =
| subdivision_type = Country
| subdivision_name = {{nowrap|{{flagu|United States}}}}
| subdivision_type1 = [[U.S. state|State]]
| subdivision_name1 = {{flag|South Carolina}}
| subdivision_type2 = [[List of counties in South Carolina|County]]
| subdivision_name2 = [[Spartanburg County, South Carolina|Spartanburg]]
| government_type =
| leader_title = [[Mayor]]
| leader_name = Jerome Rice<ref>{{cite news |last=Wen |first=Eva |date=2022-01-11 |title=New Spartanburg mayor and council sworn in as the city gets ready for a new year |url=https://www.goupstate.com/story/news/2022/01/11/jerome-rice-janie-salley-mayor-district-5-majority-minority-bipoc-women-spartanburg-sc/9130114002/ |work=[[Spartanburg Herald-Journal]] |access-date=2022-01-11}}</ref>
| established_title = Founded
| established_date = 1787<ref>{{cite web|url=http://digital.infodepot.org/cdm/landingpage/collection/sptbg_city|title=SCPL Historical Digital Collections|publisher=Spartanburg County Public Libraries|access-date=October 15, 2018}}</ref>
| established_title2 = Incorporated
| established_date2 = 1831
| total_type = Total
| area_magnitude =
| area_total_km2 = 52.75
| area_total_sq_mi = 20.37
| area_land_km2 = 52.46
| area_land_sq_mi = 20.25
| area_water_km2 = 0.29
| area_water_sq_mi = 0.11
| area_water_percent = 0.54
| population_as_of = [[2020 United States census|2020]]
| population_note =
| population_footnotes = <ref name="USCensusDecennial2020CenPopScriptOnly" />
| population_total = 38732
| pop_est_as_of = 2023
| population_est = 39040
| pop_est_footnotes =
| population_rank = [[List of cities and towns in South Carolina|11th]] in South Carolina
| population_metro_footnotes = <ref name="PopEstCBSA"/>
| population_metro = 383327 (US: [[List of Metropolitan Statistical Areas|144th]])
| population_urban_footnotes = <ref>{{cite web |url=https://www.census.gov/programs-surveys/geography/guidance/geo-areas/urban-rural.html|title=List of 2020 Census Urban Areas|website=census.gov|publisher=United States Census Bureau|access-date=January 8, 2023}}</ref>
| population_urban = 196,943 (US: [[List of United States urban areas|198th]])
| population_density_urban_sq_mi = 1,088.1
| population_density_km2 = 738.37
| population_density_sq_mi = 1912.41
| population_demonym = Spartans
| timezone = [[North American Eastern Time Zone|Eastern]]
| utc_offset = −05:00
| timezone_DST = Eastern
| utc_offset_DST = −04:00
| coordinates = {{coord|34|56|48|N|81|55|39|W|region:US-SC|display=inline,title}}
| elevation_footnotes = <ref name="GR3" />
| elevation_ft = 797
| postal_code_type = ZIP Codes
| postal_code = 29301–29307, 29316, 29319
| area_codes = [[Area codes 864 and 821|864, 821]]
| blank_name = [[Federal Information Processing Standard|FIPS code]]
| blank_info = 45-68290
| blank1_name = [[Geographic Names Information System|GNIS]] feature ID
| blank1_info = 1250982<ref name="GR3">{{GNIS|1250982}}</ref>
| website = {{URL|http://www.cityofspartanburg.org}}
| footnotes =
| unit_pref = Imperial
| area_footnotes = <ref name="TigerWebMapServer">{{cite web|title=ArcGIS REST Services Directory|url=https://tigerweb.geo.census.gov/arcgis/rest/services/TIGERweb/Places_CouSub_ConCity_SubMCD/MapServer/5/query?where=STATE='45'&outFields=NAME,STATE,PLACE,AREALAND,AREAWATER,LSADC,CENTLAT,CENTLON&orderByFields=PLACE&returnGeometry=false&returnTrueCurves=false&f=json|publisher=United States Census Bureau|access-date=October 15, 2022}}</ref>
| blank_emblem_type = Logo
| named_for = The [[Spartan Regiment]]<ref>{{cite web|url=https://www.visitspartanburg.com/blog/a-brief-history-of-spartanburg/|title=A Brief History of Spartanburg|website=Visitspartanburg.com|date=June 25, 2016 |access-date=December 7, 2022}}</ref>
}}

'''Spartanburg''' is a city in and the [[county seat]] of [[Spartanburg County, South Carolina]], United States.<ref>{{cite web|url=http://www.naco.org/Counties/Pages/FindACounty.aspx|title=Find a County|publisher=National Association of Counties|access-date=June 7, 2011}}</ref> The city had a population of 38,732 as of the [[2020 United States census|2020 census]], making it the [[List of municipalities in South Carolina|11th-most populous city]] in the state.<ref name="2020CensusQuickFacts">{{cite web|url=https://www.census.gov/quickfacts/fact/table/spartanburgcitysouthcarolina|title=QuickFacts: Spartanburg city, South Carolina|publisher=United States Census Bureau|access-date=May 16, 2024}}</ref> The [[Office of Management and Budget]] (OMB) groups Spartanburg and [[Union County, South Carolina|Union]] counties together as the Spartanburg, SC [[Metropolitan statistical area|Metropolitan Statistical Area]].<ref>{{Cite web |date=July 21, 2023 |title=OMB Bulletin No. 23-01: Revised Delineations of Metropolitan Statistical Areas, Micropolitan Statistical Areas, and Combined Statistical Areas, and Guidance on Uses of the Delineations of These Areas |url=https://bidenwhitehouse.archives.gov/wp-content/uploads/2023/07/OMB-Bulletin-23-01.pdf |archive-date=July 21, 2023 |website=[[United States Office of Management and Budget]] |access-date=July 26, 2023 |archive-url=https://web.archive.org/web/20230721214234/https://www.whitehouse.gov/wp-content/uploads/2023/07/OMB-Bulletin-23-01.pdf |url-status=live }}</ref>

Spartanburg is the second-largest city in the greater [[Upstate South Carolina|Greenville-Spartanburg-Anderson, SC Combined Statistical Area]], which had an estimated population of 1,590,636 in 2023.<ref name="PopEstCBSA">{{cite web |date=March 14, 2024 |title=Metropolitan and Micropolitan Statistical Areas Population Totals: 2020-2023 |url=https://www.census.gov/data/tables/time-series/demo/popest/2020s-total-metro-and-micro-statistical-areas.html#v2023 |access-date=March 15, 2024 |publisher=[[United States Census Bureau]], Population Division}}</ref> It is part of a ten-county region of northwestern South Carolina known as "[[Upstate South Carolina|The Upstate]]", and is located {{convert|98|mi}} northwest of [[Columbia, South Carolina|Columbia]], {{convert|80|mi}} west of [[Charlotte, North Carolina]], and about {{convert|190|mi}} northeast of [[Atlanta, Georgia]].

Spartanburg is the home of [[Wofford College]], [[Converse University]], [[Spartanburg Community College]], and Edward Via College of Osteopathic Medicine and the area is home to [[USC Upstate]], Sherman College of Chiropractic and [[Spartanburg Methodist College]]. It is also the site of [[Denny's]] corporate headquarters.

==History==
Spartanburg was formed in 1785, after a deal was made with the [[Cherokee]] in 1753, and was named after a local militia called the Spartan Regiment in the [[American Revolutionary War]]. The Spartan Regiment, commanded by [[Andrew Pickens (congressman)|Andrew Pickens]], participated in the nearby [[Battle of Cowpens]]. In 1831, Spartanburg was incorporated, later becoming known as the "Hub City"; railroad lines radiated from the city forming the shape of a wheel hub.

It became a center of textile manufacturing in the late 19th century, with around 40 [[textile mill]]s being established through the early 1900s.

In 1911, under the sponsorship of the ''[[Spartanburg Herald-Journal|Spartanburg Herald]]'' and the [[United Daughters of the Confederacy]], the city erected a confederate monument at the intersection of South Church and Henry Streets, overlooking downtown.<ref>{{Cite web |date=2023-02-18 |title=Confederate Monument, Spartanburg S. C. |url=http://www.schistory.net/SCV/articles/CS%20Monument%20in%20Spartanburg.pdf?123 |access-date=2023-02-18 |archive-url=https://web.archive.org/web/20230218164045/http://www.schistory.net/SCV/articles/CS%20Monument%20in%20Spartanburg.pdf?123 |archive-date=February 18, 2023 }}</ref> It was moved in 1966 to [[Duncan Park]].<ref>{{Cite web |date=2023-02-18 |title=CONTENTdm |url=https://cdm17281.contentdm.oclc.org/digital/collection/shjw/id/569 |access-date=2023-02-18 |archive-url=https://web.archive.org/web/20230218163558/https://cdm17281.contentdm.oclc.org/digital/collection/shjw/id/569 |archive-date=February 18, 2023 }}</ref>

During [[World War I]], [[Camp Wadsworth]] was used to train 100,000 soldiers for the war. Camp Croft trained soldiers during [[World War II]]. The facility was transferred to the state and adapted as [[Croft State Park]].

By the 1950s, the production in these mills began to decline as wages increased. Most textile manufacturing jobs were moved offshore by the companies.

{{wide image|Spartanburg c1909 LOC 6a09680u.jpg|900px|align-cap=left|Spartanburg in 1909}}

==Geography==
{{maplink|frame=yes|zoom=11|id=Q773325|type=shape-inverse|text=Interactive map of Spartanburg}}
According to the [[United States Census Bureau]], the city has a total area of {{convert|20.37|sqmi}}, of which {{convert|20.25|sqmi}} is land and {{convert|0.11|sqmi}} (0.54%) is water.<ref name="TigerWebMapServer"/> The most common [[soil]] series is [[Cecil (soil)|Cecil]].<ref>{{Cite web|url=https://casoilresource.lawr.ucdavis.edu/gmap/|title=SoilWeb: An Online Soil Survey Browser | California Soil Resource Lab|website=Casoilresource.lawr.ucdavis.edu|access-date=March 30, 2023}}</ref> The bedrock is mostly [[biotite gneiss]].<ref>Nystrom, P.G., Jr., 2002, Geologic map of the Spartanburg quadrangle, Spartanburg County, South Carolina: South Carolina Geological Survey, Open-File Report OFR-144, scale 1:24,000</ref>

===Climate===
The city of Spartanburg has a humid subtropical climate with long, hot, and humid summers, and cool to semimild winters. The average annual temperature is {{convert|61.6|°F}}. In the summer from June through September, average highs are in the 80s °F (20s °C) to low 90s °F (30s °C), while in the winter, average highs are in the mid-50s °F (10s °C). Annual rainfall is spread fairly evenly throughout the whole year. Spartanburg receives very little snowfall, with the annual average being only {{convert|1.4|in|cm}}. Average precipitation is {{convert|51.3|in|cm}} and the average growing season is 231 days.
{{Weather box
|location = Spartanburg, South Carolina (1991–2020 normals, extremes 1983–present)
|single line = Y
|Jan record high F = 79
|Feb record high F = 82
|Mar record high F = 90
|Apr record high F = 94
|May record high F = 96
|Jun record high F = 102
|Jul record high F = 106
|Aug record high F = 106
|Sep record high F = 98
|Oct record high F = 99
|Nov record high F = 84
|Dec record high F = 80
|year record high F = 106
|Jan high F = 54.1
|Feb high F = 58.5
|Mar high F = 66.0
|Apr high F = 74.8
|May high F = 81.0
|Jun high F = 87.0
|Jul high F = 90.1
|Aug high F = 88.3
|Sep high F = 83.4
|Oct high F = 74.4
|Nov high F = 63.8
|Dec high F = 55.8
|year high F = 73.1
|Jan mean F = 42.8
|Feb mean F = 46.1
|Mar mean F = 52.9
|Apr mean F = 61.1
|May mean F = 68.5
|Jun mean F = 75.8
|Jul mean F = 79.3
|Aug mean F = 78.1
|Sep mean F = 72.5
|Oct mean F = 61.7
|Nov mean F = 51.1
|Dec mean F = 44.7
|year mean F = 61.2
|Jan low F = 31.5
|Feb low F = 33.8
|Mar low F = 39.8
|Apr low F = 47.3
|May low F = 56.0
|Jun low F = 64.6
|Jul low F = 68.6
|Aug low F = 67.8
|Sep low F = 61.6
|Oct low F = 49.0
|Nov low F = 38.4
|Dec low F = 33.6
|year low F = 49.3
|Jan record low F = −5
|Feb record low F = 6
|Mar record low F = 12
|Apr record low F = 22
|May record low F = 29
|Jun record low F = 37
|Jul record low F = 51
|Aug record low F = 46
|Sep record low F = 35
|Oct record low F = 23
|Nov record low F = 13
|Dec record low F = 0
|year record low F= −5
|precipitation colour = green
|Jan precipitation inch = 4.34
|Feb precipitation inch = 3.77
|Mar precipitation inch = 4.81
|Apr precipitation inch = 4.29
|May precipitation inch = 3.92
|Jun precipitation inch = 4.58
|Jul precipitation inch = 3.97
|Aug precipitation inch = 4.56
|Sep precipitation inch = 3.65
|Oct precipitation inch = 3.93
|Nov precipitation inch = 3.72
|Dec precipitation inch = 4.70
|year precipitation inch = 50.24
|Jan snow inch = 0.4
|Feb snow inch = 0.0
|Mar snow inch = 0.2
|Apr snow inch = 0.0
|May snow inch = 0.0
|Jun snow inch = 0.0
|Jul snow inch = 0.0
|Aug snow inch = 0.0
|Sep snow inch = 0.0
|Oct snow inch = 0.0
|Nov snow inch = 0.0
|Dec snow inch = 0.2
|year snow inch = 0.8
|unit precipitation days = 0.01 in
|Jan precipitation days = 9.3
|Feb precipitation days = 8.2
|Mar precipitation days = 9.5
|Apr precipitation days = 8.0
|May precipitation days = 7.9
|Jun precipitation days = 9.2
|Jul precipitation days = 9.3
|Aug precipitation days = 8.4
|Sep precipitation days = 6.6
|Oct precipitation days = 6.2
|Nov precipitation days = 7.1
|Dec precipitation days = 9.1
|year precipitation days = 98.8
|unit snow days = 0.1 in
|Jan snow days = 0.1
|Feb snow days = 0.0
|Mar snow days = 0.1
|Apr snow days = 0.0
|May snow days = 0.0
|Jun snow days = 0.0
|Jul snow days = 0.0
|Aug snow days = 0.0
|Sep snow days = 0.0
|Oct snow days = 0.0
|Nov snow days = 0.0
|Dec snow days = 0.2
|year snow days = 0.4
|source 1 = [[NOAA]]<ref>{{cite web
| url = https://w2.weather.gov/climate/xmacis.php?wfo=gsp
| title = NowData – NOAA Online Weather Data
| publisher = National Oceanic and Atmospheric Administration
| access-date = May 14, 2021}}</ref><ref>
{{cite web
| url = https://www.ncei.noaa.gov/access/services/data/v1?dataset=normals-monthly-1991-2020&startDate=0001-01-01&endDate=9996-12-31&stations=USC00388188&format=pdf
| publisher = National Oceanic and Atmospheric Administration
| title = Station: Spartanburg 3 SSE, SC
| work = U.S. Climate Normals 2020: U.S. Monthly Climate Normals (1991–2020)
| access-date = May 14, 2021}}</ref>
|date=August 2010
}}

==Demographics==
{{US Census population
|1850= 1176
|1860= 1216
|1870= 1080
|1880= 3253
|1890= 5544
|1900= 11395
|1910= 17517
|1920= 22638
|1930= 28723
|1940= 32249
|1950= 36795
|1960= 44352
|1970= 44546
|1980= 43826
|1990= 43467
|2000= 39673
|2010= 37013
|2020= 38732
|estyear=2024
|estimate=39606
|estref=<ref name="CensusQuickFacts">{{cite web|url=https://www.census.gov/quickfacts/fact/table/spartanburgcitysouthcarolina|title=QuickFacts: Spartanburg city, South Carolina|publisher=United States Census Bureau|access-date=May 15, 2025}}</ref>
|align-fn=center
|footnote=U.S. Decennial Census<ref>{{cite web|url=https://www.census.gov/programs-surveys/decennial-census.html|title=Census of Population and Housing|publisher=[[United States Census Bureau]]|access-date=August 14, 2013}}</ref> 2020<ref>{{cite web|title=2020 US Census|url=https://www.census.gov/quickfacts/fact/table/spartanburgcitysouthcarolina,US/PST045219|publisher=[[United States Census Bureau]]|access-date=October 28, 2021}}</ref><ref name="USCensusDecennial2020CenPopScriptOnly">{{cite web|url=https://api.census.gov/data/2020/dec/pl?get=P1_001N,NAME&for=place:*&in=state:45&key=5ccd0821c15d9f4520e2dcc0f8d92b2ec9336108|title=Census Population API|publisher=United States Census Bureau|access-date=Oct 15, 2022}}</ref>
}}

===2020 census===
{| class="wikitable"
|+Spartanburg racial composition<ref>{{Cite web|title=Explore Census Data|url=https://data.census.gov/cedsci/table?g=1600000US4568290&tid=DECENNIALPL2020.P2|access-date=2021-12-10|website=data.census.gov}}</ref>
!Race
!Num.
!Perc.
|-
|[[White (U.S. Census)|White]] (non-Hispanic)
|17,076
|44.09%
|-
|[[African American (U.S. Census)|Black or African American]] (non-Hispanic)
|16,945
|43.75%
|-
|[[Native American (U.S. Census)|Native American]]
|67
|0.17%
|-
|[[Asian (U.S. Census)|Asian]]
|787
|2.03%
|-
|[[Pacific Islander (U.S. Census)|Pacific Islander]]
|64
|0.17%
|-
|[[Race (United States Census)|Other/Mixed]]
|1,513
|3.91%
|-
|[[Hispanic (U.S. Census)|Hispanic]] or [[Latino (U.S. Census)|Latino]]
|2,280
|5.89%
|}

As of the [[2020 United States census|2020 census]], 38,732 people, 15,154 households, and 8,638 families resided in the city.

===2010 census===
At the [[2010 United States census|2010 census]], there were 37,013 people, 15,989 households, and 9,721 families residing in the city. The population density was {{convert|2,066.3|PD/sqmi|PD/km2|sp=us|adj=off}}. The 17,696 housing units had an average density of {{convert|923.9|/sqmi|/km2|sp=us|adj=off}}. The [[Race (United States Census)|racial makeup]] was 49.55% African American, 47.15% White, 0.18% Native American, 1.33% Asian, 0.82% from other races, and 0.96% from two or more races. Hispanics or Latinos of any race were 1.78% of the population.

Of the 15,989 households, 28.9% had children under 18 living with them, 34.0% were married couples living together, 23.0% had a female householder with no husband present, and 39.2% were not families. About 34.0% of all households were made up of individuals, and 13.2% had someone living alone who was 65 or older. The average household size was 2.33, and the average family size was 3.00.

In the city, the age distribution was 25.2% under 18, 12.2% from 18 to 24, 26.6% from 25 to 44, 20.6% from 45 to 64, and 15.4% who were 65 or older. The median age was 35 years. For every 100 females, there were 79.6 males.

The median income for a household in the city was $28,735, and for a family was $36,108. Males had a median income of $30,587 versus $23,256 for females. The [[per capita income]] for the city was $18,136. About 29.4% of families and 23.3% of the population were below the [[poverty line]], including 34.6% of those under age 18 and 15.4% of those age 65 or over.

==Economy==
{{See also|Economy of South Carolina#Modern_economy|label 1=Economy of South Carolina}}Within the past decade, developers and community leaders have spearheaded an effort to revitalize Spartanburg's downtown commercial district. This has resulted in a remodeling of Morgan Square, the restoration of a number of historic structures and the relocation of several businesses and company headquarters to the downtown vicinity. These new developments include a nine-floor, 240-room Marriott hotel.

Spartanburg is home to many large companies, including [[Denny's]], [[KYMCO]], [[Smith Drug Company]], [[Advance America Cash Advance]], [[Southern Conference]], ''[[Spartanburg Herald-Journal]]'', [[RJ Rockers Brewing Company]], American Credit Acceptance, and [[Upward Sports]].

The economy of Spartanburg benefits from the [[BMW]] [[BMW Manufacturing Co. Spartanburg|manufacturing facility]] located in the city of [[Greer, South Carolina]], which is in Spartanburg County. As of February 2017, the plant employed around 8,800 people with an average daily output of about 1,400 vehicles.

Spartanburg is also home to the world headquarters and research facility for [[Milliken & Company]], a textile and chemical manufacturer.[[File:QS1 Headquarters.JPG|thumb|[[QS/1 Data Systems]] headquarters]]

===Top employers===
According to Spartanburg's 2022 Comprehensive Annual Financial Report,<ref>{{cite web|url=https://www.cityofspartanburg.org/ArchiveCenter/ViewFile/Item/147 |title=City of Spartanburg Annual Comprehensive Financial Report |access-date=May 23, 2022}}</ref> the principal employers in the city are:

{| class="wikitable"
|-
! #
! Employer
! # of employees
|-
| 1
| [[Spartanburg Regional]]
| 9,648
|-
| 2
| [[Spartanburg County, South Carolina|Spartanburg County]]
| 1,515
|-
| 3
| [[Spartanburg School District 7]]
| 1,273
|-
| 4
| RedSail Technologies, LLC
| 485
|-
| 5
| [[Wofford College]]
| 421
|-
| 6
| City of Spartanburg
| 416
|-
| 7
| [[Spartanburg Regional Healthcare System|Spartanburg Hospital for Restorative Care]]
| 300
|-
| 8
| [[Converse University]]
| 260
|-
| 9
| [[Denny's|Denny's Corporate Office]]
| 250
|-
| 10
| [[Advance America Cash Advance|Advance America, Inc.]]
| 233
|}

==Arts and culture==
{{wide image|Chapman Cultural Center panorama.jpg|1100px|align-cap=center|Panoramic view of the Chapman Cultural Center}}

Cultural events and institutions in the city include:
* Chapman Cultural Center,<ref>{{cite web |url=https://www.chapmanculturalcenter.org/ |title=Welcome :: Chapman Cultural Center |website=Chapmanculturalcenter.org |access-date=July 2, 2023}}</ref> Spartanburg's cultural anchor for history, art, theatre, dance, music, and science, is located in a three-building complex on the northern edge of downtown. Opened in October 2007, the Center was designed by [[David M. Schwarz]] Architects of [[Washington, D.C.]] It houses the Spartanburg Art Museum, Spartanburg County Regional History Museum, Science Center, Little Theatre, Ballet, Music Foundation, and other groups that were formerly located in The Arts Center<ref>{{cite web |url=http://www.spartanarts.org |title=Welcome to the Chapman Cultural Center |website=Spartanarts.org |access-date=December 12, 2010 |archive-url=https://web.archive.org/web/20090901170156/http://www.spartanarts.org/ |archive-date=September 1, 2009}}</ref> on South Spring Street. It is owned and operated by The Arts Partnership of Greater Spartanburg, a non-profit organization dedicated to supporting arts and cultural agencies in Spartanburg County.
* [[Converse University]]<ref>{{cite web |title=Converse University |url=http://www.converse.edu |access-date=December 28, 2021 |website=Converse.edu}}</ref> is a nationally known four-year liberal arts institution recognized for its strong music and visual art programs. It hosts events open to the community throughout the year. Twichell Auditorium is located on the campus of Converse University. Home of the Greater Spartanburg Philharmonic Orchestra, Twichell Auditorium has served as hosts to other groups such as the Spartanburg All-County High School Band and Boston Brass. Twichell Auditorium was built in 1899 and renovated for the school's centennial celebration in 1989. The 1500-seat auditorium is home to a 57-rank [[Casavant Frères|Casavant]] organ with 2,600+ pipes. Theatre Converse puts on several plays a year, and Converse puts on an opera annually, as well as opera scenes. The university has had major concerts in recent years with such artists as [[Caedmon's Call]], [[Jason Mraz]], [[Corey Smith (musician)|Corey Smith]], and [[Colbie Caillat]].
* [[Hub City Writers Project]], serves the community as a local publishing company and independent bookstore.
* Spartanburg County Public Library headquarters,<ref>{{cite web |url=http://www.infodepot.org |title=Spartanburg County Public Libraries |website=Infodepot.org |access-date=December 12, 2010}}</ref> housed in an innovative building on South Church Street, is home to a voluminous collection of fiction, nonfiction, children's literature, A/V materials and items relating to local history and genealogy. The library hosts many meetings, concerts and presentations. The County Librarian is Todd Stephens.<ref>{{Cite web|title=Spartanburg County Public Libraries|url=http://www.spartanburglibraries.org/Contact/Directory|access-date=2021-02-10|website=Spartanburglibraries.org}}</ref>
* [[Spartanburg Memorial Auditorium]] is located on N. Church Street, across from the municipal building in the northwest end of the city of Spartanburg. The "SMA" has hosted acts such as [[Bob Dylan]], [[Crosby Stills and Nash]], [[B.B. King]], [[Billy Joel]], [[David Copperfield (illusionist)|David Copperfield]], [[Lewis Grizzard]], [[Harry Connick, Jr.]], [[Gerald Levert]], [[Dave Chappelle]], [[Jerry Seinfeld]], [[Phish]], ''[[A Prairie Home Companion]]'', and many others. Originally built in an [[Art Deco]] style and was renovated {{circa|2002}} including a new facade and backstage with loading area.
* Wofford College,<ref>{{cite web |date=October 22, 2007 |title=Wofford College |url=http://www.wofford.edu |access-date=December 12, 2010 |website=Wofford.edu}}</ref> liberal arts college. Not traditionally known for its arts and cultural strength, Wofford has made notable strides to develop arts programs in recent years. Poet and environmental writer [[John E. Lane]], theater artist Mark Ferguson, and visual artist [[Kris Neely]] are all graduates of Wofford. Each returned to their alma mater to develop curricular and co-curricular opportunities in the Arts, including a Creative Writing program, a Theatre Major, and a minor in Studio Art. John Lane was also a critical visionary in the creation of the Goodall Environmental Studies Center in [[Glendale, South Carolina|Glendale]].

===Points of interest===
* Cottonwood Trail, walking trail located in the Edwin M. Griffin Nature Preserve that runs along part of Lawson's Fork Creek. The trail includes picnic areas, a raised path over an extensive wetlands area and access to sporadic sandbars. Located just east of downtown, it is used frequently by cyclists, joggers and walkers. Since the Lawson's Fork floodplain is not suitable for development, wildlife populate the area. Larger animals that can be found here include [[white-tailed deer]], [[raccoon]]s, [[wild turkey]]s, [[pileated woodpecker]]s, [[mallard ducks]], [[Canada geese]] and [[common snapping turtle|snapping turtle]]s.<ref>{{cite web |url=http://www.spartanburgconservation.org/edwin.htm |title=Edwin M. Griffin Nature Preserve |archive-url=https://web.archive.org/web/20100702000517/http://www.spartanburgconservation.org/edwin.htm |archive-date=July 2, 2010 |website=Spartanburg Area Conservancy |access-date=December 12, 2010}}</ref><ref>{{cite web |title=Cottonwood Trail {{!}} SPACE |url=https://www.spartanburgconservation.org/cottonwood-trail |website=Spartanburg Area Conservancy |access-date=July 2, 2023 |language=en}}</ref>
* [[Hampton Heights|Hampton Heights Historic District]], the city's oldest intact downtown neighborhood, located a couple of blocks south of Morgan Square. Architectural styles in this neighborhood range from large [[Queen Anne style architecture in the United States|Queen Anne]] and [[Neoclassical architecture|Neoclassical]] homes to cozy early 20th-century bungalows.
* [[Hatcher Garden and Woodland Preserve]], preserve located in the midst of an urban environment. Retired social activist Harold Hatcher and his wife Josephine transformed an eroding gully into a thick woods and flower garden which now provides a haven for birds and other wildlife.<ref>{{Cite web|title=About Us|url=https://www.hatchergarden.org/about-us-2|access-date=2020-06-19|website=Hatcher Garden|language=en-US}}</ref>

Early European settlers to this area included French fur trappers, English woodsmen, and Scots-Irish farmers. Few remnants survive from these early pioneering days, but traces can be found in the more rural areas of the county.

* [[Pacolet River|Lawson's Fork Creek]], tributary of the [[Pacolet River]], was once known for its plentiful wildlife and crystal clear waters. Parks and woodlands line much of its banks (which lie entirely within Spartanburg County), and rocky shoals and natural waterfalls can be found throughout its course. It stretches from the northern end of the county to the eastern end, where it empties into the Pacolet River.
* [[Jammie Seay House]], another 18th-century home, is a more typical representative of a pioneer home. Its single stone fireplace and simple construction were common traits of farmsteads from this period.

First established in the 1780s as a courthouse village, Spartanburg may have been named for the Spartan regiment of the South Carolina militia. The city was incorporated in 1831, at the time of the 50th anniversary of the [[Battle of Cowpens]], a pivotal fight of the [[American Revolution]] that took place only a few miles away. The city's streets and architectural record reflect the changes of the 19th and 20th centuries.

* Magnolia Street Train Depot, one of the older buildings in Spartanburg and stands as a reminder of Spartanburg's old nickname "the Hub City," referring to the many transportation routes that connected Spartanburg with cities throughout the region.<ref>{{cite book |url=http://digital.tcl.sc.edu/cdm/ref/collection/access/id/2974 |title=Spartanburg, City and County, South Carolina |date=1888 |publisher=Spartanburg Board of Trade |page=5}}</ref> It is now the home of the [[Amtrak]] station, the Hub City Railroad Museum, and the Hub City Farmers' Market.
* Morgan Square, the city's primary downtown hub, is the original courthouse village. It was founded adjacent to a small spring (now underground) on the western slope of a ridge, which forms the border of the [[Tyger River|Tyger]] and [[Pacolet River]] watersheds. The square's name derives from [[Daniel Morgan]], the general who commanded the American forces at Cowpens. A statue of Morgan was placed in the square in 1881. The oldest existing buildings on Morgan Square date to the 1880s.
* The Price House, the third 18th-century home maintained by the Historical Association, is unique. Its sturdy [[Flemish bond|Flemish-bond]] brick construction and three stories are less common in this area. By carefully examining the original inventory lists of the house, the Historical Association has been able to retrieve period pieces that approximate the original contents of the house.
* [[Walnut Grove Plantation]], an 18th-century farmhouse, has been preserved by The Spartanburg County Historical Association. The site of a locally famous skirmish during the [[American Revolutionary War]], it was the home of the Moore family. The plantation lies south of Spartanburg near the town of [[Roebuck, South Carolina|Roebuck]], and is open to the public for tours and during annual festivals.

[[Cotton mill]]s have abounded in the Spartanburg area since 1816, earning Spartanburg the reputation as the "[[Lowell, Massachusetts|Lowell]] of the South." Although there were few mills in the area before the [[American Civil War|Civil War]], technological advances, northern capital, and out-migration from the poor farms that made white labor available, created a wave of [[Reconstruction Era of the United States|postbellum]] mill development here and in much of the Piedmont [[Southern USA|South]]. Additionally, the abundant streams and rivers in the area are just beginning their descent towards the lower-lying [[Midlands (South Carolina)|Midlands]] region. In many places, these waterways descend abruptly, providing a source for plentiful [[waterpower]]. Cotton mills were built along these rivers to harness this power, and so began the region's servitude to [[King Cotton]]. These mills, their owners and their slaves dominated the politics and economy of the region for nearly a century. Although nearly all abandoned, many mills remain along the riverbanks, the Piedmont equivalent of [[Gothic architecture|Gothic]] ruins.

* Beaumont Mill, north of the downtown, has recently been purchased by Spartanburg Regional Healthcare who moved their billing, human resources, and medical records to the {{convert|180000|sqft|adj=on}} mill.<ref>{{cite web|url=http://www.wyff4.com/spartanburg-regional-healthcare-system/former-textile-mill-once-again-buzzes-with-activity/40997314|title=Former Textile Mill Once Again Buzzes with Activity|website=[[WYFF]]|access-date=September 8, 2016}}</ref> The adjacent mill village has been designated as a local historic district.<ref>{{cite web |url=http://www.cityofspartanburg.org/index.cfm?PageID=369&ParentPageID=147 |title=Beaumont Village Local Historic District |website=Cityofspartanburg.org |access-date=January 29, 2012}}</ref>
* Converse Mill, located east of the city along the Pacolet River. It has recently been purchased by a developer. The mill was reconstructed in 1903 after a huge flood washed away the original mill. The dam is still in use by Converse Energy Inc as a hydroelectric plant.
[[File:Glendalebridge.jpg|thumb|right|220px|The old bridge and millpond at Glendale. The mill itself (background) has since burned.]]
* Glendale Mill, located off Lawson's Fork Creek, southeast of the city. Although gutted by fire in 2004,<ref>{{cite web|url=http://www.sciway.net/sc-photos/spartanburg-county/glendale-mill.html|title=Glendale Mill – Glendale South Carolina SC|website=Sciway.net|date=December 7, 2011|access-date=September 8, 2016}}</ref> a few towers and smokestacks remain, providing a dramatic backdrop to the dam, shoals and waterfalls of the creek below. The former company store now serves as the home of the [[Wofford College]] Environmental Studies Center. The Glendale Shoals bridge will be getting a $600,000 makeover, and will ultimately connect to the state's [[Palmetto Trail]].<ref>{{cite news|url=http://www.goupstate.com/news/20120530/glendale-shoals-bridge-to-receive-600000-makeover|title=Glendale Shoals bridge to receive $600,000 makeover|last=Doughman|first=Andrew|newspaper=Spartanburg Herald-Journal|access-date=September 8, 2016}}</ref>

When the United States entered [[World War I]] in 1917, one of the sixteen divisional cantonments for the training of National Guard troops was Camp Wadsworth, which is located in the vicinity of [[Westgate Mall (Spartanburg)|Westgate Mall]]. Large numbers of New York National Guardsmen trained there in addition to many southern troops. During [[World War II]], Camp Croft south of the city trained Army recruits. This is now a South Carolina state park with the same name. Some portions of the park contain the original [[quonset hut]]s.

===Attractions===
* Dickens of a Christmas, Victorian holiday event held annually in downtown Spartanburg on the Tuesday after Thanksgiving.
* The Greek Festival, major street festival that is held in September by the local Greek community at St. Nicholas Greek Orthodox Church. The festival offers Greek food and cultural activities, and is the sister festival to the Greek Festival held every spring in [[Greenville, South Carolina|Greenville]].
* Festifall, an historical celebration held on the grounds of the 18th-century Walnut Grove Plantation in October, featuring demonstrations and reenactments.
* The Hotspot Skatepark
* The Hub City Farmers Market, outdoor market held Saturday mornings from 8:00am – 12:00pm from April to December at Harvest Park in the Northside neighborhood, showcasing local (often organic) produce and goods.<ref>{{cite web|url=https://www.hubcityfm.org/ |title=Hub City Farmers Market|website=Hubcityfm.org|access-date=2022-01-11}}</ref>
* The Hub City Hog Fest, annual barbecue festival and competition that benefits Mobile Meals. It is held in the heart of downtown Spartanburg with food trucks, over 40 BBQ teams, and two days of live music.
* Hub City Railroad Museum<ref>{{cite web |title=Hub City Railroad Museum |url=http://www.hubcityrailroadmuseum.org |access-date=July 20, 2012 |website=Hubcityrailroadmuseum.org}}</ref>
* The International Festival, event showcasing culture and cuisine from countries around the globe held at Barnet Park on the first Saturday in October.
* Music on Main, street concert event held every Thursday (April through August) in downtown Spartanburg.
* Spartanburg Music Trail,<ref>{{cite web |title=Spartanburg Music Trail |url=http://spartanburgmusictrail.com/ |access-date=July 20, 2012 |website=spartanburgmusictrail.com}}</ref> trail with a series of signs throughout downtown recognizing local musicians.
* Red, White and Boom, [[Independence Day (United States)|Fourth of July]] event held at Barnet Park featuring patriotic music and a fireworks display.
* Taste of the Backcountry, historical celebration held on the grounds of the 18th-century Price House in April, featuring food samples and demonstrations

==Sports==
[[File:Carolina Panthers training camp.jpg|thumb|right|250px|Quarterback [[Cam Newton]] and the Carolina Panthers participate in training camp at Wofford College in 2011.]]
Spartanburg formerly hosted the NFL's [[Carolina Panthers]] training camp each year on the campus of [[Wofford College]] from 1995–2023. The Panthers moved their training camp to Charlotte in 2024.<ref>{{Cite web |last=Lavender |first=Chris |date=2023-12-06 |title=Spartanburg to lose millions as Panthers move training camp to Charlotte in 2024 |url=https://www.postandcourier.com/spartanburg/carolina-panthers-moving-training-camp-to-charlotte/article_6b23b4de-946d-11ee-902b-83d516d052fa.html |access-date=2024-07-23 |website=The Post and Courier |language=en}}</ref>

[[Duncan Park|Duncan Park Stadium]] is one of the oldest baseball stadiums in the country.<ref>{{Cite web |last=Viquez |first=Marc |date=September 23, 2020 |title=Shibe Park seats still exist |url=https://www.mlb.com/news/phillies-alumni-shibe-park-seats-still-exist |access-date=October 28, 2023 |website=MLB.com |language=en}}</ref> It was once home to the Spartanburg Stingers<ref>{{cite web |url=http://www.spartanburgstingers.com/ |archive-url=https://web.archive.org/web/20030411085845/http://www.spartanburgstingers.com/ |url-status=usurped |archive-date=April 11, 2003 |title=Spartanburg Stingers |website=Spartanburg Stingers |access-date=September 1, 2011}}</ref> in the [[Coastal Plain League]] (CPL)<ref>{{Cite web |url=https://coastalplain.com/coastalplain.com |archive-url=https://web.archive.org/web/20150811233225/http://www.coastalplain.com/ |url-status=dead |title=Coastal Plain League |archive-date=August 11, 2015 |access-date=March 30, 2023}}</ref> and the Spartanburg Crickets<ref>{{cite web |url=http://www.scbl.org/viewpage.asp?key=11088&pi=Team%7cSpartanburg |title=Southern Collegiate Baseball League – Home Page – Pointstreak Sites |website=Scbl.org}}</ref> in the Southern Collegiate Baseball League.<ref>{{cite web |url=http://www.scbl.org/ |title=Home Page | Southern Collegiate Baseball League |website=Scbl.org |date=July 19, 2015 |access-date=November 8, 2016 |archive-date=July 3, 2008 |archive-url=https://web.archive.org/web/20080703040249/http://www.scbl.org./ |url-status=dead }}</ref> It was also once home to the [[Spartanburg Peaches]], a minor league affiliate of the [[Cleveland Indians]] and the [[Spartanburg Phillies]], a minor league team of the [[Philadelphia Phillies]]. It now is the home stadium for the baseball teams of [[Spartanburg High School]]. In 2021, it was the home field for the [[Spartanburgers]] in the CPL.<ref>{{cite news |last1=Lavender |first1=Chris |title=Fans fired up for Spartanburgers baseball team on opening night at Duncan Park |url=https://www.goupstate.com/story/news/2021/05/28/spartanburgers-baseball-team-duncan-park-sold-out-inagurual-coastal-plain-league/7479419002/ |access-date=June 2, 2023 |work=Spartanburg Herald-Journal |date=May 28, 2021}}</ref><ref>{{cite news |first=Gabe |last=Whisnant |title=Despite postponed season, Spartanburgers coach, city believe in future of CPL baseball |url=https://www.goupstate.com/story/news/local/2022/03/03/spartanburgers-suspend-operations-2022-coastal-plain-league-season/9363559002 |access-date=June 2, 2023 |work=Spartanburg Herald-Journal |date=March 4, 2022 |language=en}}</ref>

The Shrine Bowl of the Carolinas is held each year at Wofford's Gibbs Stadium. It is a high school football all-star game played between the top players from South Carolina and the top players from [[North Carolina]].

The [[USC Upstate Spartans]], Spartanburg Methodist College Pioneers, [[Wofford Terriers|Wofford College Terriers]], and [[Converse University]] Valkyries offer a variety of sports for both men and women. The [[Southern Conference]] is also headquartered in Spartanburg.

The city hosts the Spartanburg Criterium. The [[criterium]] is a yearly event and is usually one of the events associated with [[Speed Week]] which is part of the [[USA Crits]] bicycle racing series. The event is billed as the “fastest night in Spartanburg”.

[[Upward Sports]], a Christian-based sports organization for kids, is headquartered in Spartanburg.<ref>{{cite web |url=http://www.upward.org/ |title=Upward Sports – Providing the best sports experience for every child |website=Upward.org |access-date=December 12, 2010}}</ref>

The [[Down East Wood Ducks]] baseball team of the [[Carolina League]] moved to the newly built [[Fifth Third Park]] in downtown Spartanburg in April 2025.<ref>{{cite news |last1=Boschult |first1=Christian |title=Spartanburg gets a minor league baseball team, plans downtown stadium |url=https://www.postandcourier.com/spartanburg/news/spartanburg-gets-a-minor-league-baseball-team-plans-downtown-stadium/article_1e221f9c-f597-11ed-b574-7f6b7753c03b.html |access-date=May 25, 2023 |work=[[The Post and Courier]] |location=[[Charleston, South Carolina]] |date=May 23, 2023 |language=en |url-status=live |url-access=subscription |archive-url=https://web.archive.org/web/20230523144520/https://www.postandcourier.com/spartanburg/news/spartanburg-gets-a-minor-league-baseball-team-plans-downtown-stadium/article_1e221f9c-f597-11ed-b574-7f6b7753c03b.html |archive-date=May 23, 2023}}</ref><ref>{{cite news |first=Christian |last=Boschult |title=The 'multiplier effect': Spartanburg breaks ground on stadium to transform downtown |url=https://www.postandcourier.com/spartanburg/news/spartanburg-downtown-baseball-stadium-named-fifth-third-park-impact-local-economy/article_012b3dae-7a50-11ee-84f9-a3ca148e66df.html |newspaper=[[The Post and Courier]] |location=[[Charleston, South Carolina]] |date=November 3, 2023 |access-date=November 8, 2023 |url-status=live |url-access=subscription |archive-url=https://web.archive.org/web/20231108205225/http://postandcourier.com/spartanburg/news/spartanburg-downtown-baseball-stadium-named-fifth-third-park-impact-local-economy/article_012b3dae-7a50-11ee-84f9-a3ca148e66df.html |archive-date=November 8, 2023}}</ref> The team was renamed the [[Hub City Spartanburgers]] and currently play as the High A affiliate of the Texas Rangers in the [[South Atlantic League]]<ref>{{Cite news |first=Benjamin |last=Hill |url=https://www.milb.com/news/hub-city-spartanburgers-will-be-rangers-new-single-a-team-2025 |title=Well done: Texas affiliate debuts Hub City identity |work=[[Minor League Baseball]] |date=May 11, 2024 |access-date=May 11, 2024}}</ref>

Boiling Springs FC, a semiprofessional soccer team of the [[United Premier Soccer League]], began play in 2024.<ref>{{Cite web |last=White |first=Max |date=2024-06-25 |title=Spartanburg Co.'s new semiprofessional soccer team with MLS aspirations: Boiling Springs FC |url=https://www.postandcourier.com/spartanburg/news/spartanburg-boiling-springs-fc-soccer-football/article_c6062140-324f-11ef-971f-2392a35779f1.html |access-date=2024-07-23 |website=The Post and Courier |language=en}}</ref>

==Government==
The current mayor, Jerome Rice, was elected in 2021. Spartanburg operates under a [[city manager]] form of government in which the mayor and six city council members have equal votes. Council members represent districts within the city and the mayor is elected at large. The council appoints a city manager, who is responsible for the daily administration of city governmental affairs.<ref>{{cite web |url=http://www.cityofspartanburg.org/index.cfm?PageID=300&ParentPageID=1 |title=City Council |website=City of Spartanburg |access-date=December 12, 2010}}</ref>

City Hall was located at 145 West Broad Street, however that building was demolished and the city offices are currently located at 187 W Broad Street<ref>{{Cite web |title=Contact {{!}} Spartanburg, SC |url=https://www.cityofspartanburg.org/142/Contact |access-date=2024-07-23 |website=www.cityofspartanburg.org}}</ref> while a joint joint government complex for the city and county offices is under construction.<ref>{{Cite web |last=Lavender |first=Chris |date=2023-01-09 |title=New Spartanburg joint government complex entering design phase |url=https://www.postandcourier.com/spartanburg/news/new-spartanburg-joint-government-complex-entering-design-phase/article_de557584-9048-11ed-922b-9f201b8f4f7e.html |access-date=2024-07-23 |website=The Post and Courier |language=en}}</ref> City council meets on the second and fourth Monday of the month at the Spartanburg County Administration Building.<ref>{{Cite web |title=City Council {{!}} Spartanburg, SC |url=https://www.cityofspartanburg.org/316/City-Council |access-date=2024-07-23 |website=www.cityofspartanburg.org}}</ref>

The Spartanburg County Administration Building (the old Sears building which was vacated in the mid-1970s when Sears moved to [[Westgate Mall (Spartanburg)|Westgate Mall]] and renovated in the late 1980s or early 1990s) is located at 366 North Church Street. It is across the street from the [[Spartanburg Memorial Auditorium]].

==Education==
[[File:Converse College main building.jpg|thumb|Wilson Hall at [[Converse University]]]]
[[File:Main Building at Wofford College.jpg|thumb|Old Main at [[Wofford College]]]]
[[File:Johnson College of Business and Economics.jpg|thumb|[[University of South Carolina Upstate|USC Upstate]]'s Johnson College of Business and Economics downtown]]

===Colleges and universities===
Spartanburg is a college town,{{cn|date=December 2024}} with four institutions of higher learning in the city limits:
* [[Spartanburg Community College]] Downtown Campus<ref>{{cite web|url=https://www.sccsc.edu/about/locations/downtown.php|title=Downtown Spartanburg Campus|publisher=[[Spartanburg Community College]]|access-date=2024-10-26}}</ref>
* [[Converse University]], founded in 1889, Converse University is a comprehensive doctoral institution
* [[Virginia College of Osteopathic Medicine|Edward Via College of Osteopathic Medicine (VCOM)]] – Carolinas Campus, first classes began in fall 2011
* [[Wofford College]], founded in 1854, Wofford College is a [[Phi Beta Kappa]] liberal arts college with an enrollment of approximately 1,500 students.

In the area:
* The [[University of South Carolina Upstate]] (formerly known as University of South Carolina Spartanburg, or USCS), in [[Valley Falls, South Carolina|Valley Falls]]<ref>{{cite web|url=https://www2.census.gov/geo/maps/DC2020/DC20BLK/st45_sc/place/p4573465_valley_falls/DC20BLK_P4573465.pdf|title=2020 CENSUS - CENSUS BLOCK MAP: Valley Falls CDP, SC|publisher=[[U.S. Census Bureau]]|access-date=2024-10-26|quote=Univ of South Carolina Upstate}}</ref>
* Spartanburg Community College Spartanburg (Giles) Campus (main campus), in [[Southern Shops, South Carolina|Southern Shops]]<ref>{{cite web|url=https://www2.census.gov/geo/maps/DC2020/DC20BLK/st45_sc/place/p4567750_southern_shops/DC20BLK_P4567750.pdf|title=2020 CENSUS - CENSUS BLOCK MAP: Southern Shops CDP, SC|publisher=[[U.S. Census Bureau]]|access-date=2024-10-26}} - College not directly indicated on map, so compare with the address.</ref><ref>{{cite web|url=https://www.sccsc.edu/about/locations/index.php|title=Campus Locations|publisher=[[Spartanburg Community College]]|access-date=2024-10-26|quote=107 Community College Drive <nowiki>|</nowiki> Spartanburg, SC 29303}}</ref>
* [[Spartanburg Methodist College]] (formerly known as the Textile Industrial Institute from 1911 to 1942 and then Spartanburg Junior College until 1974), originally the only 2-year residential college in SC, it now offers several 4-year programs; it is located in [[Saxon, South Carolina|Saxon]].<ref>{{cite web|url=https://www2.census.gov/geo/maps/DC2020/DC20BLK/st45_sc/place/p4564240_saxon/DC20BLK_P4564240.pdf|title=2020 CENSUS - CENSUS BLOCK MAP: Saxon CDP, SC|publisher=[[U.S. Census Bureau]]|access-date=2024-10-26|quote=Spartanburg Methodist Colg}}</ref>
* [[Sherman College of Chiropractic]], South Carolina's only chiropractic college

===Public and private schools===
Most of the City of Spartanburg's public schools are run by [[Spartanburg County School District 7]], one of seven loosely affiliated districts located in [[Spartanburg County, South Carolina#Education|Spartanburg County]]. District 7 students are zoned to [[Spartanburg High School]]. However, the westernmost part of the city is served by [[Spartanburg County School District 6]],<ref>{{cite web|url=https://www2.census.gov/geo/maps/DC2020/PL20/st45_sc/schooldistrict_maps/c45083_spartanburg/DC20SD_C45083.pdf|title=2020 CENSUS - SCHOOL DISTRICT REFERENCE MAP: Spartanburg County, SC|publisher=[[U.S. Census Bureau]]|access-date=2021-07-05}}</ref> which has two elementary schools within city limits. District 6 students are zoned to [[Paul M. Dorman High School]] in [[Roebuck, South Carolina|Roebuck]].

The Spartanburg area is home to the main campus of the [[South Carolina School for the Deaf and the Blind]], which is outside of the city limits in an [[unincorporated area]]. It has five Regional Outreach Centers throughout the state.<ref>{{cite web |url=http://www.scsdb.org/ |title=South Carolina School for the Deaf and the Blind |website=Scsdb.org |access-date=December 12, 2010}}</ref> The city is also home to Spartanburg Preparatory School, a K–8 public charter school that is the only "brick and mortar" charter school in the Upstate.<ref>{{cite web |url= http://www.spartanburgprep.org/ |title=Spartanburg Preparatory School |publisher=Spartanburg Preparatory School |access-date=June 3, 2014}}</ref>

Spartanburg is also home to Spartanburg Christian Academy, a K–12 private school in North Spartanburg,<ref>{{cite web |url=http://scawarriors.org |title=Spartanburg Christian Academy |website=Scawarriors.org |date=December 6, 2010 |access-date=December 12, 2010}}</ref> the [[Spartanburg Day School]], a K–12 private school offering the International Baccalaureate in grades K–4, and to Oakbrook Preparatory and Westgate Christian schools, both K–12 private schools.<ref>{{cite web |url=http://www.oakbrookprep.org/ |title=Oakbrook Preparatory School |website=Oakbrookprep.org |access-date=December 12, 2010}}</ref> Located in [[Hampton Heights]], the Montessori Academy of Spartanburg is a PreK-8 private school providing a [[Montessori education|Montessori]] educational approach.<ref>{{cite web |url=http://www.montessorispartanburg.com/ |title=Montessori Academy of Spartanburg |website=montessorispartanburg.com |access-date=June 7, 2014}}</ref> The Meeting Street Academy in downtown Spartanburg is a branch of a [[Charleston, South Carolina|Charleston]]-based private school and currently offers PreK and Kindergarten.<ref>{{cite web |url=http://www.meetingstreetacademy.com/Locations/MSA-Spartanburg.aspx |title=Meeting Street Academy – Spartanburg |website=meetingstreetacademy.com |access-date=June 7, 2014}}</ref>

St. Paul the Apostle Catholic School is located in downtown Spartanburg. It is affiliated with the [[Roman Catholic Diocese of Charleston]] and is K–8.<ref>{{cite web |url=http://www.stpaulschoolsc.com/St_Paul_the_Apostle_Catholic_School_Spartanburg_SC.html |title=St Paul the Apostle Catholic School Spartanburg SC |archive-url=https://web.archive.org/web/20110208040712/http://stpaulschoolsc.com/St_Paul_the_Apostle_Catholic_School_Spartanburg_SC.html |archive-date=February 8, 2011 |website=Stpaulschoolsc.com |access-date=December 12, 2010}}</ref>

==Media==
* ''The Greer Citizen'', publishes online and weekly in print, however, it will close and stop publishing at the end of July 2024 <ref>{{Cite web |title=The Greer Citizen |url=https://www.greercitizen.com/ |access-date=March 30, 2023 |website=Greercitizen.com}}</ref><ref>{{Cite web |last=Hensley |first=Matthew |date=2024-07-03 |title=A weekly newspaper has served the Upstate for over 100 years. Its last edition is July 31. |url=https://www.postandcourier.com/spartanburg/news/greer-citizen-closing-upstate-newspaper/article_55f0e252-3978-11ef-b8b4-3b8f1c502dc5.html |access-date=2024-07-23 |website=The Post and Courier |language=en}}</ref>
* ''[[The Post and Courier]]'' of Charleston, operates a bureau in Spartanburg and publishes a Spartanburg e-edition and Spartanburg news online. There is also a free joint print edition from both the Greenville and Spartanburg bureaus published monthly, usually on the fourth Thursday of the month.<ref>{{cite web|url=https://www.postandcourier.com/spartanburg/ |title=PostandCourier.com |work=The Post and Courier |access-date=October 12, 2022}}</ref>
* The ''Spartan Weekly News'', weekly newspaper with offices located in downtown Spartanburg. The paper covers all of Spartanburg County with an emphasis on the city of Spartanburg, and its coverage focuses on items of community interest and well as news from around the upstate of South Carolina.<ref>Retrieved on Oct. 12, 2022.</ref>
* ''[[Spartanburg Herald-Journal]]'', owned by [[Gannett]], is Spartanburg's primary newspaper.<ref>{{cite web |title=GoUpstate.com |url=http://www.GoUpstate.com |access-date=October 12, 2022 |publisher=GoUpstate.com}}</ref> ''The Herald-Journal'' also publishes ''Spartanburg'' magazine four times per year.
* ''The Woodruff Times'', publishes online

Spartanburg is part of the much greater [[Greenville, South Carolina|Greenville]]-Spartanburg-[[Anderson, South Carolina|Anderson]]-[[Asheville, North Carolina|Asheville]] [[Designated Market Area|DMA]] which is the nation's 37th largest in the country and is served by the following major television affiliates:<ref>{{Cite web |date= |title=Greenville-Spartaburg-Asheville-Anderson DMA Map 2023 |url=https://www.mediamarketmap.com/greenville-spartanburg-asheville-anderson-designated-market-media-map/ |access-date=November 5, 2023 |website=Media Market Map |language=en-US}}</ref>

{{Div col}}
* [[WYFF-TV|WYFF]] 4 ([[NBC]]), broadcasting from [[Greenville, South Carolina|Greenville]]
* [[WSPA-TV|WSPA]] 7 ([[Columbia Broadcasting Service|CBS]]), broadcasting from Spartanburg
* [[WLOS-TV|WLOS]] 13 ([[American Broadcasting Company|ABC]]), broadcasting from [[Asheville, North Carolina|Asheville]] but also from [[Anderson, South Carolina|Anderson]] on WMYA DT-2 (a digital subchannel)
* [[WGGS]] 16 [[independent television station|independent]]/[[Christian Television Station]]
* [[WHNS-TV|WHNS]] 21 ([[Fox Broadcasting Company|Fox]]), broadcasting from [[Greenville, South Carolina|Greenville]]
* [[WMYA-TV|WMYA]] 40 ([[MyNetworkTV|My Network TV]]), transmitting from Anderson but also on WLOS DT-2 a digital subchannel of Channel 13 out of [[Asheville, North Carolina|Asheville]]
* [[WYCW-TV|WYCW]] 62 ([[The CW Television Network|The CW Network]]), licensed to [[Asheville, North Carolina|Asheville]] but broadcasting and transmitting from Spartanburg
{{div col end}}

==Media mentions==
* Spartanburg was mentioned in the [[Hank Williams, Jr.]] 1981 song "[[Dixie on My Mind]]".

==Infrastructure==
===Transportation===
====Major highways====
{{Div col|colwidth=18em}}
* {{jct|state=SC|I|26}}
* {{jct|state=SC|I|85}}
* {{jct|state=SC|BL|85}}
* {{jct|state=SC|I|585}}
* {{jct|state=SC|US|29}}
* {{jct|state=SC|US|176}}
* {{jct|state=SC|US|221}}
* {{jct|state=SC|SC|9}}
* {{jct|state=SC|SC|56}}
* {{jct|state=SC|SC|129}}
* {{jct|state=SC|SC|215}}
* {{jct|state=SC|SC|295}}
* {{jct|state=SC|SC|296}}
{{div col end}}

====Public transit====
[[File:SPARTA bus.JPG|thumb|A hybrid SPARTA bus at the downtown Passenger Center.]]
Spartanburg is served by the [[Spartanburg Area Regional Transit Agency]] (SPARTA), covering the city of Spartanburg and the surrounding urbanized area with 8 routes leading to a wide variety of destinations. All SPARTA buses are equipped with bicycle racks. Two hybrid-electric buses were added to the fleet in 2012.<ref>{{cite web|author=Trevor Anderson |url=http://www.goupstate.com/article/20120529/ARTICLES/120529565?p=all&tc=pgall |title=Spartanburg City Council OKs first reading of $33.4M budget - News - GoUpstate - Spartanburg, SC |website=GoUpstate.com |date=June 30, 2013 |access-date=November 8, 2016}}</ref> The SPARTA Passenger Center is located at 100 North Liberty Street and also serves [[Greyhound Lines|Greyhound]] buses.

Mass Transit is provided to all citizens of Spartanburg County through Spartanburg County Dial-A-Ride. It is a door to door service that operates six days a week.

==== Active transportation ====
Spartanburg is home to the Daniel Morgan Trail System, or "the Dan" for short, a {{convert|55|mile|adj=on}} collaboration between Spartanburg County Parks, the City of Spartanburg, non-profit PAL, and other community partners.<ref>{{Cite web |title=The Daniel Morgan Trail System |url=https://www.palspartanburg.org/the-dan |access-date=2025-04-29 |website=PAL Spartanburg |language=en}}</ref> The system consists of paved and unpaved pathways, along with expanded sidewalks and protected bicycle travel lanes. The Hub City Hopper, a fully protected bicycle lane going through the city's dowtown that is described as a first of its kind in South Carolina,<ref>{{Cite web |title=Trail Segments |url=https://www.palspartanburg.org/dan-trail-segments |access-date=2025-04-29 |website=PAL Spartanburg |language=en}}</ref> was named as the sixth best new U.S. bike lane in 2023 by PeopleForBikes.<ref>{{Cite web |title=The Best New U.S. Bike Lanes |url=https://www.peopleforbikes.org/news/the-best-new-u.s.-bike-lanes |access-date=2025-04-29 |website=PeopleForBikes |language=en}}</ref> The system is likely to grow in the coming years.<ref>{{Cite news |last=Boschult |first=Christian |date=2024-08-06 |title=Spartanburg's trail system could grow by 20 miles in 4 years. Here's where. |url=https://www.postandcourier.com/spartanburg/news/spartanburg-dan-trail-expansion-saluda-grade-purchase/article_68c964a8-5372-11ef-b42e-abf2f13eb40a.html |access-date=2025-04-29 |newspaper=Post and Courier |language=en}}</ref>

====Airports====
The [[Greenville-Spartanburg International Airport]] (GSP) lies mostly in suburban [[Greer, South Carolina|Greer]], and it serves [[Greenville, South Carolina|Greenville]] as well as Spartanburg. It has become one of the busiest airports in South Carolina.

The [[Spartanburg Downtown Memorial Airport]] (SPA) is a general aviation/small craft airport owned and operated by the City, which lies southwest of town.<ref>{{cite web|url=http://www.cityofspartanburg.org/City_Government/City_Departments/Memorial_Airport.htm|archive-url=https://web.archive.org/web/20060429030637/http://www.cityofspartanburg.org/City_Government/City_Departments/Memorial_Airport.htm|url-status=dead|archive-date=April 29, 2006|title=Airport|date=April 29, 2006|access-date=December 12, 2018}}</ref>

====Railroad station====
[[Amtrak]]'s [[Crescent (train)|''Crescent'' train]] connects Spartanburg with the cities of New York, [[Philadelphia]], [[Baltimore]], [[Washington, D.C.|Washington]], [[Greensboro, North Carolina|Greensboro]], [[Charlotte, North Carolina|Charlotte]], [[Atlanta]], [[Birmingham, Alabama|Birmingham]] and [[New Orleans]]. The [[Spartanburg station|Amtrak station]] is situated at 290 Magnolia Street.

===Healthcare===
Spartanburg County's healthcare is mainly provided by Spartanburg Regional Healthcare System. [[Spartanburg Regional]] is a public, not-for-profit, integrated health care delivery system with several facilities in Spartanburg, including:

* Spartanburg Medical Center (SMC), a research and teaching hospital with two locations: Spartanburg Medical Center campus on East Wood Street and Spartanburg Medical Center — Mary Black Campus on Skylyn Drive. Together, these campuses share a history that stretches back to the 1920s. Spartanburg Medical Center includes a total of 747 beds, and services that include emergency, surgical, maternity, cancer, a Heart Center and inpatient rehabilitation.
* Spartanburg Hospital for Restorative Care (SHRC), a 97-bed long-term, acute-care hospital with a 25-bed skilled nursing facility.
* Gibbs Cancer Center & Research Institute, providing an inpatient oncology unit and outpatient care, along with access to clinical trials and the latest cancer technology.<ref>{{Cite web|url=https://www.spartanburgregional.com/care-treatment/cancer/|title=Cancer Treatment at Gibbs Cancer Center - Spartanburg Regional Healthcare System|website=Spartanburgregional.com|access-date=2019-01-15}}</ref>
* Bearden-Josey Center for Breast Health, a state-of-the-art imaging center for digital mammography, ultrasound, stereotactic breast biopsy and bone densitometry.<ref>{{Cite web|url=https://www.spartanburgregional.com/care-treatment/breast-health/bearden-josey-center-for-breast-health/|title=Bearden-Josey Center for Breast Health - Spartanburg Regional Healthcare System|website=Spartanburgregional.com|access-date=2019-01-15}}</ref>
* Medical Group of the Carolinas, a physician group with offices located throughout Spartanburg and Upstate S.C.<ref>{{Cite web|url=https://www.spartanburgregional.com/about-us/|title=About Spartanburg Regional – Spartanburg Regional Healthcare System|website=Spartanburgregional.com|access-date=2019-01-15}}</ref>

==Notable people==
{{div col}}
* [[Ted Alexander]] (1912–1999), [[baseball]] [[pitcher]] in [[Negro league baseball|Negro leagues]]<ref>{{cite web|url= https://www.baseball-reference.com/nlb/player.cgi?id=alexan000ted|title= Ted Alexander|website= Baseball-Reference.com|access-date= November 10, 2012}}</ref>
* [[Pink Anderson]] (1900–1974), blues musician; inspiration for the "Pink" in [[Pink Floyd]]
* [[Rudolf Anderson]] (1927–1962), [[United States Air Force]] pilot, first recipient of the [[Air Force Cross (United States)|Air Force Cross]]
* [[Norman C. Armitage]] (1907, as Norman Cudworth Cohn–1972), Olympic medalist saber fencer who lived in Spartanburg, S. C., and in honor of whom the Milliken company plant in Spartanburg County was named.<ref>{{Cite web|url=https://www.nytimes.com/1972/03/15/archives/norman-armitage-fencing-star-and-textile-executive-dies-at-65.html|title=Norman Armiitage, Fencing Star And Textile Executive, Dies at 65|date=March 15, 1972|access-date=March 30, 2023|website=[[The New York Times]]}}</ref>
* [[David Ball (country musician)|David Ball]] (born 1953), country musician
* [[Joe Bennett & the Sparkletones|Joe Bennett]], lead singer and guitarist from the 1950s rock 'n roll band "Joe Bennett and the Sparkletones"
* [[Ted Bogan]] (1909–1990), country blues guitarist, singer and songwriter.<ref>{{cite web|author=Eugene Chadbourne |url=http://www.allmusic.com/artist/ted-bogan-mn0000028752/biography |title=Ted Bogan | Biography & History |website=[[AllMusic]] |access-date=November 8, 2016}}</ref>
* [[Red Borom]] (1915–2011), Major League Baseball infielder for [[Detroit Tigers]]
* [[Emma L. Bowen]], healthcare and media activist
* [[Earl Bramblett]] (1942−2003), mass murderer
* [[Mike Bullman]], bandleader, lead singer and guitarist with Jesters III<ref>{{cite news|work=Spartanburg Herald Journal|date=August 2, 2012|url=http://www.goupstate.com/article/20120802/ent/208021005?tc=ar|title=Music Q&A: Mike Bullman's heart hasn't left stage|author=Dan Armonaitis}}</ref>
* [[James Francis Byrnes]] (1882–1972), lawyer, congressman, senator, Supreme Court Justice, advisor to FDR, Secretary of State to Truman, Governor of South Carolina
* [[Wilson Casey]] (born 1954), syndicated newspaper columnist, speaking entertainer, and Guinness World Record holder
* [[Mark Cerney]] (born 1967), founder of the Next of Kin Registry (NOKR)
* [[Marshall Chapman]] (born 1949), singer-songwriter
* [[Jeremy Clements]] (born 1985), racing driver
* [[Landon Cohen]] (born 1986), football player, community-builder
* [[Fieldin Culbreth]] (born 1963), Major League Baseball umpire, Olympian
* [[David Daniels (countertenor)|David Daniels]] (born 1966), counter-tenor
* [[Stephen Davis (American football)|Stephen Davis]] (born 1974), [[American football|football]] [[running back]]<ref>{{cite web|url= https://www.pro-football-reference.com/players/D/DaviSt00.htm|title= Stephen Lamont Davis
|publisher= Pro-Football-Reference.Com |access-date= November 10, 2012}}</ref>
* [[Steven Duggar]] (born 1993), baseball player for the [[San Francisco Giants]]
* [[Raymond C. Eubanks Jr.]] (1933–2022), politician representing Spartanburg County in the [[South Carolina House of Representatives]]
* [[M. K. Fort, Jr.|Marion Kirkland Fort]] (1921–1964), mathematician
* [[Art Fowler]] (1922–2007), pitcher and pitching coach in [[Major League Baseball]]<ref>{{cite web|url= http://www.baseball-almanac.com/players/player.php?p=fowlear01|title= Art Fowler Stats
|publisher= Baseball Almanac |access-date= November 10, 2012}}</ref>
* [[Grace Beacham Freeman]] (1916–2002), poet, [[columnist]], short story writer; [[South Carolina Poet Laureate]] 1985–86
* [[Cody Garrett]], former police officer and YouTuber known as "Donut Operator"
* [[Hank Garland]] (1930–2004), legendary Nashville guitarist who accompanied Patsy Cline and Elvis, among others
* [[One Man Gang|George Gray]] (aka One Man Gang) (born 1960), Pro wrestler
* [[Fred Griffith (actor)|Fred Griffith]] (born 1964), American actor and film producer
* [[Mark Hammond (American politician)|Mark Hammond]] (born 1963), South Carolina Secretary of State
* [[Lee Haney]] (born 1951), eight-time Mr. Olympia record holder
* [[Dennis Hayes (businessman)|Dennis Hayes]] (born 1950), inventor of the Hayes modem
* [[Heath Hembree]] (born 1989), baseball player
* [[Adam Humphries]] (born 1993), NFL wide receiver
* [[Walter Hyatt]] (1950–1996), country musician and songwriter
* [[Joseph T. Johnson]] (1858–1919), [[United States Representative]] from South Carolina
* [[Todd Kohlhepp]] (born 1971), serial killer
* [[Marcus Lattimore]], football player
* [[Donald Lawrence]] (born 1961), Gospel artist
* [[Leigh Magar]], milliner and business owner
* [[The Marshall Tucker Band]], Southern rock band featuring [[George McCorkle]], [[Doug Gray]], [[Jerry Eubanks]], [[Toy Caldwell]], [[Tommy Caldwell (musician)|Tommy Caldwell]], and Paul Riddle
* [[Marcus McBeth]] (born 1980), baseball player
* [[Roger Milliken]] (1915–2010), billionaire owner of the largest privately held textile manufacturing firm in the world ([[Milliken & Company]])
* [[Bud Moore (NASCAR owner)|Bud Moore]] (1925–2017), NASCAR team owner/crew chief
* [[D. J. Moore (cornerback)|D. J. Moore]] (born 1987), football player
* [[Kris Neely]] (born 1978), artist and educator
* [[Samuel J. Nicholls]] (1885–1937), United States Representative from South Carolina
* [[Angela Nikodinov]] (born 1980), U.S. figure skater
* [[Cotton Owens]] (1924–2012), NASCAR team owner/crew chief
* [[David Pearson (NASCAR driver)|David Pearson]] (1934–2018), NASCAR champion
* [[Kitty Black Perkins]] (born 1948), Chief Designer of Fashions for [[Barbie]], designer of the "First Black Barbie"
* [[Carson Pickett]] (born 1993), soccer player
* [[Arthur Prysock]] (1929–1997), jazz singer
* [[Betsy Rawls]] (born 1928), pro golfer, member of [[World Golf Hall of Fame]], born in Spartanburg
* [[Mike Reid (defensive back)|Mike Reid]] (born 1970), NFL player
* [[Gianna Rolandi]] (1952–2021), operatic soprano
* [[Al Rosen|Al "Flip" Rosen]] (1924–2015), MLB 4-time All-Star third baseman and first baseman, MVP, 2-time home run champion, 2-time RBI leader
* [[Donald S. Russell]] (1906–1998), former South Carolina governor, president of the University of South Carolina, US Senator, and member of the US 4th Circuit Court of Appeals
* [[Archibald Rutledge]] (1883–1973), South Carolina poet laureate, resided in Spartanburg for about 20 years
* [[Jack Smith (American racing driver, born 1924)|Jack Smith]] (1924–2001), NASCAR driver
* [[Carey Wentworth Styles]], founder of the [[Atlanta Journal Constitution|Atlanta Constitution]]
* [[Gina Tolleson]], Miss South Carolina USA 1990, First runner-up [[Miss USA 1990]], [[Miss World 1990]]
* [[Wayne Tolleson]] (born 1955), baseball player
* [[Sandra L. Townes]] (1944–2018), United States District Court judge
* [[Buck Trent]] (born 1938), country music instrumentalist who accompanied Porter Wagoner & Dolly Parton, among others
* [[Ira Tucker]] (1925–2008), lead singer of the influential gospel group the [[Dixie Hummingbirds]]
* [[William Walker (composer)|William "Singing Billy" Walker]] (1809–1875), compiler of shape note tunebooks, including ''[[Southern Harmony|The Southern Harmony, and Musical Companion]]''.
* [[Celia Weston]] (born 1951), actress
* [[Zion Williamson]] (born 2000), men's basketball player currently playing for [[New Orleans Pelicans]], and formerly for [[Duke men's basketball|Duke]]
{{div col end}}

==Gallery==
<gallery class="center">
File:Clock tower in Spartanburg, SC IMG 4815.JPG|Clock tower
File:Spartanburg, SC, City Hall IMG 4837.JPG|City Hall
File:Fountain at Morgan Square, Spartanburg, SC IMG 4821.JPG|Closeup of Morgan Square fountain
File:Section of downtown Spartanburg, SC IMG 4823.JPG|Part of downtown Spartanburg
File:Citizens and Southern National Bank, Spartanburg, SC IMG 4826.JPG|Citizens and Southern National Bank
File:First Baptist Church in Spartanburg (lower view) IMG 4827.JPG|First [[Baptist]] Church
File:Steeple of First Baptist Church, Spartanburg, SC IMG 4830.JPG|High steeple of First Baptist Church
File:First Presbyterian, Spartanburg, SC IMG 4828.JPG|First [[Presbyterian]] Church
File:St. Paul the Apostle Catholic Church, Spartanburg, SC IMG 4832.JPG|St. Paul the Apostle Catholic Church
</gallery>

==See also==
{{Portal|United States|South Carolina}}
* [[List of municipalities in South Carolina]]

==References==
{{Reflist|30em}}

==Further reading==
* Cooper, Peter (1997). ''Hub City Music Makers''. Spartanburg, S.C.: Holocene Publishing. {{ISBN|0-9638731-9-9}}.
* Landrum, J.B.O. (1900). ''History of Spartanburg County''.
* Racine, Philip N. (1999). ''Seeing Spartanburg''. Spartanburg, S.C.: Hub City Writers Project. {{ISBN|1-891885-10-3}}.
* Racine, Philip N. ''Living a Big War in a Small Place: Spartanburg, South Carolina, during the Confederacy'' (Univ of South Carolina Press, 2013).
* Teter, Betsy Wakefield (Ed.) (2002). ''Textile Town: Spartanburg, South Carolina''. Spartanburg, S.C.: Hub City Writers Project. {{ISBN|1-891885-28-6}}. Pp. 346. 40 authors provide a detailed community study, using oral histories, letters, and 200 illustrations and photographs. Central themes include labor strikes, family life in the mill villages, Depression-era hardships, race and desegregation, the boom of WW2 production, and late-twentieth-century deindustrialization.
* WPA (1939). ''History of Spartanburg County''.

==External links==
{{Commons category}}
{{Wikivoyage|Spartanburg}}
{{NIE Poster|wstitle=Spartanburg}}
{{NSRW Poster|wstitle=Spartanburg, S. C.}}
* {{osmrelation|193950}}
* {{Official website|http://www.cityofspartanburg.org}}
* [http://www.visitspartanburg.com/ Spartanburg Tourism Commission]

{{Spartanburg, South Carolina}}
{{Spartanburg County, South Carolina}}
{{South Carolina}}
{{South Carolina county seats}}

{{Authority control}}

[[Category:Spartanburg, South Carolina| ]]
[[Category:Cities in South Carolina]]
[[Category:Cities in Spartanburg County, South Carolina]]
[[Category:County seats in South Carolina]]
[[Category:Populated places established in 1831]]
[[Category:1831 establishments in South Carolina]]

Spartansburg, Pennsylvania

2025-06-16T02:10:12Z

2600:1700:6180:6290:9C0B:1E58:45BE:D4BB:

{{short description|Borough in Pennsylvania, US}}
{{Confuse|Spartanburg, South Carolina}}
{{Use mdy dates|date=January 2025}}
{{Infobox settlement
| name = Spartansburg, Pennsylvania
| settlement_type = [[Borough (Pennsylvania)|Borough]]
| image_skyline = Spartansburg United Methodist Church.jpg
| image_caption = Methodist church on [[Pennsylvania Route 77|Main Street]]
| image_flag =
| flag_alt =
| image_seal =
| seal_alt =
| image_shield =
| shield_alt =
| etymology =
| nickname =
| motto =
| image_map = File:Crawford County Pennsylvania Incorporated and Unincorporated areas Spartansburg Highlighted.svg
| mapsize =
| map_alt =
| map_caption = Location of Spartansburg in Crawford County, Pennsylvania.
| pushpin_map = Pennsylvania#USA
| pushpin_label = Spartansburg
| pushpin_label_position =
| pushpin_map_alt =
| pushpin_map_caption = Location of Spartansburg in Pennsylvania##Location of Spartansburg in the United States
| coordinates = {{coord|41|49|26|N|79|41|1|W|display=inline,title}}
| coor_pinpoint =
| coordinates_footnotes =
| subdivision_type = Country
| subdivision_name = United States
| subdivision_type1 = [[U.S. state|State]]
| subdivision_name1 = [[Pennsylvania]]
| subdivision_type2 = County
| subdivision_name2 = [[Crawford County, Pennsylvania|Crawford County]]
| established_title = Founded
| established_date = 1830
| established_title1 =
| established_date1 =
| founder =
| seat_type =
| seat =
| leader_party =
| leader_title = Mayor
| leader_name = Ann Louise Wagner
| unit_pref = Imperial
| area_footnotes = <ref name="TigerWebMapServer">{{cite web|title=ArcGIS REST Services Directory|url=https://tigerweb.geo.census.gov/arcgis/rest/services/TIGERweb/Places_CouSub_ConCity_SubMCD/MapServer/5/query?where=STATE='42'&outFields=NAME,STATE,PLACE,AREALAND,AREAWATER,LSADC,CENTLAT,CENTLON&orderByFields=PLACE&returnGeometry=false&returnTrueCurves=false&f=json|publisher=United States Census Bureau|accessdate=October 16, 2022}}</ref>
| area_total_km2 = 1.80
| area_land_km2 = 1.72
| area_water_km2 = 0.08
| area_urban_sq_mi =
| area_rural_sq_mi =
| area_metro_sq_mi =
| area_water_percent =
| area_note =

| elevation_footnotes = <ref name="USGSTopoview">{{cite web |title=Get Maps |url=https://ngmdb.usgs.gov/topoview/viewer/#15/41.8232/-79.6932 |website=USGS Topoview |publisher=US Geological Survey |access-date=8 May 2021 |language=en}}</ref>
| elevation_m =
| elevation_ft = 1,450
| elevation_point = middle of borough
| elevation_max_footnotes = <ref name="USGSTopoview"/>
| elevation_max_m =
| elevation_max_ft = 1,640
| elevation_max_point = southeast corner of borough
| elevation_max_rank =
| elevation_min_footnotes = <ref name="USGSTopoview"/>
| elevation_min_m =
| elevation_min_ft = 1,430
| elevation_min_point = [[East Branch Oil Creek (Oil Creek tributary)|East Branch Oil Creek]]
| elevation_min_rank =
| population_footnotes = <ref name="USCensusDecennial2020CenPopScriptOnly">{{cite web|url=https://api.census.gov/data/2020/dec/pl?get=P1_001N,NAME&for=place:*&in=state:42&key=5ccd0821c15d9f4520e2dcc0f8d92b2ec9336108|title=Census Population API|publisher=United States Census Bureau|accessdate=Oct 12, 2022}}</ref>
| population_total = 277
| population_as_of = [[2020 United States Census|2020]]
| population_density_km2 = 163.62
| population_demonym =
| population_note =
| timezone1 = [[Eastern Time Zone|EST]]
| utc_offset1 = -4
| timezone1_DST = [[Eastern Daylight Time|EDT]]
| utc_offset1_DST = -5
| postal_code_type =
| postal_code =
| area_code_type =
| area_code = 814
| blank_name_sec1 =
| blank_info_sec1 =
| website =
|pop_est_as_of = 2022
|pop_est_footnotes = <ref name="USCensusEst2020-2022">{{cite web |title=City and Town Population Totals: 2020-2022 |url=https://www.census.gov/data/tables/time-series/demo/popest/2020s-total-cities-and-towns.html |website=Census.gov |publisher=US Census Bureau |access-date=August 24, 2023}}</ref>
|population_est = 274
|blank_name = [[Federal Information Processing Standards|FIPS code]]
|blank_info = 42-72704
|area_total_sq_mi = 0.69
|area_land_sq_mi = 0.66
|area_water_sq_mi = 0.03
|population_density_sq_mi = 423.83
}}

'''Spartansburg''' is a [[borough (Pennsylvania)|borough]] in [[Crawford County, Pennsylvania|Crawford County]], in northwestern [[Pennsylvania]], United States. The population was 277 at the 2020 census,<ref name="USCensusEst2020-2022"/> down from 305 at the 2010 census.<ref name="Census 2010">{{cite web| url=http://factfinder.census.gov/bkmk/table/1.0/en/DEC/10_SF1/G001/1600000US4272704| title=Geographic Identifiers: 2010 Census Summary File 1 (G001): Spartansburg borough, Pennsylvania| publisher=U.S. Census Bureau, American Factfinder| access-date=June 4, 2015| archive-url=https://archive.today/20200213090007/http://factfinder.census.gov/bkmk/table/1.0/en/DEC/10_SF1/G001/1600000US4272704| archive-date=February 13, 2020| url-status=dead}}</ref>

==Geography==
Spartansburg is located near the northeast corner of Crawford County at {{coord|41|49|19|N|79|41|9|W|type:city}} (41.821980, -79.685957).<ref name="GR1">{{cite web|url=https://www.census.gov/geographies/reference-files/time-series/geo/gazetteer-files.html|publisher=[[United States Census Bureau]]|access-date=2011-04-23|date=2011-02-12|title=US Gazetteer files: 2010, 2000, and 1990}}</ref> It is surrounded by [[Sparta Township, Pennsylvania|Sparta Township]], a separate municipality.

[[Pennsylvania Route 77|Route 77]] passes through the center of the borough, leading northeast {{convert|8|mi|0}} to [[Corry, Pennsylvania|Corry]] and southwest {{convert|28|mi}} to [[Meadville, Pennsylvania|Meadville]], the Crawford County seat.

According to the [[United States Census Bureau]], the borough has a total area of {{convert|1.83|km2|order=flip}}, of which {{convert|1.76|km2|order=flip}} is land and {{convert|0.08|km2|order=flip|2}}, or 4.23%, is water.<ref name="Census 2010"/>

===Natural Features===
Spartansburg Borough is located on the glaciated plateau of northwestern Pennsylvania. The borough is drained by [[East Branch Oil Creek (Oil Creek tributary)|East Branch Oil Creek]], which begins at the outlet of Clear Lake, an impoundment of [[Patrick Run (East Branch Oil Creek tributary)|Patrick Run]] and [[Stranahan Run (East Branch Oil Creek tributary)|Stranahan Run]]. The lowest elevation in Spartansburg is {{convert|1,430|ft|abbr=on}} where East Branch Oil Creek flows south out of the borough. The highest elevation is {{convert|1,640|ft|abbr=on}} at the southeastern corner of the borough.<ref name="USGSTopoview"/>

==Demographics==
{{US Census population
|align=left
|1860= 235
|1870= 457
|1880= 486
|1890= 516
|1900= 488
|1910= 460
|1920= 450
|1930= 374
|1940= 423
|1950= 482
|1960= 500
|1970= 464
|1980= 403
|1990= 403
|2000= 333
|2010= 305
|2020= 277
|estyear=2022
|estimate=274
|estref=<ref name="USCensusEst2020-2022"/>
|footnote=U.S. Decennial Census<ref name="DecennialCensus">{{cite web|url=http://www.census.gov/prod/www/decennial.html|title=Census of Population and Housing|publisher=Census.gov|accessdate=June 4, 2016}}</ref>
}}
[[File:Fourth Division Post Office on Iwo Jima.jpg|thumb|right|U.S. Marine Sgt. B.D. Boyant of Spartansburg (on the left), from the [[4th Marine Division (United States)|4th Marine Division]], sets up a post office on [[Battle of Iwo Jima|Iwo Jima]] in 1945.]]
As of the [[census]]<ref name="GR2">{{cite web|url=https://www.census.gov|publisher=[[United States Census Bureau]]|access-date=2008-01-31|title=U.S. Census website}}</ref> of 2000, there were 333 people, 130 households, and 93 families residing in the borough. The population density was {{convert|499.1|PD/sqmi|PD/km2|sp=us|adj=off}}. There were 140 housing units at an average density of {{convert|209.8|/sqmi|/km2|sp=us|adj=off}}. The racial makeup of the borough was 100.00% [[White (U.S. Census)|White]].

There were 130 households, out of which 34.6% had children under the age of 18 living with them, 59.2% were [[Marriage|married couples]] living together, 7.7% had a female householder with no husband present, and 27.7% were non-families. 26.9% of all households were made up of individuals, and 14.6% had someone living alone who was 65 years of age or older. The average household size was 2.56 and the average family size was 3.06.

In the borough the population was spread out, with 26.4% under the age of 18, 6.9% from 18 to 24, 26.1% from 25 to 44, 24.6% from 45 to 64, and 15.9% who were 65 years of age or older. The median age was 39 years. For every 100 females there were 89.2 males. For every 100 females age 18 and over, there were 88.5 males.

The median income for a household in the borough was $26,731, and the median income for a family was $34,063. Males had a median income of $33,750 versus $27,656 for females. The [[per capita income]] for the borough was $16,035. About 14.7% of families and 13.7% of the population were below the [[poverty line]], including 18.2% of those under age 18 and 26.0% of those age 65 or over.

==Education==
Spartansburg is served by the Corry Area School District. Schools include Corry Area Middle & High School.

==Notable people==
*[[Ray Harroun]], winner of the [[Indianapolis 500|inaugural Indianapolis 500]] in 1911.
*[[Rebekah Byler]], Amish woman murdered in front of her home in Spartansburg.<ref>{{Cite web |date=2024-03-18 |title=Husband of Amish woman killed in northwestern Pennsylvania testifies his young children told him of killing - CBS Pittsburgh |url=https://www.cbsnews.com/pittsburgh/news/rebekah-byler-amish-woman-killed-pennsylvania-testimony-crime-trial/ |access-date=2024-04-20 |website=www.cbsnews.com |language=en-US}}</ref>

==In popular culture==
*Spartansburg appeared in the [[Discovery Channel]] show ''[[Dirty Jobs]]''.<ref>{{cite web |url=http://www.tv.com/shows/dirty-jobs/viewers-choice-638312/ |title=Dirty Jobs - Season 2, Episode 16: Viewer's Choice |access-date=31 July 2012}}</ref>

==References==
{{Reflist}}

==External links==
*[http://spartansburg.org/ Spartansburg community website]
*[http://www.edline.net/pages/Corry_ASD/Main_Menu Corry Area School District]

{{Crawford County, Pennsylvania}}

{{authority control}}

[[Category:Populated places established in 1830]]
[[Category:Boroughs in Crawford County, Pennsylvania]]
[[Category:1830 establishments in Pennsylvania]]

Interstate 95

2025-06-16T01:55:04Z

2600:1700:6180:6290:9C0B:1E58:45BE:D4BB: WP:NOTBROKEN

{{Short description|U.S. East Coast Interstate Highway}}
{{Use mdy dates|date=May 2014}}
{{Use American English|date=December 2022}}
{{Infobox road
| country = USA
| type = I
| route = 95
| map = {{maplink|frame=yes|plain=yes|frame-align=center|frame-width=290|frame-height=360|type=line|from=Interstate 95.map}}
| map_custom = yes
| map_notes = I-95 highlighted in red
| map_alt = I-95 runs along the East Coast of the United States
| established = 1956
| history = Completed on September 22, 2018<ref name="sofield"/>
| length_mi = 1905.96
| length_ref = <ref name="fhwa">{{cite web |last=Starks |first=Edward |date=January 27, 2022 |title=Table 1: Main Routes of the Dwight D. Eisenhower National System of Interstate and Defense Highways |url=https://www.fhwa.dot.gov/planning/national_highway_system/interstate_highway_system/routefinder/table01.cfm |access-date=December 24, 2022 |work=FHWA Route Log and Finder List |publisher=[[Federal Highway Administration]] |archive-date=April 22, 2012 |archive-url=https://web.archive.org/web/20120422220808/http://www.fhwa.dot.gov/reports/routefinder/table1.cfm |url-status=live }}</ref>
| direction_a = South
| terminus_a = {{Jct|country=USA|US|1}} in [[Miami|Miami, FL]]
| junction = {{plainlist|1=
*{{jct|country=USA|I|10}} in [[Jacksonville, Florida|Jacksonville, FL]]
*{{jct|country=USA|I|16}} in [[Pooler, Georgia|Pooler, GA]]
*{{jct|country=USA|I|20}} in [[Florence, South Carolina|Florence, SC]]
*{{jct|country=USA|I|40}} in [[Benson, North Carolina|Benson, NC]]
*{{jct|country=USA|I|85}} in [[Petersburg, Virginia|Petersburg, VA]]
*{{Jct|country=USA|I|64}} through [[Richmond, Virginia|Richmond, VA]]
*{{Jct|country=USA|I|76|dab1=Ohio–New Jersey}} in [[Philadelphia|Philadelphia, PA]]
*{{jct|country=USA|I|80}} in [[Teaneck, New Jersey|Teaneck, NJ]]
*{{Jct|country=USA|I|87|dab1=New York}} in [[New York City|New York, NY]]
*{{jct|country=USA|I|90}} in [[Weston, Massachusetts|Weston, MA]]
}}
| direction_b = North
| terminus_b = {{Jct|province=NB|Route|95}} at the [[Houlton–Woodstock Border Crossing]] in [[Houlton, Maine|Houlton, ME]]
| states = [[Florida]], [[Georgia (U.S. state)|Georgia]], [[South Carolina]], [[North Carolina]], [[Virginia]], [[Washington, D.C.|District of Columbia]], [[Maryland]], [[Delaware]], [[Pennsylvania]], [[New Jersey]], [[New York (state)|New York]], [[Connecticut]], [[Rhode Island]], [[Massachusetts]], [[New Hampshire]], [[Maine]]
}}

'''Interstate 95''' ('''I-95''') is the main north–south [[Interstate Highway]] on the [[East Coast of the United States]],<ref>{{cite news |first1= David |last1= Montgomery |first2= Josh |last2= White |newspaper= [[The Washington Post]] |title= 128 Cars, Trucks Crash in Snow on I-95 |date= February 23, 2001 |page= A1 |name-list-style= amp}}</ref> running from [[U.S. Route 1]] (US 1) in [[Miami, Florida]], north to the [[Houlton–Woodstock Border Crossing]] between [[Maine]] and the [[Canada|Canadian]] province of [[New Brunswick]]. The highway largely parallels the [[Atlantic Ocean|Atlantic]] coast and US 1, except for the portion between [[Savannah, Georgia]], and [[Washington, D.C.]], and the portion between [[Portland, Maine|Portland]] and [[Houlton, Maine|Houlton]] in Maine, both of which follow a more direct inland route.

I-95 serves as the principal road link between the major cities of the [[East Coast of the United States|Eastern Seaboard]]. Major metropolitan areas along its route include [[Miami metropolitan area|Miami]], [[Jacksonville metropolitan area|Jacksonville]], and [[Savannah metropolitan area|Savannah]] in the [[Southeastern United States|Southeast]]; [[Greater Richmond Region|Richmond]], [[Washington metropolitan area|Washington]], [[Baltimore metropolitan area|Baltimore]], [[Delaware Valley|Wilmington–Philadelphia]], [[Gateway Region|Newark]], and [[New York metropolitan area|New York City]] in the [[Mid-Atlantic (United States)|Mid-Atlantic]]; and [[Greater New Haven|New Haven]], [[Providence metropolitan area|Providence]], [[Greater Boston|Boston]], and [[Portland metropolitan area, Maine|Portland]] in [[New England]].<ref>{{cite web | url=https://worldpopulationreview.com/state-rankings/mid-atlantic-states | title=Mid-Atlantic States 2025 }}</ref> The [[Charleston metropolitan area, South Carolina|Charleston]], [[Cape Fear (region)|Wilmington]], and [[Hampton Roads|Norfolk–Virginia Beach]] metropolitan areas, the three major coastal metros bypassed by the highway's inland portion, are connected to I-95 by [[Interstate 26|I-26]], [[Interstate 40|I-40]], and [[Interstate 64|I-64]], respectively.

I-95 is one of the oldest routes of the Interstate Highway System.<ref name="sofield">{{cite news|last=Sofield|first=Tom|date=September 22, 2018|title=Decades in the Making, I-95, Turnpike Connector Opens to Motorists|work=Levittown Now|url=http://levittownnow.com/2018/09/22/decades-in-the-making-i-95-turnpike-connector-opens-to-motorists/|access-date=September 22, 2018|archive-date=April 6, 2020|archive-url=https://web.archive.org/web/20200406195324/http://levittownnow.com/2018/09/22/decades-in-the-making-i-95-turnpike-connector-opens-to-motorists/|url-status=live}}</ref> Many sections of I-95 incorporated preexisting sections of [[toll road]]s where they served the same [[Right-of-way (transportation)|right-of-way]].<ref>{{cite news|last=Samuel|first=Peter|date=December 10, 2010|title=Penn Pike Moving—Very Slowly—To End Gap in I-95|work=TollRoadsNews|url=http://www.tollroadsnews.com/node/5019|url-status=dead|access-date=December 10, 2010|archive-url=https://web.archive.org/web/20101213103631/http://www.tollroadsnews.com/node/5019|archive-date=December 13, 2010|df=mdy-all}}</ref> Until 2018, there was a gap in I-95's original routing in Central [[New Jersey]] caused by the cancelation of the [[Somerset Freeway]]. An [[Pennsylvania Turnpike/Interstate 95 Interchange Project|interchange]] between the [[Pennsylvania Turnpike]] and I-95 was completed September 22, 2018; this allowed I-95 to be rerouted along the [[Pearl Harbor Memorial Turnpike Extension]] of the [[New Jersey Turnpike]] into [[Pennsylvania]], creating a continuous Interstate route from Maine to Florida for the first time.<ref name="sofield"/>

With a length of {{convert|1906|mi|km}}, I-95 is the longest north–south Interstate and the sixth-longest Interstate Highway [[List of Interstate Highways|overall]].<ref name="fhwa" /> I-95 passes through 15 states (as well as a brief stretch in the [[District of Columbia]] while [[Woodrow Wilson Bridge|crossing]] the [[Potomac River]]), more than any other Interstate. According to the [[US Census Bureau]], only five of the 96 counties or county equivalents along its route are completely rural,<ref>{{cite news |url= http://usatoday30.usatoday.com/money/economy/2004-06-27-rural_x.htm |first= Haya |last= El Nasser |work= [[USA Today]] |title= Small-Town USA Goes 'Micropolitan' |date= June 27, 2004 |access-date= December 3, 2014 |archive-date= January 21, 2015 |archive-url= https://web.archive.org/web/20150121041721/http://usatoday30.usatoday.com/money/economy/2004-06-27-rural_x.htm |url-status= live }}</ref> while statistics provided by the I-95 Corridor Coalition suggest that the region served is "over three times more densely populated than the U.S. average and as densely settled as much of Western Europe".<ref>{{cite web |title= I-95 Corridor Facts |publisher= I-95 Corridor Coalition |date= March 30, 2008 |url= http://www.i95coalition.org/i95/Home/I95CorridorFacts/tabid/173/Default.aspx |access-date= August 20, 2010 |archive-date= March 8, 2010 |archive-url= https://web.archive.org/web/20100308074636/http://www.i95coalition.org/i95/Home/I95CorridorFacts/tabid/173/Default.aspx |url-status= dead }}</ref> According to the Corridor Coalition, I-95 serves 110 million people and facilitates 40 percent of the country's [[gross domestic product]].<ref>{{Cite news|url=https://www.bloomberg.com/news/articles/2018-08-20/after-60-years-i-95-is-complete|title=No Thanks to New Jersey, I-95 Is Finally Done 60 Years Later|last=Griffin|first=Riley|date=20 August 2018|work=Bloomberg|access-date=20 August 2018|archive-date=October 11, 2018|archive-url=https://web.archive.org/web/20181011133843/https://www.bloomberg.com/news/articles/2018-08-20/after-60-years-i-95-is-complete|url-status=live}}</ref>

==Route description==
{{lengths table|length_ref=<ref name="fhwa" />}}
|-
|[[Interstate 95 in Florida|FL]]
|{{convert|381.90|mi|km|disp=table}}
|-
|[[Interstate 95 in Georgia|GA]]
|{{convert|111.80|mi|km|disp=table}}
|-
|[[Interstate 95 in South Carolina|SC]]
|{{convert|198.76|mi|km|disp=table}}
|-
|[[Interstate 95 in North Carolina|NC]]
|{{convert|181.36|mi|km|disp=table}}
|-
|[[Interstate 95 in Virginia|VA]]
|{{convert|178.25|mi|km|disp=table}}
|-
|[[Interstate 95 in the District of Columbia|DC]]
|{{convert|0.13|mi|km|disp=table}}
|-
|[[Interstate 95 in Maryland|MD]]
|{{convert|110.01|mi|km|disp=table}}
|-
|[[Interstate 95 in Delaware|DE]]
|{{convert|23.43|mi|km|disp=table}}
|-
|[[Interstate 95 in Pennsylvania|PA]]
|{{convert|41.53|mi|km|disp=table}}
|-
|[[Interstate 95 in New Jersey|NJ]]
|{{convert|89.23|mi|km|disp=table}}
|-
|[[Interstate 95 in New York|NY]]
|{{convert|23.50|mi|km|disp=table}}
|-
|[[Interstate 95 in Connecticut|CT]]
|{{convert|111.57|mi|km|disp=table}}
|-
|[[Interstate 95 in Rhode Island|RI]]
|{{convert|43.30|mi|km|disp=table}}
|-
|[[Interstate 95 in Massachusetts|MA]]
|{{convert|91.95|mi|km|disp=table}}
|-
|[[Interstate 95 in New Hampshire|NH]]
|{{convert|16.13|mi|km|disp=table}}
|-
|[[Interstate 95 in Maine|ME]]
|{{convert|303.11|mi|km|disp=table}}
|-
|Total
|{{convert|1905.96|mi|km|disp=table}}
|}
{{multiple image
| align = right
| direction = vertical
| width = 250
| image1 = I-95 Ends (33999702361).jpg
| caption1 = End of I-95 southbound at US 1 in Miami, Florida
| image2 = I-95 near Miami 2.JPG
| caption2 = I-95 express lane near Miami, Florida
| image3 = 95-junction-16.JPG
| caption3 = Northbound I-95 at the interchange with I-16 near Savannah, Georgia
| image4 = I95 bridge 1304.JPG
| caption4 = I-95 bridge over Lake Marion, Santee, South Carolina; the old bridge (on the left) was abandoned and converted to a fishing pier, but is now closed even to pedestrian traffic.
| image5 = I-95 Northbound to I-40.JPG
| caption5 = Northbound I-95 at its interchange with I-40 near Benson, North Carolina, {{circa|2009}}. This interchange has since been renovated.
| image6 = 2016-10-16 17 23 30 View southwest across the Potomac River towards Interstate 95 and Interstate 495 (Woodrow Wilson Memorial Bridge) from Jones Point Park in Alexandria, Virginia.jpg
| caption6 = The Woodrow Wilson Bridge carrying I-95/I-495 across the Potomac River, [[Alexandria, Virginia]]
| image7 = I-095 nb exit 051 03.jpg
| caption7 = I-95 northbound at Washington Boulevard, Baltimore, Maryland
| image8 = 2014-05-12 18 48 25 View south along the Delaware Turnpike (Interstate 95) just south of Exit 5.JPG
| caption8 = I-95 southbound on the Delaware Turnpike south of Wilmington, Delaware
| image9 = 2020-07-12 09 45 32 View south along Interstate 95 (Pennsylvania Turnpike Delaware River Extension) at Exit 40 (Interstate 276 WEST-Pennsylvania Turnpike, Harrisburg) in Bristol Township, Bucks County, Pennsylvania.jpg
| caption9 = I-95 southbound at the interchange with the Pennsylvania Turnpike in Bristol Township, Bucks County, Pennsylvania
| image10 = 2020-07-07 16 48 17 View north along Interstate 95 (New Jersey Turnpike) the split between the New Jersey Turnpike Eastern Spur and New Jersey Turnpike Western Spur in Newark, Essex County, New Jersey.jpg
| caption10 = I-95 splits into the Eastern and Western spurs of the New Jersey Turnpike
| image11 = Bruckner Exp 8B jeh.JPG
| caption11 = A view of I-95 (Bruckner Expressway) from the overpass at Westchester Avenue, [[the Bronx]], New York City, New York
| image12 = I-95 on the Baldwin Bridge, Old Saybrook, CT.jpg
| caption12 = I-95 crossing the Connecticut River in Old Saybrook–Old Lyme, Connecticut
| image13 = End of I-95 in Maine - panoramio.jpg
| caption13 = End of I-95 northbound approaching the Houlton–Woodstock Border Crossing at the Canadian border
| image14 = Interstate Highway plan September 1955.jpg
| caption14 = 1955 plans for the Interstate Highway System
}}

===South===
====Florida====

{{Main|Interstate 95 in Florida}}
I-95 begins at [[U.S. Route 1|US 1]] just south of downtown [[Miami]] and travels along the state's east coast, passing through [[Fort Lauderdale, Florida|Fort Lauderdale]], [[West Palm Beach, Florida|West Palm Beach]], the [[Miami metropolitan area|Gold Coast]], the [[Treasure Coast]], the [[Space Coast]], [[Daytona Beach, Florida|Daytona Beach]], [[Port Orange, Florida|Port Orange]], [[St. Augustine, Florida|St. Augustine]], and [[Jacksonville, Florida|Jacksonville]] before entering the US state of Georgia near the city of [[Kingsland, Georgia|Kingsland]]. In Miami and Fort Lauderdale, [[SunPass]] express lanes pass over the highway.

Before 1987, a notable gap in the highway existed between West Palm Beach and [[Fort Pierce, Florida|Fort Pierce]]; I-95 traffic between those cities was diverted to [[Florida's Turnpike]]. Today, I-95 runs along a routing parallel to the turnpike.<ref>{{cite news |title= I-95 'Missing Link' Okayed |work= Lakeland Ledger |date= April 19, 1973 |page= 4A}}</ref><ref>{{cite news |last=Truesdell |first=Jeff |date=December 13, 1987 |title=Closing I-95 gap opens door to growth |page=1A |work=[[Miami Herald]] |url=https://www.newspapers.com/article/the-miami-herald-closing-i-95-gap-opens/138701124/ |via=[[Newspapers.com]] |accessdate=January 13, 2024 |archive-date=January 14, 2024 |archive-url=https://web.archive.org/web/20240114055541/https://www.newspapers.com/article/the-miami-herald-closing-i-95-gap-opens/138701124/ |url-status=live }}</ref>

In 2010, more fatalities occurred along the Florida section of I-95 than on any other Interstate Highway in the country.<ref>{{cite web |author=Tom Barlow |url=http://www.dailyfinance.com/2010/07/13/most-dangerous-times-places-to-drive/ |title=Most deadly times, places to drive |publisher=Walletpop.com |date=July 13, 2010 |access-date=October 23, 2014 |archive-date=July 9, 2013 |archive-url=https://web.archive.org/web/20130709105446/http://www.dailyfinance.com/2010/07/13/most-dangerous-times-places-to-drive/ |url-status=live }}</ref>

====Georgia====

{{Main|Interstate 95 in Georgia}}
In Georgia, I-95 closely parallels the coastline, traveling primarily through marshlands a few miles from the shore. The route bypasses the cores of major coastal cities [[Brunswick, Georgia|Brunswick]] and [[Savannah, Georgia|Savannah]], routing traffic through the western sides of both cities' metro areas; it connects to the latter city by an intersection with [[Interstate 16|I-16]] before crossing into South Carolina. The exit numbers were converted from a [[Sequential exit numbering|sequential system]] to a [[Mileage-based exit numbering|mileage-based system]] around 2000. I-95 in Georgia has the [[Unsigned highway|unsigned designation]] of [[Georgia State Route 405|State Route 405]] (SR 405).<ref>{{cite web |date=June 12, 2003 |url=http://www.dot.state.ga.us/specialsubjects/newexitno/index.shtml |title=Georgia's Interstate Exit Numbers |publisher=Georgia Department of Transportation |access-date=April 30, 2007 |archive-url=https://web.archive.org/web/20040215025749/http://www.dot.state.ga.us/specialsubjects/newexitno/index.shtml |archive-date=February 15, 2004 }}</ref>

==== South Carolina ====

{{main|Interstate 95 in South Carolina}}
Entering [[South Carolina]], I-95 diverts from its coastal route to a more inland route to the west. I-95 does not go near any major cities in South Carolina, with the largest city along its route being [[Florence, South Carolina|Florence]], the [[List of cities and towns in South Carolina|tenth largest in the state]]. The rest of South Carolina can be accessed via other Interstates that intersect I-95. It intersects [[Interstate 26|I-26]] near [[Harleyville, South Carolina|Harleyville]], which provides access to [[Charleston, South Carolina|Charleston]], [[Columbia, South Carolina|Columbia]], and [[Upstate South Carolina]]. It also intersects [[Interstate 20|I-20]] at Florence, which also connects to Columbia and then on to [[Atlanta, Georgia]]. At the North Carolina border, I-95 passes the [[South of the Border (attraction)|South of the Border]] [[roadside attraction]].

==== North Carolina ====

{{main|Interstate 95 in North Carolina}}
In North Carolina, I-95 informally serves as the separation between the state's central [[piedmont (United States)|Piedmont]] and eastern [[Atlantic Plain]] regions. Much like its route in South Carolina, I-95 runs through mostly rural areas, avoiding major cities like [[Raleigh, North Carolina|Raleigh]] and [[Durham, North Carolina|Durham]]. The route intersects [[Interstate 74|I-74]] near [[Lumberton, North Carolina|Lumberton]], [[Interstate 40|I-40]] near [[Benson, North Carolina|Benson]], and [[Interstate 87 (North Carolina)|Future I-87]]/[[U.S. Route 64 in North Carolina|US 64]] near [[Rocky Mount, North Carolina|Rocky Mount]]. Several medium-sized cities lie along I-95 in North Carolina, including (from south to north) [[Fayetteville, North Carolina|Fayetteville]], [[Wilson, North Carolina|Wilson]], and Rocky Mount. At [[Gaston, North Carolina|Gaston]], I-95 crosses into Virginia.

===Mid-Atlantic region===

{{For|the short portion of the Interstate in Washington, D.C.|Woodrow Wilson Bridge}}

Much of I-95 in the Mid-Atlantic region is tolled, following the course of several turnpikes that predate the Interstate Highway System, as well as several other toll roads and toll bridges.

==== Virginia ====

{{main|Interstate 95 in Virginia}}
I-95 enters the [[Mid-Atlantic (United States)|Mid-Atlantic]] region in [[Virginia]] and travels through the center of the [[Northeast megalopolis|densest and most populous urban region in the US]]. I-95 travels north–south through Virginia, passing through [[Petersburg, Virginia|Petersburg]], and follows the [[Richmond–Petersburg Turnpike]] into downtown [[Richmond, Virginia|Richmond]] (where it is concurrent briefly with [[Interstate 64|I-64]]), and, from there, it turns northeast as it enters [[Northern Virginia]]. In the [[Washington metropolitan area]], it is concurrent with the [[Capital Beltway]] from the [[Springfield Interchange]] along with [[Interstate 495 (Maryland–Virginia)|I-495]], before passing through the southernmost corner of the District of Columbia for about {{convert|0.11|mi|km}} along the [[Woodrow Wilson Bridge]]<ref name="fhwa-facts-2">{{cite web |url=https://www.fhwa.dot.gov/planning/national_highway_system/interstate_highway_system/routefinder/?redirect |title=Miscellaneous Interstate System Facts |publisher=Federal Highway Administration |date=April 6, 2011 |access-date=August 28, 2013 |archive-date=July 21, 2013 |archive-url=https://web.archive.org/web/20130721170635/http://www.fhwa.dot.gov/reports/routefinder/#s11 |url-status=live }}</ref> before entering [[Maryland]] near [[National Harbor, Maryland]].

==== Maryland ====

{{main|Interstate 95 in Maryland }}
{{see also|Capital Beltway}}
In Maryland, I-95 goes northeast toward Baltimore, paralleling the older [[Baltimore–Washington Parkway]]. I-95 uses the [[Fort McHenry Tunnel]] to travel under Baltimore's [[Inner Harbor]] and travels through northeast Maryland along the John F. Kennedy Memorial Highway, crossing into Delaware near [[Elkton, Maryland|Elkton]].

==== Delaware ====

{{main|Interstate 95 in Delaware}}
Entering Delaware at [[Newark, Delaware|Newark]], I-95 follows the [[Delaware Turnpike]] east across Delaware until the large and complex [[Interstate 495 (Delaware)|I-495]]/[[Interstate 295 (Delaware–Pennsylvania)|I-295]]/[[U.S. Route 202|US 202]]/[[Delaware Route 141]] interchange near [[Newport, Delaware|Newport]] and turns northeast through [[Wilmington, Delaware|Wilmington]], skirting the west side of the downtown area before leaving Delaware in [[Claymont, Delaware|Claymont]] at the state's extreme northeastern corner. I-95 is the only two-digit interstate highway in Delaware, and it only passes through the [[Twelve-Mile Circle]], the northernmost part of the state.

==== Pennsylvania ====

{{main|Interstate 95 in Pennsylvania}}
Entering southeastern Pennsylvania near [[Marcus Hook, Pennsylvania|Marcus Hook]], I-95 crosses [[Delaware County, Pennsylvania|Delaware County]] and the city of [[Chester, Pennsylvania|Chester]], closely following the [[Delaware River]]. Entering [[Philadelphia]] near [[Philadelphia International Airport]], the freeway has an interchange with [[Interstate 76 (Ohio–New Jersey)|I-76]] before it follows a large viaduct along the extreme eastern edge of [[Center City, Philadelphia|Center City Philadelphia]]. Northeast of Philadelphia in [[Bucks County, Pennsylvania|Bucks County]], I-95 joins the [[Pennsylvania Turnpike]] near [[Bristol, Pennsylvania|Bristol]] before entering New Jersey on the [[Delaware River–Turnpike Toll Bridge]].

==== New Jersey ====

{{main|Interstate 95 in New Jersey}}
{{see also|New Jersey Turnpike}}
I-95 follows a {{convert|77.96|mi|km|adj=mid|-long}} course in New Jersey, starting in the south at the [[Pearl Harbor Memorial Turnpike Extension]] of the [[New Jersey Turnpike]], crossing the [[Delaware River]] on the [[Delaware River–Turnpike Toll Bridge]], joining the mainline turnpike at exit 6. I-95 has interchanges with [[Interstate 78|I-78]] in [[Newark, New Jersey|Newark]] and [[Interstate 80|I-80]] in southern [[Teaneck, New Jersey|Teaneck]]. At the northern end of the turnpike in [[Fort Lee, New Jersey|Fort Lee]], I-95 turns southeast and crosses over the [[Hudson River]] into [[New York City]] via the [[George Washington Bridge]].<ref>{{cite web|url=http://www.state.nj.us/transportation/commuter/roads/I95-295/|title=I-95/I-295 Signing Redesignation Project Overview|publisher=New Jersey Department of Transportation|date=February 21, 2018|access-date=April 12, 2018|archive-date=April 23, 2018|archive-url=https://web.archive.org/web/20180423163815/http://www.state.nj.us/transportation/commuter/roads/I95-295/|url-status=live}}</ref>

==== New York ====

{{main|Interstate 95 in New York}}
I-95 in New York City comprises all or part of several named expressways, including the [[Trans-Manhattan Expressway|Trans-Manhattan]], [[Cross Bronx Expressway|Cross Bronx]], and [[Bruckner Expressway|Bruckner]] expressways, as it crosses east-northeast across the boroughs of [[Manhattan]] and [[the Bronx]]. Within this {{convert|15|mi|km|adj=on}} stretch, I-95 intersects [[Interstate 87 (New York)|I-87]] in the [[South Bronx]], which connects to [[Albany, New York|Albany]] and [[Upstate New York]], as well as several auxiliary Interstates that provide access to other New York City boroughs and to [[Long Island]]. Entering [[Westchester County, New York|Westchester County]] in [[Pelham, New York|Pelham]], I-95 then follows the [[New England Thruway]] northeast to the Connecticut border at [[Port Chester, New York|Port Chester]], where it continues as the [[Connecticut Turnpike]].<ref>{{google maps|url=https://www.google.com/maps/dir/40.8514451,-73.9520919/40.9942066,-73.6595921/@40.8866681,-73.8872303,11.77z/data=!4m3!4m2!3e0!5i1?shorturl=1|title=Interstate 95 in New York|access-date=September 22, 2018}}</ref>

===New England===
====Connecticut====

{{main|Interstate 95 in Connecticut}}
{{see also|Connecticut Turnpike}}
I-95 enters [[New England]] in the state of Connecticut, where it closely follows the state's southern coast. The highway's direction through Connecticut is primarily east–west, and it passes through the most densely populated part of the state, including the cities of [[Stamford, Connecticut|Stamford]], [[Bridgeport, Connecticut|Bridgeport]] (the state's most populous city), and [[New Haven, Connecticut|New Haven]]. In New Haven, it intersects with [[Interstate 91|I-91]] as it passes into the more rural areas of the [[Lower Connecticut River Valley]]. I-95 leaves the Connecticut Turnpike at [[Interstate 395 (Connecticut–Massachusetts)|I-395]] at the [[East Lyme, Connecticut|East Lyme]]–[[Waterford, Connecticut|Waterford]] town line. I-95 next passes [[New London, Connecticut|New London]] and [[Groton, Connecticut|Groton]], before the route curves northeast and leaving its close connection to the coast. It leaves Connecticut in the town of [[North Stonington, Connecticut|North Stonington]].

==== Rhode Island ====

{{main|Interstate 95 in Rhode Island}}
I-95 enters [[Rhode Island]] in the town of [[Hopkinton, Rhode Island|Hopkinton]] and connects the rural areas of the southwestern corner of the state with the more metropolitan region around the state capital, [[Providence, Rhode Island|Providence]], in the state's northeastern corner. It leaves Rhode Island in the city of [[Pawtucket, Rhode Island|Pawtucket]].

==== Massachusetts ====

{{main|Interstate 95 in Massachusetts }}
Entering [[Massachusetts]] in [[Attleboro, Massachusetts|Attleboro]], I-95 heads northeast toward [[Boston]]. In [[Canton, Massachusetts|Canton]], roughly {{One2a|{{convert|1|mi|km|spell=in}}}} south of Boston's city limits, it turns to the west and begins a {{Convert|37|mi|km|-long|adj=mid}} [[Concurrency (road)|concurrency]] with [[Massachusetts Route 128|Route 128]], a beltway that traverses Boston's inner suburbs. At this point, [[Interstate 93|I-93]] has its southern terminus and provides access to the city of Boston itself. I-95 intersects the [[Massachusetts Turnpike]]/I-90 at the [[Weston, Massachusetts|Weston]]–[[Newton, Massachusetts|Newton]] line and I-93 a second time at the tripoint of [[Woburn, Massachusetts|Woburn]], [[Reading, Massachusetts|Reading]], and [[Stoneham, Massachusetts|Stoneham]]. North of Boston, I-95 leaves the beltway and heads northward in [[Peabody, Massachusetts|Peabody]], while Route 128 continues east to [[Cape Ann]]. I-95 leaves Massachusetts in [[Salisbury, Massachusetts|Salisbury]].

==== New Hampshire ====

{{main|Interstate 95 in New Hampshire}}
I-95 enters [[New Hampshire]] in the town of [[Seabrook, New Hampshire|Seabrook]], following the pre-Interstate [[New Hampshire Turnpike]] and traversing the {{convert|18|mi|km|-long|adj=mid}} [[Seacoast Region (New Hampshire)|Seacoast Region]] and the historic city of [[Portsmouth, New Hampshire|Portsmouth]] where it leaves the state. I-95 in New Hampshire is the shortest section of the highway (excluding D.C.).

==== Maine ====

{{main|Interstate 95 in Maine}}
In [[Maine]], I-95 follows the [[Maine Turnpike]], closely following the coast in a northeasterly direction until reaching [[Portland, Maine|Portland]], the state's largest city. From there, it turns northward to [[Augusta, Maine|Augusta]], where the Maine Turnpike ends while I-95 continues north to [[Palmyra, Maine|Palmyra]], where it turns east to [[Bangor, Maine|Bangor]]. From Bangor, it turns north again to [[Smyrna, Maine|Smyrna]] and makes a final turn to the east, reaching the [[Houlton–Woodstock Border Crossing]] in [[Houlton, Maine|Houlton]]. The road continues into the Canadian province of [[New Brunswick]] as [[New Brunswick Route 95|Route 95]].<ref>{{google maps |url= https://www.google.com/maps/dir/40.9941221,-73.6595546/46.1348342,-67.7812495/@43.0392515,-73.3964135,6.81z/data=!4m9!4m8!1m5!3m4!1m2!1d-71.6136334!2d41.6488337!3s0x89e5cafe65ec6703:0xd9f6229fc2196bb5!1m0!3e0?shorturl=1|title= I-95 In New England |access-date= September 22, 2018 |link= no}}</ref>

==History==
Many parts of I-95 were made up of toll roads that had already been constructed or planned, particularly in the northeast.<ref>{{cite news |last=Schleck |first=Dave |date=July 17, 2002 |title=Exceptions to the law allow I-95 tolls in some states |url=http://www.dailypress.com/news/dp-xpm-20020717-2002-07-17-0207170011-story.html |work=[[Daily Press (Virginia)|Daily Press]] |location=Newport News, Virginia |access-date=September 22, 2018 |archive-date=September 23, 2018 |archive-url=https://web.archive.org/web/20180923052447/http://www.dailypress.com/news/dp-xpm-20020717-2002-07-17-0207170011-story.html |url-status=live }}</ref> Many of these routes still exist today, but some have removed their tolls. All current I-95 toll facilities are compatible with the [[E-ZPass]] electronic payment system; in Florida, while I-95 can be driven toll-free, use of the "95 Express Managed Toll Lanes" requires a [[SunPass]] transponder (E-ZPass is now compatible with SunPass).

The toll roads utilized as part of I-95 formerly included [[Florida's Turnpike]], the [[Richmond–Petersburg Turnpike]] (tolled until 1992), and the [[Connecticut Turnpike]] (tolled until 1985). Additionally, the [[Fuller Warren Bridge]], spanning the [[St. Johns River]] in Jacksonville, was tolled until the 1980s. Today, tolls remain on Maryland's [[Fort McHenry Tunnel]] and [[John F. Kennedy Memorial Highway (Maryland)|John F. Kennedy Memorial Highway]], the [[Delaware Turnpike]], the [[Pennsylvania Turnpike]], the [[New Jersey Turnpike]], New York's [[George Washington Bridge]] and [[New England Thruway]], the [[New Hampshire Turnpike]], and the [[Maine Turnpike]].

By 1968, three states had completed their sections of I-95: Connecticut, using its existing turnpikes; New York; and Delaware.<ref>{{cite news |last=Smith |first=Carl G. |date=November 1, 1968 |title=I-95 Opens Here; When Will All of It? |page=31 |work=[[The News Journal|Evening Journal]] |url=https://www.newspapers.com/clip/93482345/i-95-opens-here-when-will-all-of-it/ |via=Newspapers.com |accessdate=January 25, 2022 |archive-date=January 26, 2022 |archive-url=https://web.archive.org/web/20220126051222/https://www.newspapers.com/clip/93482345/i-95-opens-here-when-will-all-of-it/ |url-status=live }}</ref>

===21st century===

Until 2018, a [[List of gaps in Interstate Highways|gap]] existed on I-95 within New Jersey. From Pennsylvania, I-95 entered the state on the [[Scudder Falls Bridge]] and continued east to [[U.S. Route 1|US 1]] in [[Lawrence Township, Mercer County, New Jersey|Lawrence Township]]. Here, I-95 abruptly ended and transitioned into [[Interstate 295 (Delaware–Pennsylvania)|I-295]]. From New York, I-95 entered the state on the George Washington Bridge and followed the New Jersey Turnpike south to exit 6, ran along an extension of the turnpike, and ended on the Delaware River–Turnpike Toll Bridge at the Pennsylvania state line, where the route transitioned into [[Interstate 276|I-276]]. This discontinuity was caused by the 1983 cancelation of the [[Somerset Freeway]], a planned alignment of I-95 further inland from the turnpike. In order to close the gap, an [[Pennsylvania Turnpike/Interstate 95 Interchange Project|interchange]] was constructed where I-95 crosses the Pennsylvania Turnpike in [[Bristol Township, Bucks County, Pennsylvania|Bristol Township, Pennsylvania]]. After the first components of the interchange opened on September 22, 2018, I-95 was rerouted onto the Pennsylvania Turnpike, meeting up with where I-95 previously ended at the state line. This project closed the last remaining gap in the route.<ref name="sofield" /> The former section of I-95 between the Pennsylvania Turnpike and US 1 in Lawrence became an extension of I-295. The interchange with the Pennsylvania Turnpike will be expanded in the future, connecting northbound I-95 with the westbound turnpike and the eastbound turnpike with southbound I-95.<ref>{{Cite web |title=I-95 Interchange Project |url=https://www.paturnpike.com/traveling/construction/site/i-95-interchange-project |access-date=December 24, 2022 |website=[[Pennsylvania Turnpike Commission]] |language=en |archive-date=December 25, 2022 |archive-url=https://web.archive.org/web/20221225023857/https://www.paturnpike.com/traveling/construction/site/i-95-interchange-project |url-status=live }}</ref>

In the 21st century, several large projects between [[Richmond, Virginia]], and [[New Jersey]] have aimed to decrease congestion along the corridor. The reconstruction of the [[Springfield Interchange]] in [[Northern Virginia]], just outside Washington, D.C. helped to ease traffic at the intersection of I-95, [[Interstate 495 (Maryland–Virginia)|I-495]], and [[Interstate 395 (Virginia–District of Columbia)|I-395]], and surrounding interchanges. The [[Springfield Interchange]] is one of the busiest highway junctions on the [[East Coast of the United States|East Coast]], serving between 400,000 and 500,000 vehicles per day. With the exception of [[high-occupancy toll]] (HOT) lanes on the Capital Beltway (I-495/I-95), this project was completed in July 2007.<ref name="IG">{{cite web|publisher=Interstate Guide|url=http://www.interstate-guide.com/i-095.html|title=Interstate 95 @ Interstate-Guide.com|access-date=February 15, 2008|archive-date=March 14, 2009|archive-url=https://web.archive.org/web/20090314123400/http://www.interstate-guide.com/i-095.html|url-status=live}}{{self-published source|date= May 2014}}</ref> A few miles to the east was another major project: the [[Woodrow Wilson Bridge]] replacement. The bridge carries I-95/I-495 over the [[Potomac River]]. The former Woodrow Wilson Bridge, which has since been demolished, was a six-lane bridge that was severely overcapacity. The new bridge is actually two bridges with a total of 12 lanes; five in each direction, with an additional lane in each direction for future use (rapid-bus or train). This project was completed with the 10 lanes opened on December 13, 2008, greatly reducing the traffic delays on the beltway. The lanes are divided into two through lanes and three local lanes in each direction. About {{convert|30|mi|km}} north of the Wilson Bridge, and about {{convert|20|mi|km}} south of [[Baltimore]] near [[Laurel, Maryland]], construction on a large new interchange began in 2008, was scheduled for completion in late 2011, and opened to traffic on November 9, 2014, which connects I-95 to [[Maryland Route 200]] (MD 200).

In 2006, the [[Virginia General Assembly]] passed SJ184, a resolution calling for an interstate compact to build a toll highway between [[Dover, Delaware]], and [[Charleston, South Carolina]], as an alternative to I-95 that would allow long-distance traffic to avoid the Washington metropolitan area.<ref>{{cite web|url=http://leg1.state.va.us/cgi-bin/legp504.exe?ses=061&typ=bil&val=sj184 |archive-url=https://web.archive.org/web/20110524063010/http://leg1.state.va.us/cgi-bin/legp504.exe?ses=061&typ=bil&val=sj184 |url-status=dead |archive-date=May 24, 2011 |title=SJ 184 Interstate Route 95; Construction and Operation of Controlled-Access Highway as Alternative Thereto |publisher=[[Virginia Legislature]] }}</ref>

Federal legislation has identified I-95 through Connecticut as [[Corridor 65 (NHS)|High Priority Corridor 65]]. A long-term multibillion-dollar program to upgrade the entire length of I-95 through Connecticut has been underway since the mid-1990s and is expected to continue through at least 2020. Several miles of the Connecticut Turnpike through [[Bridgeport, Connecticut|Bridgeport]] were widened and brought up to [[Interstate standards]]. Work has shifted to reconstructing and widening {{convert|12|mi|km}} of I-95 through [[New Haven, Connecticut|New Haven]], which includes replacing the [[Pearl Harbor Memorial Bridge (Connecticut)|Pearl Harbor Memorial Bridge]]. Environmental studies for reconstructing and widening {{convert|60|mi|km}} of I-95 from New Haven to the Rhode Island state line are also progressing.

There are plans to expand the {{convert|1054|mi|km|adj=on}} I-95 corridor from [[Petersburg, Virginia]], to Florida through a US multistate agreement to study how to improve the corridor through widening and reconstruction, with the goal of reducing congestion and improving overall safety for years to come.<ref>{{cite press release |url= http://virginiadot.org/news/statewide/2009/five_states_and_usdot38435.asp |archive-url= https://web.archive.org/web/20090211041724/http://virginiadot.org/news/statewide/2009/five_states_and_usdot38435.asp |archive-date=February 11, 2009 |title= Five States and USDOT Partner to Improve Interstate 95 Through Corridor of the Future Program: Development Agreement Aims to Reduce Congestion, Increase Safety and Reliability |first= Britt |last= Drewes |date= February 3, 2009 |publisher= [[Virginia Department of Transportation]] |id= CO-0903}}</ref>

I-95 from the South Carolina–Georgia line to the freeway's southern terminus in South Florida has been widened to a minimum of six lanes. The section from Jacksonville to the [[Interstate 4|I-4]] junction in [[Daytona Beach, Florida|Daytona Beach]] was expanded to six lanes in 2005. Projects begun in 2009, widening the roadbed in [[Brevard County, Florida|Brevard County]] from the [[Florida State Road 528|State Route 528]] junction in [[Cocoa, Florida|Cocoa]] to [[Palm Bay, Florida|Palm Bay]], as well as in northern [[Palm Beach County, Florida|Palm Beach County]]. The last segments of I-95 in Florida to remain at only four lanes have now been upgraded, providing motorists with about {{Convert|500|mi|km}} of continuous six-lane roadbed.

In 2009, state legislators representing Maine's [[Aroostook County, Maine|Aroostook County]] proposed using federal economic stimulus funds to extend I-95 north to Maine's northernmost border community of [[Fort Kent, Maine|Fort Kent]] via [[Caribou, Maine|Caribou]] and [[Presque Isle, Maine|Presque Isle]].<ref>{{cite news |url= http://bangordailynews.com/2009/04/10/politics/aroostook-delegation-pushes-for-i95-extension/ |title= Aroostook Delegation Pushes for I-95 Extension |work= Bangor Daily News |date= April 10, 2009 |access-date= January 29, 2013 |archive-date= December 24, 2013 |archive-url= https://web.archive.org/web/20131224095252/http://bangordailynews.com/2009/04/10/politics/aroostook-delegation-pushes-for-i95-extension/ |url-status= live }}</ref> The proposed route would parallel New Brunswick's four-lane, limited-access [[Trans-Canada Highway]] on the US side of the [[Canada–United States border|Canadian border]]. Legislators argued that extension of the Interstate would promote economic growth in the region.

On June 11, 2023, a portion of the northbound section of I-95 [[Interstate 95 bridge collapse|collapsed in Philadelphia]]. This was due to a gasoline tanker catching fire after a crash.<ref>{{Cite web |last=Billy Penn Staff |date=June 11, 2023 |title=I-95 collapse in Philadelphia: Map, timeline, everything we know |url=http://billypenn.com/2023/06/11/highway-collapse-philadelphia-i95-truck-fire/ |access-date=June 12, 2023 |website=Billy Penn |location=Wilmington, Delaware |publisher=[[WHYY-TV]] |language=en-US |archive-date=June 11, 2023 |archive-url=https://web.archive.org/web/20230611182743/https://billypenn.com/2023/06/11/highway-collapse-philadelphia-i95-truck-fire/ |url-status=live }}</ref> A temporary roadway opened at the site of the collapsed bridge ten days later, on June 23, 2023.<ref>{{cite news|last1=Kent|first1=Maggie|last2=Smith|first2=Briana|title=I-95 reopens to traffic with temporary lanes 12 days after collapse, tanker fire|publisher=WPVI-TV|location=Philadelphia, PA|date=June 23, 2023|url=https://6abc.com/i-95-bridge-collapse-live-stream-philadelphia-repair/13417623/|access-date=June 23, 2023|archive-date=June 23, 2023|archive-url=https://web.archive.org/web/20230623092554/https://6abc.com/i-95-bridge-collapse-live-stream-philadelphia-repair/13417623/|url-status=live}}</ref>

==Major intersections==
;Florida
:{{jct|country=USA|US|1}} in [[Miami]]
:{{jct|country=USA|US|41}} in Miami
:{{jct|state=FL|FLTP}} in [[Golden Glades, Florida|Golden Glades]]
:{{jct|country=USA|US|441}} in Golden Glades
:{{jct|state=FL|I|595}} in [[Fort Lauderdale, Florida|Fort Lauderdale]]
:{{jct|country=USA|US|98}} in [[West Palm Beach, Florida|West Palm Beach]]
:{{jct|country=USA|US|192}} in [[Melbourne, Florida|Melbourne]]
:{{jct|country=USA|I|4}} in [[Daytona Beach, Florida|Daytona Beach]]
:{{jct|country=USA|US|92}} in Daytona Beach
:{{jct|state=FL|I|295}} in [[Jacksonville, Florida|Jacksonville]]
:{{jct|country=USA|US|90}} in Jacksonville
:{{jct|country=USA|I|10|US|17}} in Jacksonville. I-95/US 17 travel concurrently through the city.
:{{jct|country=USA|US|23}} in Jacksonville
;Georgia
:{{jct|country=USA|US|17|US|82}} in [[Brunswick, Georgia|Brunswick]]
:{{jct|country=USA|US|84}} near [[Midway, Georgia|Midway]]
:{{jct|country=USA|I|16}} in [[Pooler, Georgia|Pooler]]
:{{jct|country=USA|US|80}} in Pooler
;South Carolina
:{{jct|country=USA|US|278}} in [[Hardeeville, South Carolina|Hardeeville]]
:{{Jct|US|17|country=USA}} in [[Ridgeland, South Carolina|Ridgeland]]. The highways travel concurrently to [[Point South, South Carolina|Point South]].
:{{jct|country=USA|US|21}} in [[Yemassee, South Carolina|Yemassee]]
:{{jct|country=USA|US|78}} in [[St. George, South Carolina|St. George]]
:{{jct|country=USA|US|178}} near [[Bowman, South Carolina|Bowman]]
:{{jct|country=USA|I|26}} near [[Harleyville, South Carolina|Harleyville]]
:{{jct|country=USA|US|176}} near [[Holly Hill, South Carolina|Holly Hill]]
:{{jct|country=USA|US|15|US|301}} near [[Santee, South Carolina|Santee]]. The highways travel concurrently to Santee.
:{{jct|country=USA|US|521}} near [[Manning, South Carolina|Manning]]
:{{jct|country=USA|US|378}} near [[Turbeville, South Carolina|Turbeville]]
:{{jct|country=USA|US|76}} in [[Florence, South Carolina|Florence]]
:{{jct|country=USA|I|20}} in Florence
:{{jct|country=USA|US|52}} near Florence
;North Carolina
:{{jct|country=USA|US|301|US|501}} near [[Rowland, North Carolina|Rowland]]
:{{Jct|US|301|country=USA}} near Rowland. The highways travel concurrently to [[Lumberton, North Carolina|Lumberton]].
:{{jct|state=NC|I|74|US|74}} near Lumberton
:{{jct|state=NC|I|295|US|13}} in [[Eastover, North Carolina|Eastover]]
:{{jct|country=USA|US|421}} in [[Dunn, North Carolina|Dunn]]
:{{jct|country=USA|I|40}} in [[Benson, North Carolina|Benson]]
:{{jct|country=USA|US|70}} in [[Selma, North Carolina|Selma]]
:{{jct|state=NC|I|587|I|795|US|264}} in [[Wilson, North Carolina|Wilson]]
:{{jct|country=USA|US|64}} in [[Rocky Mount, North Carolina|Rocky Mount]]
:{{jct|country=USA|US|158}} in [[Roanoke Rapids, North Carolina|Roanoke Rapids]]
;Virginia
:{{jct|country=USA|US|58}} in [[Emporia, Virginia|Emporia]]
:{{jct|state=VA|I|295}} near [[Petersburg, Virginia|Petersburg]]
:{{jct|country=USA|I|85|US|460}} in Petersburg. I-95/US 460 travel concurrently through the city.
:{{jct|country=USA|I|64}} in [[Richmond, Virginia|Richmond]]. The highways travel concurrently through Richmond.
:{{jct|country=USA|US|250}} in Richmond
:{{jct|state=VA|I|195}} in Richmond
:{{jct|country=USA|US|1|US|301}} in Richmond
:{{jct|country=USA|US|17}} in [[Fredericksburg, Virginia|Fredericksburg]]. The highways travel concurrently through Fredericksburg.
:{{jct|state=VA|I|395|I|495}} in [[Springfield, Virginia|Springfield]]. I-95/I-495 travel concurrently to [[College Park, Maryland]].
;District of Columbia
:''none''
;Maryland
:{{jct|state=MD|I|295}} near [[Forest Heights, Maryland|Forest Heights]]
:{{jct|country=USA|US|50}} near [[Glenarden, Maryland|Glenarden]]
:{{jct|state=MD|I|495}} near [[Adelphi, Maryland|Adelphi]]
:{{jct|state=MD|I|895}} near [[Baltimore]]
:{{jct|state=MD|I|195}} near Baltimore
:{{jct|state=MD|I|695}} near Baltimore
:{{jct|state=MD|I|395}} in Baltimore
:{{jct|country=USA|US|40}} in Baltimore
;Delaware
:{{jct|state=DE|I|295|I|495|US|202}} in [[Newport, Delaware|Newport]]. I-95/US 202 travel concurrently through [[Wilmington, Delaware|Wilmington]].
;Pennsylvania
:{{jct|country=USA|US|322}} in [[Chester, Pennsylvania|Chester]]. The highways travel concurrently through Chester.
:{{jct|state=PA|I|476}} in [[Ridley Township, Pennsylvania|Ridley Township]]
:{{jct|country=USA|I|76|dab1=Ohio–New Jersey}} in [[Philadelphia]]
:{{jct|state=PA|I|676|US|30}} in Philadelphia
:{{jct|state=PA|I|295|I|276|PATP}} near [[Bristol Township, Bucks County, Pennsylvania|Bristol]]
:{{jct|country=USA|US|13}} near Bristol
;New Jersey
:{{jct|country=USA|US|130}} in [[Florence Township, New Jersey|Florence Township]]
:{{jct|state=NJ|NJTP}} in [[Mansfield Township, Burlington County, New Jersey|Mansfield Township]]
:{{jct|country=USA|US|206}} in [[Bordentown Township, New Jersey|Bordentown Township]]
:{{jct|state=NJ|I|195}} in [[Robbinsville Township, New Jersey|Robbinsville Township]]
:{{jct|country=USA|I|287}} in [[Edison, New Jersey|Edison Township]]
:{{jct|state=NJ|GSP||US|9}} in [[Woodbridge Township, New Jersey|Woodbridge Township]]
:{{jct|country=USA|I|278}} in [[Elizabeth, New Jersey|Elizabeth]]
:{{jct|country=USA|I|78|US|1|US|9}} in [[Newark, New Jersey|Newark]]
:{{jct|state=NJ|I|280}} in [[Kearny, New Jersey|Kearny]]
:{{jct|state=NJ|NJ|495}} in [[Secaucus, New Jersey|Secaucus]] / [[North Bergen, New Jersey|North Bergen]]
:{{jct|country=USA|US|46}} in [[Ridgefield Park, New Jersey|Ridgefield Park]]
:{{jct|country=USA|I|80}} in [[Teaneck, New Jersey|Teaneck Township]]
:{{jct|country=USA|US|1|US|9|US|46|US|9W}} in [[Fort Lee, New Jersey|Fort Lee]]. I-95/US 1/US 9/US 46 travel concurrently to [[New York City]].
;New York
:{{jct|state=NY|US|9}} in [[Manhattan]]
:{{jct|state=NY|I|87}} in [[The Bronx]]
:{{jct|state=NY|I|278|I|295|I|678}} in [[Throggs Neck]]
:{{jct|state=NY|I|287}} in [[Rye, New York|Rye]]
;Connecticut
:{{jct|country=USA|US|7}} in [[Norwalk, Connecticut|Norwalk]]
:{{jct|country=USA|I|91}} in [[New Haven, Connecticut|New Haven]]
:{{jct|state=CT|I|395}} in [[East Lyme, Connecticut|East Lyme]]
;Rhode Island
:{{jct|state=RI|I|295}} in [[Warwick, Rhode Island|Warwick]]
:{{jct|state=RI|I|195|US|6}} in [[Providence, Rhode Island|Providence]]. I-95/US 6 travel concurrently through the city.
:{{jct|state=RI|US|6}} in Providence
:{{jct|state=RI|US|44}} in Providence
:{{jct|state=RI|US|44}} in Providence
:{{jct|state=RI|US|1}} in [[Pawtucket, Rhode Island|Pawtucket]]. The highways travel concurrently through the city.
;Massachusetts
:{{jct|state=MA|I|295}} in [[Attleboro, Massachusetts|Attleboro]]
:{{jct|state=MA|I|495}} in [[Mansfield, Massachusetts|Mansfield]]
:{{jct|state=MA|I|93|US|1|MA|128}} in [[Canton, Massachusetts|Canton]]. I-95/US 1 travel concurrently to [[Dedham, Massachusetts|Dedham]]. I-95/MA 128 travel concurrently to [[Peabody, Massachusetts|Peabody]].
:{{jct|country=USA|I|90}}/[[Massachusetts Turnpike|Mass Pike]] in [[Weston, Massachusetts|Weston]]
:{{jct|country=USA|US|20}} in [[Waltham, Massachusetts|Waltham]]
:{{jct|country=USA|US|3}} in [[Burlington, Massachusetts|Burlington]]. The highways travel concurrently through the town.
:{{jct|country=USA|I|93}} in [[Reading, Massachusetts|Reading]]
:{{jct|state=MA|MA|128}} in Peabody
:{{jct|state=MA|I|495}} in [[Amesbury, Massachusetts|Amesbury]]
;New Hampshire
:{{jct|US|4|Turnpike|Spaulding|state=NH}} in [[Portsmouth, New Hampshire|Portsmouth]]
;Maine
:{{jct|state=ME|I|195}} in [[Saco, Maine|Saco]]
:{{jct|state=ME|I|295}} near [[Portland, Maine|Portland]]
:{{jct|state=ME|I|495}} in Portland
:{{jct|country=USA|US|202}} in [[Augusta, Maine|Augusta]]
:{{jct|country=USA|US|201}} in [[Fairfield, Maine|Fairfield]]
:{{jct|state=ME|I|395}} in [[Bangor, Maine|Bangor]]
:{{jct|country=USA|US|2}} in Bangor
:{{jct|country=USA|US|1}} in [[Houlton, Maine|Houlton]]
:{{jct|country=USA|US|2}} in Houlton
:{{jct|province=NB|Route|95}} in Houlton
<ref name=randmcnally>{{cite book |author = Rand McNally |year = 2014 |title = The Road Atlas |edition = Walmart |location = Chicago |publisher = Rand McNally |pages = 23–24, 26–29, 45, 47, 49, 65–67, 69, 74–75, 89, 91–92, 107, 111|isbn = 978-0-528-00771-2}}</ref>

==Auxiliary routes==
I-95 has many auxiliary routes. They can be found in most states the route runs through, with exceptions being Georgia, South Carolina, and New Hampshire. [[Interstate 95 Business (disambiguation)|Business routes]] also exist in both Georgia and North Carolina.

;Florida
*[[Interstate 195 (Florida)|Interstate 195]] is a spur into Miami, the northern of the two spurs into Miami (the other being I-395).
*[[Interstate 295 (Florida)|Interstate 295]] is a beltway around Jacksonville.
*[[Interstate 395 (Florida)|Interstate 395]] is a spur into Miami, the southern of the two spurs into Miami (the other being I-195).
*[[Interstate 595 (Florida)|Interstate 595]] is a spur west of I-95 to I-75 and east of I-95 to Fort Lauderdale.
*[[Interstate 795 (Florida)|Interstate 795]] is a future designation along [[Florida State Road 9B|State Route 9B]].

;North Carolina
*[[Interstate 95 Business (North Carolina)|Interstate 95 Business]] is a business loop in [[Fayetteville, North Carolina|Fayetteville]].
*[[Interstate 295 (North Carolina)|Interstate 295]] is a partially completed beltway around Fayetteville.
*[[Interstate 795 (North Carolina)|Interstate 795]] is a spur running to [[Goldsboro, North Carolina|Goldsboro]].

;Virginia
* [[Interstate 195 (Virginia)|Interstate 195]] is a short spur from north of downtown [[Richmond, Virginia|Richmond]] south into downtown.
* [[Interstate 295 (Virginia)|Interstate 295]] is a bypass to the east of Richmond, from I-95 south of [[Petersburg, Virginia|Petersburg]], across [[Interstate 64|I-64]] east of Richmond and I-95 north of Richmond to I-64 west of Richmond.
* [[Interstate 395 (Virginia–District of Columbia)|Interstate 395]] is a branch from [[Springfield, Virginia|Springfield]] north into downtown [[Washington, D.C.]] It was part of I-95 until 1977.
* Interstate 495 is the [[Capital Beltway]], a full loop around Washington, D.C. Since 1977, I-95 has run along its east half.

;District of Columbia
* [[Interstate 295 (Maryland–District of Columbia)|Interstate 295]] is a branch from I-95 near the Woodrow Wilson Bridge through [[Anacostia]] and north to an interchange with [[Interstate 695 (District of Columbia)|I-695]] and [[District of Columbia Route 295]] (DC 295).
* [[Interstate 395 (Virginia–District of Columbia)|Interstate 395]] is a branch from [[Springfield, Virginia|Springfield]] north into downtown Washington, D.C., terminating at New York Avenue. It was part of I-95 until 1977.
* [[Interstate 695 (District of Columbia)|Interstate 695]] is the Southeast Freeway, connecting I-395 and DC 295.

;Maryland
*[[Interstate 195 (Maryland)|Interstate 195]] is a spur into [[Baltimore/Washington International Airport]].
*[[Interstate 295 (Maryland–District of Columbia)|Interstate 295]] is a southern route into Washington, D.C.
*[[Interstate 395 (Maryland)|Interstate 395]] is a spur into downtown Baltimore.
*Interstate 495 is the [[Capital Beltway]].
*[[Interstate 595 (Maryland)|Interstate 595]] is an unsigned segment of [[U.S. Route 50|US 50]] between the Capital Beltway and [[Annapolis]].
*[[Interstate 695 (Maryland)|Interstate 695]] is the Baltimore Beltway.
*[[Interstate 795 (Maryland)|Interstate 795]] is a bypass of [[Maryland Route 140|MD 140]] in [[Reisterstown, Maryland|Reisterstown]] and [[Owings Mills, Maryland|Owings Mills]]. It never connects to I-95.
*[[Interstate 895 (Maryland)|Interstate 895]] is the Harbor Tunnel Thruway.

;Delaware, Pennsylvania, and New Jersey
*[[Interstate 195 (New Jersey)|Interstate 195]] is a freeway through [[Central Jersey]].
*[[Interstate 295 (Delaware–Pennsylvania)|Interstate 295]] is an eastern bypass of [[Philadelphia]].
*[[Interstate 495 (Delaware)|Interstate 495]] is a bypass of [[Wilmington, Delaware]].

;New York
* [[Interstate 295 (New York)|Interstate 295]] runs southeast from the [[Bruckner Interchange]] along the [[Cross Bronx Expressway]], then south over the [[Throgs Neck Bridge]] and [[Clearview Expressway]] to its terminus at [[Hillside Avenue (Queens)|Hillside Avenue]], just south of the [[Grand Central Parkway]].<ref name="2017log">{{cite book |url=https://www.dot.ny.gov/divisions/operating/oom/transportation-systems/repository/2017%20tour-bk.pdf |title=Official Description of Highway Touring Routes, Bicycling Touring Routes, Scenic Byways, & Commemorative/Memorial Designations in New York State |author=New York State Department of Transportation |author-link=New York State Department of Transportation |date=January 2017 |access-date=January 15, 2017 |archive-date=January 10, 2017 |archive-url=https://web.archive.org/web/20170110020634/https://www.dot.ny.gov/divisions/operating/oom/transportation-systems/repository/2017%20tour-bk.pdf |url-status=live }}</ref> It was once signed as part of [[Interstate 78|I-78]]<ref name="RPA-WorldClass-2011" /><ref>{{cite news |title=Lower Manhattan Road Killed Under State Plan |first=Francis X. |last=Cliness |url=https://www.nytimes.com/1971/03/25/archives/lower-manhattan-road-killed-under-state-plan.html |newspaper=[[The New York Times]] |date=March 25, 1971 |page=78 |access-date=April 14, 2010 |archive-date=June 13, 2018 |archive-url=https://web.archive.org/web/20180613001448/https://www.nytimes.com/1971/03/25/archives/lower-manhattan-road-killed-under-state-plan.html |url-status=live }}</ref> and was planned to terminate at [[John F. Kennedy International Airport]].<ref name="NYTimes-JFK-VanWyck-Oct1968">{{cite news|last1=Fowle|first1=Farnsworth|title=Van Wyck Roads Are Under Study: Better Use of Service Lanes Sought for Kennedy Traffic|url=https://query.nytimes.com/gst/abstract.html?res=9901E7DD1130E034BC4B51DFB6678383679EDE&legacy=true|access-date=March 15, 2017|work=[[The New York Times]]|date=October 23, 1968|archive-date=March 16, 2017|archive-url=https://web.archive.org/web/20170316025415/http://query.nytimes.com/gst/abstract.html?res=9901E7DD1130E034BC4B51DFB6678383679EDE&legacy=true|url-status=live}}</ref><ref name="RPA-ExpresswayPlans-1964">{{cite journal|title=Expressway Plans|journal=[[Regional Plan Association|Regional Plan News]]|date=May 1964|issue=73–74|pages=1–18|url=https://archive.org/details/regionalplannews7374regi|access-date=February 27, 2017|publisher=[[Regional Plan Association]]}}</ref><ref name="RPA-WorldClass-2011">{{cite web|last1=Zupan|first1=Jeffrey M.|last2=Barone|first2=Richard E.|last3=Lee|first3=Mathew H.|title=Upgrading to World Class: The Future of the New York Region's Airports|url=http://www.rpa.org/pdf/RPA-Upgrading-to-World-Class.pdf|publisher=[[Regional Plan Association]]|access-date=March 15, 2017|date=January 2011|url-status=dead|archive-url=https://web.archive.org/web/20150924092424/http://www.rpa.org/pdf/RPA-Upgrading-to-World-Class.pdf|archive-date=September 24, 2015|df=mdy-all}}</ref>
* [[Interstate 495 (New York)|Interstate 495]] runs from the [[Queens–Midtown Tunnel]] east along the [[Long Island Expressway]] to [[Riverhead, New York|Riverhead]], crossing I-295 in [[Queens]].<ref name="2017log"/> It was once planned to continue west to I-95 in [[New Jersey]]; that part is now [[Lincoln Tunnel]] and [[New Jersey Route 495|Route 495]]. It was also to go east and meet I-95 again in either Connecticut or in Rhode Island. This would have made I-495 a [[bypass (road)|bypass road]] for I-95.<ref>{{cite book |url=http://www.nycroads.com/history/expwy-plans/ |title=Expressway Plans |date=1964 |access-date=April 19, 2018 |archive-url=https://web.archive.org/web/20171130162352/http://www.nycroads.com/history/expwy-plans/ |archive-date=November 30, 2017 |url-status=live |via=nycroads.com}}</ref>
* [[Interstate 695 (New York)|Interstate 695]] is a short route along the [[Throgs Neck Expressway]], connecting I-295 to I-95 in [[the Bronx]].<ref name="2017log"/> It was once signed as part of I-78.<ref>{{cite map |title=New York State Highways |publisher=[[New York State Department of Commerce]] |year=1969 |cartography=[[Rand McNally and Company]]}}</ref> The number had been used for other plans, including a route parallel to [[Woodhaven Boulevard]] and an upgrade of the [[West Side Highway]] and [[Henry Hudson Parkway]].

;Connecticut, Rhode Island, and Massachusetts
*[[Interstate 195 (Rhode Island–Massachusetts)|Interstate 195]] is a spur route east of [[Providence, Rhode Island|Providence]].
*[[Interstate 295 (Rhode Island–Massachusetts)|Interstate 295]] is a partial outer beltway around Providence.
*[[Interstate 395 (Connecticut–Massachusetts)|Interstate 395]] runs from the junction with I-95 in [[Waterford, Connecticut|Waterford]] north to the Massachusetts state line where it meets [[Interstate 90|I-90]]/[[Massachusetts Turnpike]] and [[Interstate 290 (Massachusetts)|I-290]] south of [[Worcester, Massachusetts|Worcester]].
*[[Interstate 495 (Massachusetts)|Interstate 495]] is a partial outer beltway around [[Boston]].

;Maine
*[[Interstate 195 (Maine)|Interstate 195]] is the [[Saco, Maine|Saco]] industrial spur.
*[[Interstate 295 (Maine)|Interstate 295]] connects with I-95 in [[Portland, Maine|Portland]] and [[Gardiner, Maine|Gardiner]].
*[[Interstate 395 (Maine)|Interstate 395]] is a spur to the east of [[Bangor, Maine|Bangor]].
*[[Falmouth Spur|Interstate 495]] is the Falmouth spur.

==See also==
*{{portal-inline|U.S. Roads}}
*[[2023 Interstate 95 highway collapse]]
{{Clear}}

==References==
{{Reflist|2}}

==Further reading==
{{refbegin}}
* {{cite thesis |last=Evans |first=Mark T. |title=Main Street, America: Histories of I-95 |type=Ph.D. dissertation |publisher=University of South Carolina |year=2015}}
{{refend}}

==External links==
{{commons category|Interstate 95}}
{{AttachedKML|display=title,inline}}
* {{osmrelation-inline|331325}}
* ''[https://www.npr.org/series/129278775/i-95-the-road-most-traveled I-95: The Road Most Traveled]'' (special series). [[National Public Radio]]. 2010.
{{interstates}}
{{I-95 aux}}

[[Category:Interstate 95| ]]
[[Category:Interstate Highway System|95]]
[[Category:Interstate Highways in Washington, D.C.|95]]

Interstate 8

2025-06-16T01:50:09Z

2600:1700:6180:6290:9C0B:1E58:45BE:D4BB: WP:NOTBROKEN

{{Short description|Interstate Highway in California and Arizona}}
{{Other uses|I8 (disambiguation)}}
{{Use American English|date=April 2025}}
{{Use mdy dates|date=May 2023}}
{{featured article}}
{{Infobox road
| country = USA
| type = I
| route = 8
| maint = [[Caltrans]] and [[Arizona Department of Transportation|ADOT]]
| length_mi = 350.34
| length_notes = {{convert|171.98|mi|km}} in California<ref name=calnexus/> {{convert|178.36|mi|km}} in Arizona<ref name="ADOT Highway Log"/>
| established = 1964
| map = {{maplink-road|from=Interstate 8.map}}
| map_custom = yes
| map_notes = I-8 highlighted in red
| direction_a = West
| terminus_a = Sunset Cliffs Boulevard / Nimitz Boulevard in [[San Diego|San Diego, CA]]
| junction = {{Plainlist|
*{{Jct|state=CA|I|5}} in San Diego, CA
*{{Jct|state=CA|SR|163}} in San Diego, CA
*{{Jct|state=CA|I|805}} in San Diego, CA
*{{Jct|state=CA|I|15|SR|15}} in San Diego, CA
*{{Jct|state=CA|SR|125}} in [[La Mesa, California|La Mesa, CA]]
*{{Jct|state=CA|SR|67}} in [[El Cajon, California|El Cajon, CA]]
*{{Jct|state=CA|SR|111}} in [[El Centro, California|El Centro, CA]]
*{{Jct|state=AZ|US|95}} in [[Yuma, Arizona|Yuma, AZ]]
*{{Jct|state=AZ|SR|85}} in [[Gila Bend, Arizona|Gila Bend, AZ]]
}}
| direction_b = East
| terminus_b = {{Jct|state=AZ|I|10}} in [[Casa Grande, Arizona|Casa Grande, AZ]]
| states = [[California]], [[Arizona]]
| counties = '''CA:''' [[San Diego County, California|San Diego]], [[Imperial County, California|Imperial]] '''AZ:''' [[Yuma County, Arizona|Yuma]], [[Maricopa County, Arizona|Maricopa]], [[Pinal County, Arizona|Pinal]]
| system1 = {{infobox road/browselinks/USA|state=CA}}
| system2 = {{infobox road/browselinks/USA|state=AZ}}
| browse = {{ca browse|previous_type=CA|previous_route=7|route=CA|next_type=CA|next_route=9}}{{az browse|previous_type=AZ|previous_route=989|route=AZ|next_type=I|next_route=10}}
}}

[[File:San Diego Trolley over Interstate 8.jpg|thumb|right|300px|I-8 in [[San Diego]], from the [[San Diego Trolley]]]]
'''Interstate 8''' ('''I-8''') is an [[Interstate Highway System|Interstate Highway]] in the [[southwestern United States]]. It runs from the southern edge of [[Mission Bay (San Diego)|Mission Bay]] at Sunset Cliffs Boulevard in [[San Diego, California]], almost at the Pacific Ocean, to the junction with [[Interstate 10 in Arizona|I-10]], just southeast of [[Casa Grande, Arizona]]. In California, the freeway travels through the San Diego metropolitan area as the '''Ocean Beach Freeway''' and the '''Mission Valley Freeway''' before traversing the [[Cuyamaca Mountains]] and providing access through the [[Imperial Valley]], including the city of [[El Centro, California|El Centro]]. Crossing the [[Colorado River]] into [[Arizona]], I-8 continues through the city of [[Yuma, Arizona|Yuma]] across the [[Sonoran Desert]] to Casa Grande, in between the cities of [[Phoenix, Arizona|Phoenix]] and [[Tucson, Arizona|Tucson]].

The first route over the Cuyamaca Mountains was dedicated in 1912, and a [[plank road]] served as the first road across the Imperial Valley to Yuma; east of there, the [[Gila Trail]] continued east to [[Gila Bend, Arizona|Gila Bend]]. These were later replaced by [[U.S. Route 80]] (US 80) across California and part of Arizona, and [[Arizona State Route 84]] (SR 84) between Gila Bend and Casa Grande. The US 80 freeway through San Diego was largely complete by the time it was renumbered as I-8 in the [[1964 state highway renumbering (California)|1964 state highway renumbering]]; east of San Diego, the US 80 roadway was slowly replaced by I-8 as construction progressed in the Imperial Valley. The Arizona portion of the road was built starting in the 1960s. Several controversies erupted during the construction process; questionable labor practices in Imperial County led to the federal conviction of mobster [[Jimmy Fratianno]], and a [[U.S. House of Representatives]] subcommittee found that the Arizona government had mismanaged financial resources.

The route was completed in 1975 through California, and by 1977 through Arizona, though the bridge over the Colorado River was not completed until 1978. Since then, the freeway through San Diego has been widened due to increasing congestion, and another portion in Imperial County had to be rebuilt following damage by the remnants of [[Hurricane Kathleen]].

==Route description==
I-8 is part of the [[National Highway System (United States)|National Highway System]],<ref name=fhwa-nhs>{{FHWA NHS map|region=californiasouth}}</ref><ref name=fhwa-nhsaz>{{FHWA NHS map|region=arizona}}</ref> a network of highways that are considered essential to the country's economy, defense, and mobility by the [[Federal Highway Administration]].<ref name=NHS-FHWA>{{FHWA NHS}}</ref> The freeway from the eastern junction with [[California State Route 98]] (SR 98) to the eastern end is designated as part of the [[Juan Bautista de Anza National Historic Trail]] auto tour route, promoted by the [[National Park Service]].<ref>{{cite web |url = http://www.solideas.com/DeAnza/TrailGuide/Imperial/index.html |title = Juan Bautista de Anza National Historic Trail Guide: Imperial County |publisher = National Park Service |author = National Park Service |access-date = October 6, 2008 |archive-url = https://web.archive.org/web/20080705234710/http://www.solideas.com/DeAnza/TrailGuide/Imperial/index.html |archive-date = July 5, 2008 |url-status = live }} {{cite web |url = http://www.solideas.com/DeAnza/TrailGuide/Yuma/index.html |title = Juan Bautista de Anza National Historic Trail Guide: Yuma County |publisher = National Park Service |author = National Park Service |access-date = October 6, 2008 |archive-url = https://web.archive.org/web/20081011022552/http://www.solideas.com/DeAnza/TrailGuide/Yuma/index.html |archive-date = October 11, 2008 |url-status = live }} {{cite web |url = http://www.solideas.com/DeAnza/TrailGuide/Maricopa/index.html |title = Juan Bautista de Anza National Historic Trail Guide: Maricopa County |publisher = National Park Service |author = National Park Service |access-date = October 6, 2008 |archive-url = https://web.archive.org/web/20081120024137/http://www.solideas.com/DeAnza/TrailGuide/Maricopa/index.html |archive-date = November 20, 2008 |url-status = live }} {{cite web |url = http://www.solideas.com/DeAnza/TrailGuide/Pinal/index.html |title = Juan Bautista de Anza National Historic Trail Guide: Pinal County |publisher = National Park Service |author = National Park Service |access-date = October 6, 2008 |archive-url = https://web.archive.org/web/20081120023353/http://www.solideas.com/DeAnza/TrailGuide/Pinal/index.html |archive-date = November 20, 2008 |url-status = live }}</ref>

{{Anchor|California}}

===San Diego to Arizona border===
The entirety of Interstate 8 in California is defined in the California Streets and Highways Code as '''Route 8''', whose definition in section 308 is as follows<ref>[https://leginfo.legislature.ca.gov/faces/codes_displaySection.xhtml?lawCode=SHC&sectionNum=308. California Code, SHC 308.]</ref>:<blockquote>Route 8 is from: (a) Sunset Cliffs Boulevard to [[Interstate 5 in California|Route 5]] in San Diego (b) Route 5 in San Diego to Yuma via El Centro.</blockquote>
The freeway begins at the intersection of Sunset Cliffs Boulevard and Nimitz Boulevard in [[San Diego]]. For its first few miles, it parallels the [[San Diego River]] floodway. Near [[Old Town, San Diego|Old Town San Diego]], I-8 intersects with I-5 as well as with Rosecrans Street, the former routing of [[California State Route 209|SR 209]].<ref name="tgsd2">{{cite map |author = Thomas Brothers |location = Irvine, CA |publisher = Thomas Brothers |title = San Diego County Road Atlas |year = 1998 |page = 1232 |isbn = 0-88130-902-8 |oclc = 38909538 |scale = 1:316,800 }}</ref> Even though the freeway west of I-5 is signed with interstate shields, it is not considered a chargeable interstate highway according to Federal Highway Administration route logs, which defines I-8's western terminus at I-5.<ref>{{cite web | url=https://www.fhwa.dot.gov/planning/national_highway_system/interstate_highway_system/routefinder/table01.cfm | title=Table 1 - Main Routes - FHWA Route Log and Finder List - Interstate Highway System - National Highway System - Planning - FHWA }}</ref> Under regular circumstances, the [[California Department of Transportation]] (Caltrans) would sign this freeway segment as State Route 8.

As the freeway enters [[Mission Valley, San Diego|Mission Valley]], it continues eastward, bisecting the area known as "Hotel Circle" that has several hotels. I-8 then has interchanges with [[California State Route 163|SR 163]], [[Interstate 805|I-805]], and [[Interstate 15 in California|I-15]]. In [[La Mesa, California|La Mesa]], the route intersects [[California State Route 125|SR 125]], and in [[El Cajon, California|El Cajon]] it intersects with [[California State Route 67|SR 67]]. From Mission Valley through El Cajon, it is paralleled by the [[San Diego Trolley]] [[Green Line (San Diego Trolley)|Green Line]].

East of El Cajon, it ascends into the mountains and the [[Cleveland National Forest]], traveling through towns such as [[Alpine, California|Alpine]] then going by the [[Viejas Casino]] before reaching [[Pine Valley, California|Pine Valley]]. This route achieves four 4,000-foot (1219.2 meters) high points at [[Carpenter Summit]], then crosses the [[Pine Valley Creek Bridge]] before the [[Laguna Summit]], followed by the [[Crestwood Summit]], then the [[Tecate Divide]],<ref name="acme" /> After the Laguna Summit, the road passes a [[United States Border Patrol interior checkpoints|U.S. border patrol interior checkpoint]] that was constructed in 1995 near Buckman Springs Road turnoff just east of the summit.<ref>{{Cite news |title = Border Patrol Will Open Checkpoint on I-8 |last = Sanchez, Leonel |date = October 19, 1995 |work = San Diego Union-Tribune |page = A1 |oclc = 25257675 }}</ref> However, this resulted in smugglers driving the wrong way on I-8 at high speeds in order to avoid the checkpoint, causing several crashes, even after concrete barriers were installed.<ref>{{Cite news |title = State Asked for Barriers to Stop I-8 Cross-overs |last = Vigil, Jennifer |date = September 21, 2003 |work = San Diego Union-Tribune |page = B1 |oclc = 25257675 }}</ref><ref>{{Cite news |title = Smugglers Make East County Highways Deadly |date = October 13, 2005 |work = San Diego Union-Tribune |page = B13 |oclc = 25257675 }}</ref> The freeway intersects with [[California State Route 79|SR 79]] in the national forest before passing through the [[La Posta Indian Reservation|La Posta]] and [[Campo Indian Reservation|Campo]] Indian reservations.

In [[Boulevard, California|Boulevard]], I-8 has an interchange with the eastern end of [[California State Route 94|SR 94]].<ref name="tgsd">{{cite map |author = Thomas Brothers |location = Irvine, CA |publisher = Thomas Brothers |title = San Diego County Road Atlas |year = 2009 |pages = 429–430, 1232–1237, 1251–1252, 1268–1270, 1298–1300 |isbn = 978-1-58174-110-0 |oclc = 263420904 }}</ref><ref name="rmcn">{{cite map |author = Rand McNally |title = The Road Atlas: United States, Canada, and Mexico |year = 2008 |location = Chicago |publisher = Rand McNally |page = 15 |isbn = 978-0-528-93961-7 |oclc = 173493291 |scale = c. 1:1.584,000 }} {{cite map |author = Rand McNally |title = The Road Atlas: United States, Canada, and Mexico |year = 2008 |location = Chicago |publisher = Rand McNally |page = 17 |isbn = 978-0-528-93961-7 |oclc = 173493291 |scale = c. 1:190,080 |inset = San Diego }}</ref>

I-8 straddles the [[San Diego County, California|San Diego]]–[[Imperial County, California|Imperial]] county line for a few miles before turning east. At the Mountain Springs/In-Ko-Pah grade, the freeway is routed down two separate canyons—[[Devils Canyon (Jacumba Mountains)|Devils Canyon]] for westbound traffic and [[In-Ko-Pah Gorge]] for eastbound traffic—as it descends {{convert|3000|ft|m|abbr=on}} in {{convert|11|mi|km|abbr=on}}.<ref name="acme">{{cite map |url = http://mapper.acme.com/?ll=32.69646,-116.08944&z=13&t=T&marker0=41.19886%2C-120.94414 |title = Acme Mapper |publisher = Acme Maps |access-date = April 28, 2013 |author = OpenStreetMap |archive-url = https://web.archive.org/web/20140714165023/http://mapper.acme.com/?ll=32.69646,-116.08944&z=13&t=T&marker0=41.19886%2C-120.94414 |archive-date = July 14, 2014 |url-status = live }}</ref> In places, the median is over {{convert|1.5|mi|km|abbr=on}} wide.<ref name="rmcn"/><ref name="tg">{{cite map |author = Thomas Brothers |location = Irvine, CA |publisher = Thomas Brothers |title = California Road Atlas and Driver's Guide |year = 2000 |pages = 107, 111, 112, 212, 213, 214, V |oclc = 41359350 }}</ref> This portion of the road is known for high winds through the canyons that have made driving difficult, sometimes resulting in closure of the freeway;<ref name="grade"/> in 1966, the [[California Highway Patrol]] estimated that winds blew at speeds of up to {{convert|100|mph|km/h|abbr=on}}.<ref>{{cite news |title = Screen To Curb Devilish Wind |work = The San Diego Union |date = March 8, 1966 |author = Hudson, Ken |page = A17 |oclc = 13155544 }}</ref> The route enters the Imperial Valley, where it intersects with SR 98, a highway leading to [[Calexico, California|Calexico]], and passes near the [[Desert View Tower]]. I-8 then goes through [[Ocotillo, California|Ocotillo]] and [[Coyote Wells, California|Coyote Wells]] before entering the city of [[El Centro, California|El Centro]] several miles later.<ref name="rmcn"/><ref name="tg"/>

In El Centro, I-8 intersects with [[California State Route 86|SR 86]] and [[California State Route 111|SR 111]], both north–south routes which connect to [[Interstate 10 in California|I-10]] in the [[Coachella Valley]], north of the [[Salton Sea]]. [[California State Route 115|SR 115]] and SR 98 end at I-8 east of El Centro. The route also has the lowest above-ground elevation of any Interstate at {{convert|52|ft|m|abbr=on}} [[below sea level]] near El Centro.<ref name="fhwaoldfact">{{cite web |url = https://highways.dot.gov/highway-history/interstate-system/50th-anniversary |title = Previous Interstate Facts of the Day |publisher = Federal Highway Administration |work = Celebrating the Eisenhower Interstate Highway System |date = February 29, 2012 |access-date = September 29, 2012 |author = Federal Highway Administration |archive-url = https://web.archive.org/web/20060426084506/http://www.fhwa.dot.gov/interstate/previousfacts.cfm |archive-date = April 26, 2006 |url-status = live }}</ref> The freeway then traverses the [[Imperial Sand Dunes Recreation Area]] and intersects with [[California State Route 186|SR 186]] leading south to [[Baja California Norte]], Mexico.<ref name="rmcn"/><ref name="tg"/> I-8 runs parallel to the [[All-American Canal]] across the desert for roughly {{convert|55|mi|km|abbr=on}}.<ref>{{harvp|Pittman|1995|p=341}}.</ref> At points in eastern Imperial County, the [[Mexico–United States border|Mexican border]] is less than {{convert|0.5|mi|km|abbr=on}} south of the Interstate. I-8 then passes through [[Felicity, California|Felicity]] and [[Winterhaven, California|Winterhaven]] before crossing the [[Colorado River]] on a bridge into [[Yuma, Arizona]].<ref name="rmcn"/><ref name="tg"/>

I-8 is part of the [[California Freeway and Expressway System]]<ref name="cafes">{{CAFESystem}}</ref> and is eligible for the [[State Scenic Highway System (California)|State Scenic Highway System]] from [[Interstate 5 in California|I-5]] to the western junction of SR 98,<ref name="scenic">{{CA scenic}}</ref> though it is not an official state scenic highway.<ref name="actualscenic">{{Caltrans scenic|access-date=December 14, 2016}}</ref> It is officially known as the Border Friendship Route from San Diego to the Arizona state line. The Interstate is signed as the Ocean Beach Freeway west of I-5. For the entire length within San Diego County and into Imperial County, it is signed as the Kumeyaay Highway, after [[Kumeyaay people|the local Native American tribe]] and their traditional trade route which the Interstate follows.<ref>{{CA Named Freeways |pages=15, 289}}</ref><ref>{{Cite book |first1 = Geralyn Marie |last1 = Hoffman |first2 = Lynn H. |last2 = Gamble |author3 = San Diego State University Institute for Regional Studies of the Californias |year = 2006 |url = https://books.google.com/books?id=rfg4TOb4o10C&pg=PA24 |title = A Teacher's Guide to Historical and Contemporary Kumeyaay Culture |location = San Diego |publisher = San Diego State University Institute for Regional Studies of the Californias |page = 24 |isbn = 978-0-925613-51-6 |oclc = 173480703 |access-date = October 10, 2016 |archive-url = https://web.archive.org/web/20161130215433/https://books.google.com/books?id=rfg4TOb4o10C&pg=PA24 |archive-date = November 30, 2016 |url-status = live }}</ref> Between Old Town and El Cajon, I-8 is called the Mission Valley Freeway.<ref name="tg"/> In 2014, I-8 had an [[annual average daily traffic]] (AADT) of 11,800 vehicles between Bonds Corner Road and SR 115, as well as between SR 98 and Imperial Highway, and 239,000 vehicles between I-805 and I-15, the latter of which was the highest AADT for the highway in California.<ref name=traffic>{{Caltrans traffic|year=2014|start=7|end=10|access-date=December 14, 2016}}</ref>

{{anchor|Arizona}}

===Yuma to Casa Grande===
[[File:3-line distance sign, I-8, Gila Bend, AZ.jpg|thumb|left|A sign displaying the mileages on I-8 westbound in Gila Bend]]
I-8 enters Arizona from California at the Colorado River bridge at Yuma. It initially heads south through Yuma until the interchange with [[U.S. Route 95 in California|US 95]], where the freeway begins to turn to the east and passes through eastern Yuma and [[Fortuna Foothills, Arizona|Fortuna Foothills]], briefly paralleling US 95 and passing through a second border inspection station. In the [[Gila Mountains (Yuma County)|Gila Mountains]], the eastbound lanes of I-8 cross under the westbound freeway, briefly traveling to the left near Telegraph Pass before reverting. West of [[Wellton, Arizona|Wellton]], the highway takes a northeasterly course, paralleling the [[Gila River]] and passing to the south of [[Roll, Arizona|Roll]]. Through this part of Arizona, I-8 passes along the northern edge of the [[Barry M. Goldwater Air Force Range]] and to the south of the [[Yuma Proving Ground]]. It keeps a northeastern heading, passing through the community of [[Dateland, Arizona|Dateland]], until it reaches [[Gila Bend, Arizona|Gila Bend]]. There, the freeway intersects [[Arizona State Route 85|SR 85]] heading north to [[Phoenix, Arizona|Phoenix]] and south to the [[Organ Pipe Cactus National Monument]].<ref name="ADOT Highway Log"/><ref name="googleAZ"/>

After leaving Gila Bend, I-8 takes a southeastern course as it passes through the [[Sonoran Desert National Monument]]. Exiting the national monument grounds, the highway continues on an easterly bearing to a junction with [[Arizona State Route 84|SR 84]], a highway that parallels I-8 to the north and goes through [[Casa Grande, Arizona|Casa Grande]], while I-8 passes to the south of both [[Stanfield, Arizona|Stanfield]] and Casa Grande. I-8 reaches its eastern terminus southeast of [[Casa Grande Mountain Park]] at an interchange with [[Interstate 10 in Arizona|I-10]], which continues north (westbound) to [[Phoenix, Arizona|Phoenix]], and south (eastbound) to [[Tucson, Arizona|Tucson]].<ref name="ADOT Highway Log"/><ref name="googleAZ">{{google maps |url=https://maps.google.com/maps?f=d&hl=en&geocode=12292208217460437544,32.728310,-114.617480%3B401209425362210788,32.817011,-111.683029&saddr=I-8+E+%4032.728310,+-114.617480&daddr=Exit+178A+%4032.817011,+-111.683029&doflg=ptm&sll=32.795685,-113.150255&sspn=3.181171,5.119629&ie=UTF8&z=8 |title=Overview Map of I-8 in Arizona |access-date=April 11, 2008 |link=no}}</ref>

The combination of SR 85 between I-10 and I-8 as well as I-8 between SR 85 and I-10 in Casa Grande has been promoted as a bypass of the Phoenix area for long-distance travelers on I-10.<ref name="sign">{{cite sign |author = Arizona Department of Transportation |url = http://commons.wikimedia.org/wiki/File:Interstate_8_Eastern_Terminus.jpg |title = Exit 200 eastbound overhead |medium = Highway guide sign |location = Casa Grande, AZ |publisher = Arizona Department of Transportation |access-date = October 27, 2012 |archive-url = https://web.archive.org/web/20141220121322/http://commons.wikimedia.org/wiki/File:Interstate_8_Eastern_Terminus.jpg |archive-date = December 20, 2014 |url-status = live }}</ref> In 2014, I-8 had an AADT of 5,200 vehicles between Butterfield Trail and Freeman Road, and 44,400 vehicles between [[Arizona State Route 280|SR 280]] and Araby Road east of Yuma, the latter of which was the highest AADT for the highway in Arizona.<ref name=AZtraffic>{{cite web |title = Average Annual Daily Traffic |author = Arizona Department of Transportation |url = http://azdot.gov/docs/default-source/planning/2014-interstates-aadt.pdf?sfvrsn=2 |format = PDF |publisher = Arizona Department of Transportation |year = 2014 |access-date = December 14, 2016 |archive-url = https://web.archive.org/web/20170329213143/http://azdot.gov/docs/default-source/planning/2014-interstates-aadt.pdf?sfvrsn=2 |archive-date = March 29, 2017 |url-status = live }}</ref> In the early 2010s, I-8 from Casa Grande to Gila Bend was sometimes used for smuggling both drugs and humans.<ref>{{Cite news |url = http://www.azcentral.com/news/articles/2011/01/29/20110129arizona-smuggling-on-interstate-8.html |title = Arizona, Federal Officials Target Smugglers on Interstate 8 |last = Collom, Lindsey |date = January 29, 2011 |work = The Arizona Republic |location = Phoenix |oclc = 2609778 |access-date = June 21, 2014 }}</ref>

==History==
The I-8 designation was accepted as a [[Interstate Highway System#Chargeable and non-chargeable Interstate routes|chargeable Interstate]] by the [[American Association of State Highway Officials]] in 1957,<ref name=I1957>{{cite map |author = Public Roads Administration |location = Washington, DC |scale = Scale not given |publisher = Public Roads Administration |date = August 14, 1957 |title = Official Route Numbering for the National System of Interstate and Defense Highways as Approved by the American Association of State Highway Officials |url = http://commons.wikimedia.org/wiki/File:Interstate_Highway_plan_August_14,_1957.jpg |access-date = April 4, 2012 |archive-url = https://web.archive.org/web/20121110055957/http://commons.wikimedia.org/wiki/File:Interstate_Highway_plan_August_14,_1957.jpg |archive-date = November 10, 2012 |url-status = live }}</ref> and was added to the state highway system in 1964 by the [[California State Legislature]]; the US 80 designation was removed at that time.<ref name="renumbering">{{cite journal |url = http://www.gbcnet.com/ushighways/history/1964_route_renumbering.pdf |title = Route Renumbering: New Green Markers Will Replaces Old Shields |journal = California Highways and Public Works |date = March–April 1964 |volume = 43 |issue = 1–2 |pages = 11–14 |issn = 0008-1159 |oclc = 7511628 |access-date = March 8, 2012 |archive-url = https://web.archive.org/web/20130619023353/http://www.gbcnet.com/ushighways/history/1964_route_renumbering.pdf |archive-date = June 19, 2013 |url-status = live }}</ref><ref name="cite1963">{{cite CAstat|year=1963|ch=385}}</ref>

===San Diego area===
The freeway that would become I-8 was constructed in the mid-20th century through the San Diego area. The section west of I-5 was originally part of SR 109, and was added to I-8 in 1972. In later years, the [[California Department of Transportation]] (Caltrans) made efforts to widen the freeway as congestion increased.

====Initial construction====
{{see also|U.S. Route 80 in California}}
Much of Alvarado Canyon Road from San Diego to La Mesa was originally built between 1947 and 1950, a bypass of the old US 80 routing along El Cajon Boulevard and La Mesa Boulevard.<ref name="chpw">{{cite journal |title = Alvarado Canyon |author = Mack, Joseph |journal = California Highways and Public Works |date = May–June 1950 |volume = 29 |issue = 4 |pages = 42–43 |oclc = 7511628 }}</ref> Work began to convert the original US 80 [[divided highway]] into a freeway in 1960,<ref>{{Cite news |title = State Asks Bids For Link in U.S. 80 Project Here |date = January 6, 1959 |work = The San Diego Union |page = A13 |oclc = 13155544 }}</ref> and the freeway was complete west of El Cajon by April 1962.<ref>{{Cite news |title = Freeway Link Opens Tomorrow on U.S. 80 |date = April 23, 1962 |work = The San Diego Union |page = A18 |oclc = 13155544 }}</ref> Priority was given to planning US 80 in 1962 by the [[California Chamber of Commerce]].<ref>{{cite news |title = State C of C Urges New Roads in Area |work = The San Diego Union |date = August 23, 1962 |page = C17 |oclc = 13155544 }}</ref> In 1964, I-8 was officially designated by the California State Legislature, and the US 80 designation was removed.<ref name="renumbering"/><ref name="cite1963"/> By 1965, I-8 from Fairmount Avenue to El Cajon Boulevard was one of the first freeway stretches in the county to have a center barrier installed in the median.<ref>{{cite news |title = More Freeway Center Barriers Are Planned |work = The San Diego Union |date = January 7, 1965 |last = Brooks |first = Joe |page = A21 |oclc = 13155544 }}</ref>

The Ocean Beach Freeway section west of I-5 was authorized as Route 286 in 1959.<ref name="CA1959">{{cite CAstat |year=1959 |ch=1062 }}</ref> In 1962, four alternate routes were proposed for this part of the freeway, and for Rosecrans Street.<ref>{{cite news |title = Alternate Routes Studied For Midway Area Freeways |work = The San Diego Union |date = August 27, 1962 |page = A17 |oclc = 13155544 }}</ref> Route 286 was renumbered to SR 109 in the 1964 renumbering.<ref name="cite1963"/> Plans for the Old Town interchange between I-5 (formerly US 101), I-8 (formerly US 80), SR 209 (Rosecrans Street), and SR 109 date from 1962, although several concerns had to be taken into account, including the preservation of historical [[Old Town, San Diego|Old Town]] and keeping traffic through the area moving during construction. The goal was to begin the process in 1966, and complete the interchange in 1969.<ref>{{cite news |title = Light Industry Center Urged For Midway-Frontier Area |work = The San Diego Union |date = August 15, 1962 |page = A17 |oclc = 13155544 }}</ref><ref>{{Cite news |title = $11 Million Interchange Projected |date = March 16, 1965 |work = The San Diego Union |page = A15 |oclc = 13155544 }}</ref> There were concerns about a $3 million shortfall in funding (about ${{Formatprice|{{Inflation|US-GDP|3000000|1966|r=-6}}}} in {{inflation-year|US-GDP}} dollars){{Inflation-fn|US-GDP}} during May 1966, which caused the San Diego Chamber of Commerce Highway Committee to recommend the completion of SR 109 as a project.<ref>{{cite news |title = Fund Loss Feared For State Highways Under Transit Plan |work = The San Diego Union |date = May 11, 1966 |page = A22 |oclc = 13155544 }}</ref> This was projected to be the final highway project before I-5 was completed in San Diego County.<ref>{{cite news |title = Interstate 5 Will Have 36 Interchanges For Easy Travel |work = The San Diego Union |date = August 1, 1966 |last = James |first = Paul |page = B1 |oclc = 13155544 }}</ref>

The building phase started on September 22, 1966, on the interchange that was to replace the intersection of Pacific Highway and Rosecrans Street. The cost of the interchange was projected to be $10.86 million<ref>{{cite news |title = 'Stack' Like Plate Of Spaghetti |work = The San Diego Union |date = March 26, 1967 |last = Brown |first = Joe |page = B1 |oclc = 13155544 }}</ref> (about ${{Formatprice|{{Inflation|US-GDP|10860000|1967|r=-6}}}} in {{inflation-year|US-GDP}} dollars).{{Inflation-fn|US-GDP}} SR 109 was planned to follow Camino del Rio up to the Frontier traffic circle, where the city of San Diego would resume construction; both SR 109 and SR 209 were to be built in the future.<ref>{{Cite news |title = $11 Million Interchange To Link Freeways |date = December 4, 1966 |work = The San Diego Union |page = B4 |oclc = 13155544 }}</ref> The eight-lane freeway was projected to relieve traffic in the Frontier Street area coming from the [[Pechanga Arena|San Diego Sports Arena]]. [[Construction bidding|Bidding]] for the SR 109 contract was to begin in 1968, after the City Council endorsed the route in December 1967. Completion of both the interchange and SR 109 was planned for early 1969.<ref name="feb">{{cite news |title = Interstate 5 and 8 Ramps to Close |work = The San Diego Union |date = February 27, 1968 |page = C1 |oclc = 13155544 }}</ref> An interchange was planned at Midway Drive, and the western end of the freeway was to be at Sunset Cliffs and Nimitz boulevards.<ref>{{cite news |title = Council Approves 109 Freeway Route |work = The San Diego Union |date = December 29, 1967 |page = B3 |oclc = 13155544 }}</ref> The cost of the SR 109 project was estimated to be $2.3 million<ref name="obgb">{{cite news |title = Ground Broken For Beach Freeway |work = The San Diego Union |date = September 24, 1968 |page = C3 |oclc = 13155544 }}</ref> (about ${{Formatprice|{{Inflation|US-GDP|2300000|1968|r=-6}}}} in {{inflation-year|US-GDP}} dollars).{{Inflation-fn|US-GDP}}


The ramp from south I-5 to Camino del Rio opened in February 1968,<ref name="feb"/> and a second ramp from southbound I-5 to eastbound I-8 opened in August 1968, with the remainder of the project to be completed in summer 1969.<ref>{{cite news |title = Interstate 5–8 Revisions Due On Monday |work = The San Diego Union |date = August 3, 1968 |page = B1 |oclc = 13155544 }}</ref> The groundbreaking for the Ocean Beach Freeway took place on September 23, 1968, with the estimated completion to take place within 15 months.<ref name="obgb"/> However, rain in February 1969 delayed many construction projects across the county, including the SR 109 extension.<ref>{{cite news |title = 2,000 To 3,000 Building Men Idled By Rain |work = The San Diego Union |date = February 25, 1969 |last = Clance |first = Homer |page = B8 |oclc = 13155544 }}</ref> The entire project was completed in September, with the road scheduled to open in October.<ref>{{Cite news |title = Dedication of Ocean Beach Freeway Slated |last = Scarr |first = Lew |date = September 26, 1969 |work = The San Diego Union |page = B1 |oclc = 13155544 }}</ref> The routing of SR 109 was officially added to I-8 in 1972.<ref>{{cite CAstat|year=1972|ch=1216}}</ref>

====Subsequent expansion====
Even before the freeway was complete in California, bidding began in 1964 on widening I-8 from six to eight lanes between near Fairmount Avenue and Spring Street, in San Diego and La Mesa.<ref>{{cite news |title = Bids on 4 Southland Road Projects Called |work = Los Angeles Times |date = March 24, 1964 |page = 22 |oclc = 3638237 }}</ref> Three years later, a contract was granted for the widening of the Fairmount Avenue to Ward Road stretch, adding two lanes to the freeway.<ref>{{cite news |title = Contract Let For Widening of Interstate 8 |work = The San Diego Union |date = March 31, 1967 |page = B11 |oclc = 13155544 }}</ref> In 1974, the San Diego City Council reached an agreement with state officials to improve I-8 from east of Pacific Highway to Texas Street, over the objections of Councilman Floyd Morrow, who objected to solving traffic issues by continuing to expand freeways. The cost was estimated to be $8 million<ref>{{cite news |title = I-8 Freeway Improvement Pact OKd |work = The San Diego Union |date = February 20, 1974 |page = B4 |oclc = 13155544 }}</ref> (about ${{Formatprice|{{Inflation|US-GDP|8000000|1974|r=-6}}}} in {{inflation-year|US-GDP}} dollars).{{Inflation-fn|US-GDP}}

The La Mesa City Council asked the state to modify the interchange with SR 125 in 1974; the original interchange did not allow for access to SR 125 from I-8 east or to I-8 west from SR 125.<ref>{{cite news |title = City Asks Interchange Construction |work = The San Diego Union |date = July 25, 1974 |author = Staff |page = B3 |oclc = 13155544 }}</ref> Widening of the portion from SR 125 to El Cajon Boulevard to five lanes in each direction was under way in October.<ref>{{cite news |title = Roadwork Begins In Area |work = The San Diego Union |date = October 31, 1974 |page = B3 |oclc = 13155544 }}</ref> By 1981, the [[environmental impact report]] had been completed, and the $50 million (about ${{Formatprice|{{Inflation|US-GDP|50000000|1981|r=-6}}}} in {{inflation-year|US-GDP}} dollars){{Inflation-fn|US-GDP}} project to add ramps and widen I-8 was awaiting clearance from the [[Federal Highway Administration]].<ref>{{cite news |title = Interchange Project Nears Green Light |work = The San Diego Union |date = May 20, 1981 |page = B3 |oclc = 13155544 }}</ref> Additional ramps to SR 67 were nearing completion in May 1985,<ref>{{Cite news |title = El Cajon Freeway Ramps to Open Soon |last = Grimaldi, James |date = May 30, 1985 |work = Evening Tribune |page = B6 |oclc = 37687666 }}</ref> and were completed to I-15 north in October.<ref>{{Cite news |title = Ramps are Opened Between Northbound I-15 and I-8 |last = Jahn, Ed |date = October 25, 1985 |work = The San Diego Union |page = B2 |oclc = 13155544 }}</ref> In 1986, the project revamping the SR 125 interchange was under way, at a cost of $80 million (about ${{Formatprice|{{Inflation|US-GDP|80000000|1986|r=-6}}}} in {{inflation-year|US-GDP}} dollars);{{Inflation-fn|US-GDP}} it would add two more lanes to I-8 from Jackson Drive to Fuerte Drive, and allow for SR 125 to be extended north past I-8.<ref>{{Cite news |title = Detour-Sign Watchers Have Field Day at Interchange |last = Taylor, Kathie |date = December 5, 1986 |work = Evening Tribune |page = B22 |oclc = 37687666 }}</ref>

By 1977, traffic had reached 172,300 vehicles a day, which had increased by nearly 10 percent over the previous year. It was hoped that the construction of [[California State Route 52|SR 52]] would help to reduce the congestion.<ref>{{cite news |title = Traffic Congestion Plagues Interstate 8 |work = The San Diego Union |date = May 1, 1977 |author = Hudson, Ken |page = B1 |oclc = 13155544 }}</ref> A revised Mission Gorge Road eastbound exit opened in 1979, merging with traffic from I-15.<ref>{{cite news |title = New Mission Gorge Exit on I-8 to Open Today |work = Los Angeles Times |date = August 23, 1979 |page = SD A10 |oclc = 3638237 }}</ref> Traffic reached 212,000 vehicles a day by February 1981, and Caltrans declared I-8 east of I-805 the busiest highway in the region.<ref>{{Cite news |title = CalTrans Study Says Interstate 8 Stretch is Busiest Artery in Area |last = Fuentes, Henry |date = April 20, 1984 |work = The San Diego Union |page = B3 |oclc = 13155544 }}</ref> In 1987, Caltrans determined that I-8 west between College Avenue and Waring Road had the highest ratio of cars to number of lanes worldwide, at 2400 cars per hour.<ref>{{Cite news |title = Interstate 8 from College Avenue to Waring is the Amazon of Freeways |last = Okerblom, Jim |date = September 20, 1987 |work = The San Diego Union |page = B6 |oclc = 13155544 }}</ref> Plans to add another lane to I-8 west from College Avenue to I-15 began in March 1992.<ref>{{Cite news |title = Lane-Widening May Snarl Traffic on I-8 |last = Kucher, Karen |date = March 3, 1992 |work = San Diego Union-Tribune |page = B1 |oclc = 25257675 }}</ref>

Caltrans proposed the installation of a metered [[traffic signal]] on I-8 west in Lakeside during 1987, in order to improve traffic flow in the mornings by inserting a short delay before entering San Diego should the rate exceed 2,000 vehicles per hour.<ref>{{Cite news |title = Stoplight on I-8 May Ease Traffic |last = Okerblom, Jim |date = October 28, 1987 |work = The San Diego Union |page = B1 |oclc = 13155544 }}</ref> However, the state put its plans on hold shortly thereafter, following several concerns from the public, and from state senator Jim Ellis.<ref>{{Cite news |title = Stoplight Turned Red by Protests |last = Carson, Daniel |date = October 29, 1987 |work = The San Diego Union |page = B1 |oclc = 13155544 }}</ref>

===Cuyamaca Mountains===
{{see also|U.S. Route 80 in California}}

====Early road====
[[Image:Old US 80 West of Descanso Junction.JPG|thumb|left|A section of old US 80 (Wildwood Glen Lane) now closed to vehicular traffic west of [[Descanso, California|Descanso Junction]]]]

A [[stagecoach road]] existed into the 19th century that passed through the mountains east of San Diego.<ref name="grade">{{cite news |title = I-8 grade challenges the motorist |work = The San Diego Union |date = May 9, 1985 |last = McVicar |first = Jim |page = II7 |oclc = 13155544 }}</ref> Before the freeway was constructed, the automobile road through the mountains east of San Diego was narrow and wound through the mountains; it was officially dedicated in 1912.<ref name="fruition">{{cite news |title = San Diego-Yuma Freeway Dream Nearing Fruition |work = The San Diego Union |date = May 19, 1970 |last = McVicar |first = Jim |page = B3 |oclc = 13155544 }}</ref><ref name="newroadlink"/> This trip was known to take up to four hours, and frequently resulted in the [[Radiator#Engine cooling|radiator]] boiling over, flat tires, or broken [[fan belt]]s; inclement weather would result in cars becoming mired in the mud. The road was paved in 1926, and was open by 1927; remnants of this road were still present in the late 20th century. Another road was built in the early 1930s, to remove curves and widen the lanes.<ref name="grade"/> This was a two-lane road that still had many [[hairpin turn|switchbacks]], with one popularly known as "Dead Man's Curve".<ref>{{cite news |title = Out of Way-side Ellis Rest stop still remembered |work = The San Diego Union |date = March 7, 1985 |last = McVicar |first = Jim |page = B4 |oclc = 13155544 }}</ref> Construction of I-8 took place atop much of the roadbed of the highway from the early 1930s.<ref name="grade"/> The delay in extending a road to San Diego caused increased development in Los Angeles and resulted in that city becoming the trade and population center of Southern California, according to the ''[[San Diego Union-Tribune|San Diego Union]]''.<ref name="finally">{{cite news |title = Last Section Of Interstate 8 To Yuma Opens Thursday |work = The San Diego Union |date = May 25, 1975 |last = Harrison |first = Donald |page = B10 |oclc = 13155544 }}</ref>

====Planning and construction====
Completion of the freeway was the second highest priority according to the Highway Development Association in May 1963, after the I-5 freeway.<ref>{{cite news |title = Top Priority Urged On S.D, Oceanside Freeway Sections |work = The San Diego Union |date = May 28, 1963 |page = A18 |oclc = 13155544 }}</ref> Bidding began on the portion from Broadway in El Cajon to Harritt Road in September 1963. This section of the freeway was to parallel [[U.S. Route 80 in California|US 80]] to the south up to Lakeview Road, and then to the north.<ref>{{Cite news |title = Bids For US 80 Extension Asked |date = September 24, 1963 |work = The San Diego Union |page = B1 |oclc = 13155544 }}</ref> This portion of the freeway was scheduled to be complete by May 1965.<ref>{{cite news |title = San Diego County Freeway System |work = The San Diego Union |date = February 22, 1965 |page = A3 |oclc = 13155544 }}</ref> By January 1965, I-8 had been completed from I-5 east to an interchange with Lake Jennings Park Road,<ref>{{cite news |title = Freeway System Big, Growing |work = The San Diego Union |date = January 7, 1965 |last = Van Denburgh |first = Russell |page = C6 |oclc = 13155544 }}</ref> just south of the latter's intersection with the southern terminus of Harritt Road.<ref name="tgsd"/> At a cost of $3.44 million (about ${{Formatprice|{{Inflation|US-GDP|3446265|1965|r=-6}}}} in {{inflation-year|US-GDP}} dollars),{{Inflation-fn|US-GDP}} the project reduced the grade and curves at what was known as "Tunnel Hill" that hindered the flow of traffic.<ref>{{cite journal |title = I-8 East of El Cajon |author = California Division of Highways |journal = California Highways and Public Works |date = September 1965 |volume = 44 |issue = 5 |pages = 40–41 |oclc = 7511628 }}</ref> The part of the freeway from west of Harritt Road to west of Alpine was up for bidding in October 1964,<ref>{{cite news |title = State To Ask Bids On Alpine Road Link |work = The San Diego Union |date = October 13, 1964 |page = B1 |oclc = 13155544 }}</ref> and the Highway Commission set aside $2.1 million (about ${{Formatprice|{{Inflation|US-GDP|2100000|1964|r=-6}}}} in {{inflation-year|US-GDP}} dollars){{Inflation-fn|US-GDP}} for this {{convert|1.6|mi|km|adj=mid|-long}} stretch in February 1965.<ref>{{cite news |title = Money For Freeway West Of Alpine OKd |work = The San Diego Union |date = February 25, 1965 |author = Staff |page = A33 |oclc = 13155544 }}</ref> A contract for $1.42 million (about ${{Formatprice|{{Inflation|US-GDP|1420000|1965|r=-6}}}} in {{inflation-year|US-GDP}} dollars){{Inflation-fn|US-GDP}} was issued in August 1965.<ref>{{cite news |title = State Awards Freeway Job |work = The San Diego Union |date = August 7, 1965 |page = B20 |oclc = 13155544 }}</ref> The entire {{convert|6|mi|km|adj=on}} stretch from Lake Jennings Road to Harbison Canyon Road was under construction by September 1965 and was scheduled to be complete by the next year.<ref>{{cite news |title = Work Set To Start On New Freeway Link |work = The San Diego Union |date = September 29, 1965 |page = A21 |oclc = 13155544 }}</ref>

In the Mountain Springs pass between San Diego and Imperial counties, the eastbound lanes traverse the pass on the former roadbed of US 80 through [[In-Ko-Pah Gorge]] near [[Myer Creek (Coyote Wash tributary)|Myers Creek]]. The westbound lanes were placed on a different routing through [[Devils Canyon (Jacumba Mountains)|Devil's Canyon]] that had been constructed by November 1963. A contract for paving the {{convert|9.7|mi|km}} from the San Diego–Imperial county line to SR 98, including the eastbound lanes, was given to the Isbell Construction Company for $3.69 million (about ${{Formatprice|{{Inflation|US-GDP|3690000|1963|r=-6}}}} in {{inflation-year|US-GDP}} dollars){{Inflation-fn|US-GDP}} in May 1963. This portion was completed in May 1965 "through some of the most rugged, hottest sections of San Diego and Imperial counties," according to ''The San Diego Union''. Construction ran into difficulties following concerns regarding potential landslides. The westbound lanes were built first, and temporarily contained both directions of traffic while the old highway was converted into the eastbound lanes.<ref name="lowroadbid">{{Cite news |title = State Reviews Low Road Bid For US 80 |date = November 13, 1963 |work = The San Diego Union |page = A17 |oclc = 13155544 }}</ref><ref>{{cite news |title = Jacumba Grade Opens Tomorrow |work = The San Diego Union |date = May 2, 1965 |page = A22 |oclc = 13155544 }}</ref> The ''[[Los Angeles Times]]'' described the stretch east of Mountain Springs as follows: "Through it the freeway engineers have hacked two separate roadways not even in sight of each other, but so overpowering in the sheer magnitude of the cuts through the mountains that it is almost impossible to believe human beings could have so overpowered hostile nature ...."<ref name="jacumba">{{cite news |title = Jacumba Ready For Big Moment |work = Los Angeles Times |date = May 22, 1966 |last = Ainsworth |first = Ed |page = F6 |oclc = 3638237 }}</ref> Access to the site for construction workers was difficult, and many slopes had to be stabilized. Temperatures reached {{convert|120|F|C}} in the summer and {{convert|4|F|C}} in winter, with winds reaching up to {{convert|80|mph|km/h|abbr=on}}.<ref>{{cite journal |title = Mountain Springs Grade |author = California Division of Highways |journal = California Highways and Public Works |date = January 1964 |volume = 43 |issue = 1 |pages = 43–44 |oclc = 7511628 }}</ref> While [[Project Plowshare|using nuclear explosions to conduct blasting operations]] in the Laguna Mountains was considered as a possibility, the proposal was not considered to be practical at the time.<ref>{{Cite news |title = Atom Blasts Won't Build New US 80 |last = Zimmerman, Robert |date = March 26, 1963 |work = The San Diego Union |page = A11 |oclc = 13155544 }}</ref> Two cables and a hook were used to move girders into place; this was the first use of a cable in Southern California road construction.<ref>{{cite news |title = Steel Is Taming Devil's Canyon |work = The San Diego Union |date = March 9, 1963 |author = Kaye, Peter |page = A1 |oclc = 13155544 }}</ref>

The portion from Boulevard to near the Imperial County line was included in the California Highway Commission budget for 1965–1966.<ref>{{Cite news |title = $42 Million County Road Fund OKd |date = October 30, 1964 |work = The San Diego Union |pages = A1–A2 |oclc = 13155544 }}</ref> A {{convert|6.7|mi|km|adj=on}} extension from Mountain Springs west to what was then known as Road J-35 was given $3.3 million (about ${{Formatprice|{{Inflation|US-GDP|3300000|1965|r=-6}}}} in {{inflation-year|US-GDP}} dollars){{Inflation-fn|US-GDP}} in funding by the Highway Commission in May 1965.<ref>{{Cite news |title = $12 Million Allocated for Work on Freeways |date = May 27, 1965 |work = Los Angeles Times |page = A2 |oclc = 3638237 }}</ref> The {{convert|10|mi|km|adj=on}} section in between this one and the Mountain Springs pass section was in planning by that September, and was scheduled to begin the building phase shortly thereafter, with the section extending west of Boulevard to follow.<ref>{{cite news |title = Bids To Be Sought For Building Freeway In Laguna Mountains |work = The San Diego Union |date = September 14, 1965 |page = A15 |oclc = 13155544 }}</ref> That section, from Crestwood to Boulevard, was to begin construction soon after the $3 million (about ${{Formatprice|{{Inflation|US-GDP|3000000|1966|r=-6}}}} in {{inflation-year|US-GDP}} dollars){{Inflation-fn|US-GDP}} contract was given out in January 1966.<ref>{{Cite news |title = Contract Let For $3 Million US 80 Job |date = January 29, 1966 |work = The San Diego Union |page = B1 |oclc = 13155544 }}</ref> The coming of the freeway from both west and east of Jacumba was projected to be a significant event in the history of the town.<ref name="jacumba"/> Cafes and gas stations went out of business once the freeway bypassed the town; however, many retirees relocated into the town since the high traffic levels were gone.<ref name="finally"/> The labeling of the town Boulevard as Manzanita on I-8 signs raised controversy and forced the Division of Highways to obscure the name on the signs until the issue was resolved.<ref>{{cite news |title = Community's Name Argument Resumes |work = Los Angeles Times |date = August 1, 1967 |author = Staff |page = A2 |oclc = 3638237 }}</ref>

Construction continued with the issuing of a $6.55 million contract (about ${{Formatprice|{{Inflation|US-GDP|6550000|1967|r=-6}}}} in {{inflation-year|US-GDP}} dollars){{Inflation-fn|US-GDP}} to widen a {{convert|5.7|mi|km|adj=on}} section of I-8 through Alpine, from Harbison Canyon to east of West Victoria Drive, and to begin construction in April or May 1967, to be completed in 1969. This would leave only a {{convert|30|mi|km|adj=on}} stretch of I-8 that was not at freeway standards.<ref>{{Cite news |title = $6.5 Million Road Job Let |date = April 18, 1967 |work = The San Diego Union |page = B3 |oclc = 13155544 }}</ref><ref>{{cite news |title = Contract Let for Segment of Freeway |work = Los Angeles Times |date = May 1, 1967 |author = Staff |page = 28 |oclc = 3638237 }}</ref> As the process continued, concerns about increased smog from the additional traffic were raised in October 1967.<ref>{{cite news |title = Smog Problem Eyed By El Cajon Council |work = The San Diego Union |date = October 20, 1967 |page = B3 |oclc = 13155544 }}</ref> A {{convert|3.7|mi|km|adj=on}} section to the east of Alpine was scheduled to have bidding opened in November of that year, and was to be finished in 1968; this would produce a continuous freeway from San Diego to the eastern terminus of this route.<ref>{{cite news |title = Bid Opening Set on Interstate 8 |work = Los Angeles Times |date = October 22, 1967 |author = Staff |page = 26 |oclc = 3638237 }}</ref> Both of these projects were underway by May 1968.<ref>{{cite news |title = Freeway Building Continues To Tie In County Cities |work = The San Diego Union |date = May 12, 1968 |page = B4 |oclc = 13155544 }}</ref> An additional contract was given out for $7.8 million (about ${{Formatprice|{{Inflation|US-GDP|7800000|1968|r=-6}}}} in {{inflation-year|US-GDP}} dollars){{Inflation-fn|US-GDP}} in August to continue the freeway east from Alpine Street to Japatul Valley Road; this would bring the freeway near Descanso Junction.<ref>{{cite news |title = 3-Mile Interstate 8 Freeway Job Let |work = The San Diego Union |date = August 23, 1968 |page = B8 |oclc = 13155544 }}</ref> Roughly {{convert|5.5|e6cuyd|e6m3}} of dirt and rock were to be generated by all three of these construction projects, since half of a mountain would have to be removed with a million pounds of dynamite. The third project was built near the site of an abandoned attempt to build a tunnel for the old highway after World War II, which proved to be too expensive.<ref>{{Cite news |title = Million Points of Dynamite Slated to Clear Way for Interstate 8 Route |last = Hudson |first = Ken |date = September 8, 1968 |work = The San Diego Union |page = B2 |oclc = 13155544 }}</ref>

[[File:I-8 Alpine.jpg|thumb|right|I-8 in Alpine]]

By mid-February 1969, one segment of the freeway running through Alpine was nearing completion and was scheduled to open on February 21; another section was scheduled to open in April. However, although dirt and rocks were transported on a conveyor belt across US 80 to become part of an embankment for the [[Sweetwater River Bridge]], the grading of the mountain near Viejas Grade and the Sweetwater River had not been completed on the final link. The historic Ellis Grade radiator stop was to be removed and replaced with one at Vista Point.<ref>{{cite news |title = Interstate 8 Alpine Section Opens April 21 |work = The San Diego Union |date = February 12, 1969 |last = Hudson |first = Ken |page = B3 |oclc = 13155544 }}</ref> On April 19, 1969, the part {{convert|2.5|mi|km|abbr=on}} east of Alpine opened to traffic.<ref>{{cite news |title = Freeway Link Opens At Alpine |work = The San Diego Union |date = April 20, 1969 |page = B2 |oclc = 13155544 }}</ref> All of the Alpine part of I-8 opened on May 22, 1969, after a ribbon-cutting ceremony; yet the Viejas Grade segment was now projected to be completed by 1972.<ref name="alpinee">{{cite news |title = Interstate 8 Section Opened Near Alpine |work = The San Diego Union |date = May 23, 1969 |last = Hudson |first = Ken |page = B3 |oclc = 13155544 }}</ref> The bridge over the Sweetwater River was under construction by 1970,<ref>{{cite news |title = Mountain Freeway Link Progresses |work = The San Diego Union |date = January 25, 1970 |page = B3 |oclc = 13155544 }}</ref> and the entire segment cost $22.1 million<ref name="bidformore">{{Cite news |title = County Freeways Dealt $47 Million |date = April 24, 1970 |work = The San Diego Union |oclc = 13155544 }}</ref> (about ${{Formatprice|{{Inflation|US-GDP|22100000|1970|r=-6}}}} in {{inflation-year|US-GDP}} dollars).{{Inflation-fn|US-GDP}} By May, this segment was estimated to be completed in the later part of that year.<ref name="fruition"/> The leveling of the grade resulted in the second highest fill in the state at {{convert|360|ft|m|abbr=on}}.<ref>{{cite news |title = Highway Group Gets Scenic Tour |work = The San Diego Union |date = May 26, 1970 |last = Stone |first = Joe |page = B1 |oclc = 13155544 }}</ref>

====Finishing the freeway====
The final portion of I-8 in California, between Japatul Valley Road and west of Boulevard, was prioritized in the 1969–1970 state budget.<ref>{{cite news |title = 18 Highway Projects Get Top Priority |work = The San Diego Union |date = March 19, 1968 |last = Clance |first = Homer |page = C1 |oclc = 13155544 }}</ref> Due to financial concerns, it was announced in September 1968 that the target date for completing the [[Interstate Highway System]] would be extended until 1974, from 1972. The missing portion of I-8 was expected to cost $45 million and be constructed in three parts, with one part being started each year.<ref>{{cite news |title = Area's Freeways Losing Race With The Population |work = The San Diego Union |date = September 22, 1968 |page = B4 |oclc = 13155544 }}</ref> The segments between Japatul Valley Road and west of Laguna Junction, and from La Posta Road to west of Boulevard, were delayed for an entire year at the end of 1969 due to a nationwide effort to fight inflation by reducing spending.<ref>{{Cite news |title = $26.8 Million Freeway Jobs OKd in County |date = October 22, 1969 |work = The San Diego Union |page = B3 |oclc = 13155544 }}</ref> A {{convert|6.6|mi|km|adj=on}} segment from Buckman Springs to Crestwood received funding in May 1970, which would leave only an {{convert|8|mi|km|adj=on}} stretch of the freeway uncompleted when built.<ref name="bidformore"/> The drive time from San Diego to El Centro had been reduced to two hours, according to the California Division of Highways.<ref name="fruition"/> By August 1970, the remainder of the freeway had been funded, with the part from Japatul Valley Road to Laguna Junction costing $22 million (about ${{Formatprice|{{Inflation|US-GDP|22000000|1970|r=-6}}}} in {{inflation-year|US-GDP}} dollars),{{Inflation-fn|US-GDP}} and the Laguna Junction to Crestwood portion costing $15 million<ref>{{Cite news |title = Area Freeway Work Costs $107.5 Million |last = Clance |first = Homer |date = August 9, 1970 |work = The San Diego Union |page = B1 |oclc = 13155544 }}</ref> (about ${{Formatprice|{{Inflation|US-GDP|15000000|1970|r=-6}}}} in {{inflation-year|US-GDP}} dollars).{{Inflation-fn|US-GDP}}

In May 1971, El Centro Mayor Alex Gay requested that passing lanes be added to the remaining two-lane part of I-8 in between El Centro and San Diego due to the frequent traffic jams in between Japatul Valley and Crestwood. At this time, this was the only missing link through the mountains.<ref>{{cite news |title = Improving of Highway Link Sought |work = The San Diego Union |date = May 10, 1971 |author = Staff |page = B1 |oclc = 13155544 }}</ref> Bidding took place on the $16.5 million (about ${{Formatprice|{{Inflation|US-GDP|16500000|1971|r=-6}}}} in {{inflation-year|US-GDP}} dollars){{Inflation-fn|US-GDP}} La Posta Road to Crestwood Road and the Japatul Valley Road to Sunrise Highway portions in November 1971.<ref>{{cite news |title = Interstate 8 Bids Called By State |work = The San Diego Union |date = November 26, 1971 |author = Staff |page = B3 |oclc = 13155544 }}</ref> As part of this series of projects, the highest concrete bridge in the state at the time was to be built at {{convert|430|ft|m|abbr=on}} over Pine Valley Creek on the segment between Japatul Valley Road and Sunrise Highway. The contract came in at $22.6 million (about ${{Formatprice|{{Inflation|US-GDP|22600000|1972|r=-6}}}} in {{inflation-year|US-GDP}} dollars),{{Inflation-fn|US-GDP}} over $5 million (about ${{Formatprice|{{Inflation|US-GDP|5000000|1972|r=-6}}}} in {{inflation-year|US-GDP}} dollars){{Inflation-fn|US-GDP}} beyond budget due to the difficulty of the bridge construction. All three of the projects to complete I-8 were projected to be complete by mid-1974.<ref>{{cite news |title = 430-Foot-High Bridge Planned For Route 8 |work = The San Diego Union |date = February 20, 1972 |last = Stewart |first = John |page = B3 |oclc = 13155544 }}</ref> However, in March 1972, it was announced that the La Posta Road portion of the project would be delayed due to budget troubles.<ref>{{Cite news |title = Money Problems Delay $150 Million in Freeway Work |last = Kistler |first = Robert |date = March 29, 1972 |work = Los Angeles Times |page = A1 |oclc = 3638237 }}</ref>

By the beginning of 1974, the new projected completion date for I-8 was mid-1975, with {{convert|22|mi|km|abbr=on}} of two-lane highway remaining.<ref>{{cite news |title = Public's Mood Shifts Away From Freeways |work = The San Diego Union |date = January 8, 1974 |page = X16 |oclc = 13155544 }}</ref> The Pine Valley Creek bridge and the segment extending from Japatul Valley Road to Pine Valley was dedicated on November 24, 1974, and was scheduled to open on November 26; this left {{convert|8|mi|km|abbr=on}} of freeway to be constructed.<ref>{{cite news |title = Pine Valley Creek Bridge Dedicated |work = The San Diego Union |date = November 24, 1974 |pages = B1, B4 |oclc = 13155544 }}</ref> The final stretch of I-8 in California, from Sunrise Highway to La Posta Road, was completed in May 1975.<ref name="finally"/>

The Buckman Springs rest area opened in January 1979 in eastern San Diego County.<ref>{{cite news |title = San Diego |work = Los Angeles Times |date = January 18, 1979 |page = SD2 |oclc = 3638237 }}</ref> In 1987, the first {{convert|65|mph|km/h|abbr=on}} speed limit sign was posted east of El Cajon, the first one in the state; the speed limit on all I-8 east of El Cajon, except for the Mountain Springs Grade portion, was raised similarly.<ref>{{Cite news |title = 1st 65 mph Sign Put Up East of El Cajon |last = Padilla, Steve |date = May 30, 1987 |work = The San Diego Union |page = B1 |oclc = 13155544 }}</ref>

===Imperial Valley===
====Construction====
[[File:IMPERIAL VALLEY. INTERSTATE HIGHWAY (I-8) SLICES THROUGH GREEN CROPLANDS - NARA - 549098.jpg|thumb|left|I-8 in the Imperial Valley, 1972]]
{{See also|U.S. Route 80 in California|Old Plank Road}}
The highway through Imperial Valley was originally a [[plank road]] made of pieces of wood that were tied together.<ref name="newroadlink">{{cite news |title = New Road Links San Diego, Yuma |work = Los Angeles Times |date = June 8, 1975 |last = Vance |first = Fred |page = G3 |oclc = 3638237 }}</ref> The Ocean-to-Ocean Bridge across the Colorado River was open in 1915.<ref name="yuma">{{cite news |title = Early Transportation Options Included Plank Road Over Sand Dunes |work = Yuma Sun |date = February 1, 2012 |author = Knaub, Mark }}</ref> Following this, US 80 was built through the valley as the main east–west route.<ref>{{cite Caltrans map|year=1936}}</ref> Plans for a new freeway across the southernmost reaches of California date from before 1950.<ref name="plans">{{cite news |title = Completion of Freeway Link Nears |work = The San Diego Union |date = August 22, 1966 |page = B3 |oclc = 13155544 }}</ref> The bridge over the Colorado River was replaced in 1956, at a cost of $1.2 million, and was in use until 1978, when the I-8 bridge was built.<ref name="bridgelink">{{cite news |title = Bridge Completes Last Link In Interstate 8 Job |work = The San Diego Union |date = August 19, 1978 |page = A3 }}</ref> In 1957, the City of El Centro expressed a desire for the new freeway to replace US 80 to be routed along the southern limits of the city. Caltrans engineer Jacob Dekema stated at the time that the four-lane freeway would not be constructed on the US 80 routing due to possible expansion of the [[Naval Air Facility El Centro]].<ref>{{Cite news |title = Highway 80 Relocation Outlined |date = March 28, 1957 |work = Los Angeles Times |page = B8 |oclc = 3638237 }}</ref>

In October 1964, the portion of I-8 between Imperial Avenue in El Centro to SR 111 appeared in the state budget.<ref>{{cite news |title = $42 Million OKd for County Roads |work = The San Diego Union |date = October 30, 1964 |page = A2 |oclc = 13155544 }}</ref> By December, a route for the part of I-8 just west of the Colorado River was being examined by the California Highway Commission.<ref>{{cite news |title = Highway Group Studies New Route |work = The Yuma Sun |date = December 20, 1964 |page = 5 }}</ref> Construction was underway on the stretch from Seeley to SR 111 by June 1966, and the entire portion through the county was planned for completion by 1968.<ref>{{cite news |title = High of 110 Predicted for Today |work = The San Diego Union |date = June 19, 1966 |page = A30 |oclc = 13155544 }}</ref> This {{convert|12.2|mi|km|adj=on}} portion, extending west to Drew Road, was planned for completion by early 1967, at a cost of $200 million (about ${{Formatprice|{{Inflation|US-GDP|200000000|1967|r=-6}}}} in {{inflation-year|US-GDP}} dollars);{{Inflation-fn|US-GDP}} however, by then, the date for completion of the freeway had slipped to 1972.<ref name="plans"/> The state ordered the building of the portion from west of Coyote Wells to just east of Drew Road in September 1967.<ref>{{cite news |title = Rains Cause Flooding, Power Loss |work = The San Diego Union |date = September 2, 1967 |page = B3 |oclc = 13155544 }}</ref> The next year, Dekema indicated that the goal was to have I-8 completed by 1973, citing a deadline in order to have the federal government pay for up to ninety percent of the costs; the other freeways in the region were to be delayed because of this.<ref>{{Cite news |title = Freeway 8 to Yuma Seen by '73 |last = Hudson |first = Ken |date = April 5, 1968 |work = The San Diego Union |page = B3 |oclc = 13155544 }}</ref>

In early 1970, the portion of the freeway from west of Ogilby Road to east of Algodones Road was under construction, and projections were to have this portion completed by later that year. This $5.2 million (about ${{Formatprice|{{Inflation|US-GDP|5200000|1970|r=-6}}}} in {{inflation-year|US-GDP}} dollars){{Inflation-fn|US-GDP}} project also included resurfacing the freeway that had already been built through the Colorado Desert Sandhills;<ref name="fruition"/> this part of the freeway had been built between 1961 and 1965.<ref>{{cite Caltrans map|year=1961}}</ref><ref>{{cite Caltrans map|year=1965}}</ref> By this time, it was estimated that the drive from San Diego to El Centro now took 2 hours, as opposed to the 3.5 hours required two decades earlier, and the two days required in the pioneer era.<ref name="fruition"/> This part of the freeway was opened in July 1970.<ref>{{cite news |title = Interstate 8 Link Ready |work = The San Diego Union |date = July 13, 1970 |page = B1 |oclc = 13155544 }}</ref><ref>{{Cite news |title = Interstate 8 Link Due by Next May |last = MacMillan |first = Doug |date = July 24, 1970 |work = The San Diego Union |edition = Imperial Valley |page = B1 |oclc = 13155544 }}</ref> As the freeway was constructed through the valley, it caused a break in many north–south roads. These breaks were located where access to the part of the road on the other side of the freeway was cut off. Plans were put in place to build [[frontage road]]s to improve access through the region.<ref>{{Cite news |title = 1,200 Miles of County's Roads Paved |last = Ruane |first = Richard |date = February 21, 1971 |work = The San Diego Union |edition = Imperial Valley |page = B1 |oclc = 13155544 }}</ref>

The {{convert|16|mi|km|adj=on}} portion of I-8 bypassing [[Holtville, California|Holtville]] began construction in December 1969, and was nearing completion in May 1971, to result in a continuous freeway that connected two existing segments from [[Crestwood, California|Crestwood]] in San Diego County to just west of Winterhaven. It was estimated that the bypass would save travelers 20 minutes of travel time through the Imperial Valley. The cost of this project was $11.2 million (about ${{Formatprice|{{Inflation|US-GDP|11200000|1969|r=-6}}}} in {{inflation-year|US-GDP}} dollars).{{Inflation-fn|US-GDP}} However, Holtville residents raised concerns about SR 115 providing the only access to the eastern part of the city,<ref>{{cite news |title = Final Work Being Done On Freeway |work = The San Diego Union |date = May 18, 1971 |author = Staff |page = B1 |edition = Imperial Valley |oclc = 13155544 }}</ref> notably the narrow and curved portion leading from the freeway into town. Work on the Holtville portion began at 3:30 a.m. daily during the summer in order to avoid the desert heat. In addition to this, construction of the [[Highline Canal]] overpass involved a {{convert|120|ft|m|adj=on}} steel span that was prefabricated and made of girders that were hoisted into position by barges. The Matich Construction Company attempted to set the world record for laying the most concrete in a day, aided by the level terrain, but failed to do so after the [[concrete mixer]] malfunctioned.<ref>{{cite news |title = Interstate 8 Link To Open Near Holtville Next Month |work = The San Diego Union |date = April 29, 1971 |last = MacMillan |first = Doug |page = B1 |edition = Imperial Valley |oclc = 13155544 }}</ref> That same year, bids for an Arizona plant inspection station near Winterhaven, next to the California agricultural inspection station, were submitted.<ref>{{cite news |title = El Centro Firm's Bid Low For Inspection Station |work = The San Diego Union |date = September 18, 1970 |page = B1 |edition = Imperial Valley |oclc = 13155544 }}</ref>

The last {{convert|6.5|mi|km|adj=on}} part of the California portion, from near Algodones Road to west of the Arizona state line, was to enter the bidding phase in early 1972.<ref>{{cite news |title = Vegetable Shipments Up |work = The San Diego Union |date = December 15, 1971 |author = Staff |page = B1 |edition = Imperial Valley |oclc = 13155544 }}</ref> I-8 was scheduled to be completed in the summer of 1975 between San Diego and Yuma, although there would be a break in the freeway around Yuma;<ref name="newroadlink"/> this occurred by October 1975.<ref name="bridgelink"/> At the time the California portion was completed, it was the preferred route to Phoenix from some areas of Los Angeles, since [[Interstate 10 in Arizona|I-10]] had not been completed.<ref name="newroadlink"/>

The missing portion of the highway was the new bridge over the Colorado River, which was built at a cost of $7.4 million<ref name="bridgelink"/> (about ${{Formatprice|{{Inflation|US-GDP|7400000|1975|r=-6}}}} in {{inflation-year|US-GDP}} dollars).{{Inflation-fn|US-GDP}} In June 1975, there were concerns regarding the state delaying new construction projects due to financial concerns, and the effects this would have on the bridge.<ref>{{cite news |title = State Orders Halt In New Road Projects |work = The San Diego Union |date = June 19, 1975 |author = Staff |page = B1 |oclc = 13155544 }}</ref> The bid for the project was awarded to Novo-Rados Construction in October 1975, as one of the final projects before the construction freeze.<ref>{{Cite news |title = $14.9 Million Road Project Awarded to Daley Corp. |date = October 4, 1975 |work = The San Diego Union |page = B5 |oclc = 13155544 }}</ref> The new bridge, which replaced the old US 80 bridge, was dedicated on August 18, 1978; this completed I-8 from San Diego to Casa Grande. The Arizona Department of Transportation and the City of Yuma assisted in the planning process. By the time the California portion of the freeway was complete, the average cost was $1 million per mile<ref name="bridgelink"/> (about ${{Formatprice|{{Inflation|US-GDP|1000000|1978|r=-6}}}} in {{inflation-year|US-GDP}} dollars).{{Inflation-fn|US-GDP}} The bridge opened on September 20, 1978. The State of California was responsible for the bridge erection, even though the State of Arizona owned half of the bridge.<ref name="finish">{{cite news |title = Yuma I-8 Bridge Opens |work = The San Diego Union |date = September 21, 1978 |page = B4 |oclc = 13155544 }}</ref>

====Fratianno allegations====
[[Jimmy Fratianno]] was associated with [[Frank Bompensiero]], the San Diego mafia leader, in a criminal lawsuit involving the Fratianno Trucking Company and the Miles and Sons Trucking Company in 1966;<ref name=summary/> he was known to law enforcement as "the Mafia's West Coast executioner," with up to 16 deaths for which he was potentially responsible. Both companies were awarded the contracts to transport dirt during the construction of I-8 in El Centro. Drivers were coerced to agree to buy the trucks, although the Fratianno Company still retained the ownership; they also had portions of their wages withheld from them. Following this, the drivers were loaned money from Leo Moceri, another mafia leader.<ref name=summary/><ref name="convict"/> An investigation in early 1966 after complaints from the drivers led to state charges against the two firms as well as five people in August.<ref>{{cite news |title = Long-Burning Wage Dispute Flares Anew in Trucking Fraud Case |work = Los Angeles Times |date = August 26, 1966 |author = Houston, Paul |pages = A1, A3 |oclc = 3638237 }}</ref> There were concerns that John Erreca, the state director of public works, had a [[conflict of interest]] with Fratianno and did not enforce the law; however, both Transportation Administrator Robert Bradford (upon a request for investigation from then Governor [[Pat Brown]]) and the [[Federal Bureau of Investigation]] found that there was no conflict of interest.<ref>{{cite news |title = Report Clearing Erreca Just Whitewash, Accuser Charges |work = Los Angeles Times |date = October 12, 1966 |author = Staff |page = 3 |oclc = 3638237 }}</ref><ref>{{cite news |title = FBI Clears Erreca of Interest Conflict |work = Los Angeles Times |date = November 4, 1966 |page = A8 |oclc = 3638237 }}</ref>

The truck drivers were given $36,000 (about ${{Formatprice|{{Inflation|US-GDP|36000|1967|r=-3}}}} in {{inflation-year|US-GDP}} dollars){{Inflation-fn|US-GDP}} in back pay from the state government.<ref>{{cite news |title = Truck Drivers to Get $36,000 in Back Pay |work = Los Angeles Times |date = December 10, 1967 |author = Brown, Nettie |page = B4 |oclc = 3638237 }}</ref> Fratianno and Bompensiero were charged with fraud, as well as state labor and public utility code violations. While charges were dropped against Bompensiero, Fratianno was found guilty.<ref name=summary/><ref name="convict">{{cite news |title = Ex-Convict Seized in Conspiracy Case |work = Los Angeles Times |date = August 18, 1966 |author = Houston, Paul |page = 3 |oclc = 3638237 }}</ref> The Imperial County [[board of supervisors|Board of Supervisors]] estimated that $25,000 (about ${{Formatprice|{{Inflation|US-GDP|25000|1893|r=-3}}}} in {{inflation-year|US-GDP}} dollars){{Inflation-fn|US-GDP}} in damage to county roads took place due to overloaded trucks.<ref>{{cite news |title = Supervisors Get Advice on Road Damage Costs |work = Los Angeles Times |date = November 25, 1966 |author = Staff |page = 23 |oclc = 3638237 }}</ref> The federal government fined him $10,000 (about ${{Formatprice|{{Inflation|US-GDP|10000|1968|r=-3}}}} in {{inflation-year|US-GDP}} dollars),{{Inflation-fn|US-GDP}} which he never paid, and placed him on probation for three years; he was imprisoned when he did not pay, but was released in September 1969. His ex-wife, Jewell, as well as the company, were fined $4,014 (about ${{formatnum:{{Inflation|US-GDP|4014|1971|r=-3}}}} in {{inflation-year|US-GDP}} dollars){{Inflation-fn|US-GDP}} individually for their responsibility in the matter.<ref>{{cite news |title = Court Orders Fratianno To Appear Here |work = The San Diego Union |date = July 11, 1971 |author = Himaka, Mitch |page = B1 |oclc = 13155544 }}</ref> For the state charges, he was sentenced in 1969 to one to three years in prison, after pleading guilty to the charges.<ref>{{cite news |title = Fratianno Gets Prison Term |work = The San Diego Union |date = January 12, 1969 |page = B7 |oclc = 13155544 }}</ref> He was incarcerated in [[Chico State Prison]] following a parole violation until 1973.<ref name="summary">{{Cite news |title = Bompensiero Move Into Top Mafia Post Here in 1960 |last = Clance, Homer |date = February 14, 1977 |work = The San Diego Union |pages = B1, B4 |oclc = 13155544 }}</ref>

====Storm damage====
Following [[Hurricane Kathleen (1976)|Tropical Storm Kathleen]] in September 1976, a flood eroded 400 pieces of the roadway from westbound I-8 near [[Ocotillo, California|Ocotillo]], resulting in the construction of a detour. The freeway reopened to traffic in February 1978 after the damage was repaired and a new bridge was built, at a cost of $1 million<ref>{{cite news |title = Imperial Riverside Counties Ruled Storm Disaster Areas |work = The San Diego Union |date = September 14, 1976 |author = Dillon, Patrick |page = A1 |oclc = 13155544 }}</ref><ref>{{cite news |title = Storm-Damaged Freeway Reopens |work = The San Diego Union |date = February 18, 1978 |page = B1 |oclc = 13155544 }}</ref> (about ${{Formatprice|{{Inflation|US-GDP|1000000|1978|r=-6}}}} in {{inflation-year|US-GDP}} dollars).{{Inflation-fn|US-GDP}} But, in 1982, the freeway was closed again near Ocotillo due to flooding following another storm.<ref>{{Cite news |title = Rainstorm Floods and Blocks I-8 Near Ocotillo |last = Weber, Dick |date = December 10, 1982 |work = The San Diego Union |page = A1 |oclc = 13155544 }}</ref>

===Arizona===
{{see also|U.S. Route 80 in Arizona|Arizona State Route 84}}
[[File:Interstate 8 Eastern Terminus.jpg|thumb|right|I-10 approaching the eastern terminus of I-8]]
Between Yuma and Gila Bend, I-8 runs alongside the routes of both the [[Gila Trail]] and the [[Butterfield Overland Mail Company]] line. The latter was a [[stagecoach line]] that went between [[Tipton, Missouri]], and San Francisco, with several stations in between, and was used to transport passengers across the country at {{convert|5|mph|km/h|abbr=on}} between 1858 and 1861.<ref>{{harvp|Trimble|2004|pp=399–340}}.</ref> In later years, the [[Southern Pacific Railroad]] was constructed, paralleling the Gila River east of Fortuna;<ref>{{cite book |url = http://www.cr.nps.gov/history/online_books/geology/publications/bul/845/sec25.htm |title = Guidebook of the Western United States |publisher = Government Printing Office |author = Darton, D.H. |year = 1933 |location = Washington D.C. |archive-url = https://web.archive.org/web/20150203040904/http://www.cr.nps.gov/history/online_books/geology/publications/bul/845/sec25.htm |archive-date = February 3, 2015 }}</ref> by 1877, the tracks were complete to Yuma. Work continued the next year, and, by 1880, the tracks were extended to Tucson from Yuma.<ref>{{cite book |url = http://www.cprr.org/Museum/SP_1869-1944/ |title = Seventy-Five Years of Progress |publisher = Southern Pacific Bureau of News |author = Heath, Erle |year = 1945 |location = San Francisco |access-date = July 17, 2014 |archive-url = https://web.archive.org/web/20140502033002/http://www.cprr.org/Museum/SP_1869-1944/ |archive-date = May 2, 2014 |url-status = live }}</ref>

This portion of the route of US 80, predecessor of I-8, was originally part of the proposed state system of highways in 1921.<ref name="1921 map">{{cite map |author = Arizona Highway Department |location = Phoenix |publisher = Arizona Highway Department |url = http://www.aaroads.com/west/maps/1921-az.jpg |title = Tentative 7% System |year = 1921 |access-date = December 14, 2016 |archive-url = https://web.archive.org/web/20160319100204/http://www.aaroads.com/west/maps/1921-az.jpg |archive-date = March 19, 2016 |url-status = live }}</ref> By 1926, this section became part of the cross-country highway [[U.S. Route 80 in Arizona|US 80]]. The route was not paved at this time, but was a gravel road along the entire corridor.<ref name="1926 map">{{cite map |author = Arizona Highway Department |location = Phoenix |url = http://www.aaroads.com/west/maps/1926-az.jpg |title = Map of Arizona |year = 1926 |publisher = Arizona Highway Department |access-date = December 14, 2016 |archive-url = https://web.archive.org/web/20160304074648/http://www.aaroads.com/west/maps/1926-az.jpg |archive-date = March 4, 2016 |url-status = live }}</ref> By 1928, the portion of I-8 between Gila Bend and Casa Grande was designated as SR 84.<ref>{{cite web |date = February 7, 1928 |author = Arizona Department of Transportation |publisher = Arizona Department of Transportation |access-date = May 4, 2008 |url = http://www.azhighwaydata.com/resolutions/?resnum=1928-P-144 |title = Resolution 1928-P-144 |work = Right-of-Way Resolutions |archive-url = https://web.archive.org/web/20110904202420/http://www.azhighwaydata.com/resolutions/?resnum=1928-P-144 |archive-date = September 4, 2011 |url-status = live }}</ref> A small portion of the highway was paved near Yuma and SR 84 was under construction by the next year.<ref name="1929 map">{{cite map |author = Arizona Highway Department |location = Phoenix |publisher = Arizona Highway Department |url = http://www.aaroads.com/west/maps/1929-az.jpg |title = Map of Arizona |year = 1929 |access-date = December 14, 2016 |archive-url = https://web.archive.org/web/20160326175224/http://www.aaroads.com/west/maps/1929-az.jpg |archive-date = March 26, 2016 |url-status = live }}</ref> SR 84 was completed by 1930, but not paved, and the segment of US 80 between [[Aztec, Arizona|Aztec]] and [[Sentinel, Arizona|Sentinel]] had been paved.<ref name="1930 map">{{cite map |author = Arizona Highway Department |location = Phoenix |publisher = Arizona Highway Department |url = http://www.aaroads.com/west/maps/1930-az.jpg |title = Condition Map of State Highway System |year = 1930 |access-date = December 14, 2016 |archive-url = https://web.archive.org/web/20160319022611/http://www.aaroads.com/west/maps/1930-az.jpg |archive-date = March 19, 2016 |url-status = live }}</ref>

Paving of SR 84 had commenced by 1934, with the portion of the highway in Maricopa County being paved.<ref name="1934 map">{{cite map |author = Arizona Highway Department |location = Phoenix |url = http://www.aaroads.com/west/maps/1934-az.jpg |title = Condition Map of State Highway System |year = 1934 |publisher = Arizona Highway Department |access-date = May 4, 2008 |archive-url = https://web.archive.org/web/20160314145514/http://www.aaroads.com/west/maps/1934-az.jpg |archive-date = March 14, 2016 |url-status = live }}</ref> A group of San Diego citizens raised concerns about the road from Yuma to Gila Bend not being paved in 1934, due to the impact that this would have on tourism in San Diego, and made a request to the federal government to have it paved.<ref>{{Cite news |title = SD Aid Sought to Win Funds for Improving Route to City |date = April 1, 1934 |work = The San Diego Union |edition = Imperial Valley |page = A1 |oclc = 13155544 }}</ref> The entire future corridor of I-8 had been paved from Yuma to Casa Grande by 1935.<ref name="1935 map">{{cite map |url = http://www.arizonaroads.com/maps/index.html |title = Road Map of Arizona |year = 1935 |publisher = Arizona Highway Department |first = H.M. |last = DeMerse |location = Phoenix |access-date = May 4, 2008 |archive-url = https://web.archive.org/web/20080506234706/http://www.arizonaroads.com/maps/index.html |archive-date = May 6, 2008 |url-status = live }}</ref> Drivers were told to bring spare fan belts, radiator hoses, and additional drinking water for the journey traversing the desert.<ref>{{harvp|Trimble|2004|p=154}}.</ref> A "Shortcuts Association" began in 1952 to promote SR 84 as a route to bypass Phoenix on the way to San Diego.<ref>{{Cite news |title = Group to Mark SD Shortcuts |date = August 26, 1952 |work = The San Diego Union |page = A6 |oclc = 13155544 }}</ref>

With the coming of the Interstate Highways, the corridor was to be upgraded to Interstate standards. In late 1958, a group of motel owners whose properties were located on SR 84 strongly objected to any routing of I-8 that would not go through the city of Casa Grande.<ref>{{cite news |title = Motel Men Seem to Prefer Fenced-Off Road Through City |work = Casa Grande Dispatch |date = November 20, 1958 |author = Mauntz, Ted |page = 1 |oclc = 16877473 }}</ref> Motel owners in Yuma proposed their own alternative in 1961 to the four routings of I-8 through the city that had been proposed, raising concerns about losing revenue from tourism.<ref>{{cite news |title = Yuma Motel Owners Urge Different Route |work = The Yuma Daily Sun |date = December 3, 1961 |page = 16 |oclc = 11279925 }}</ref> In January 1962, the alternatives were narrowed down to two, with one of them being the route supported by the motel owners. However, nearby school officials expressed concerns regarding that route, because 1200 students would no longer be able to walk to school if the freeway was constructed along that route.<ref>{{cite news |title = Interstate 8 Appears Set for One of Two Routes |work = The Yuma Daily Sun |date = January 4, 1962 |page = 1 |oclc = 11279925 }}</ref> Later that year, a new route had been proposed, along the Southern Pacific Railroad tracks and the Colorado River.<ref>{{cite news |title = Highway Dept. Plans Traffic Study Here |work = The Yuma Daily Sun |date = September 5, 1962 |page = 1 |oclc = 11279925 }}</ref> Construction was completed on the first sections of I-8 in Arizona in 1958. The first section was {{convert|1.33|mi|km|0|abbr=off}} long, which included a grade-separated interchange south of the [[Painted Rock Petroglyph Site]]. The second section, which was {{convert|0.83|mi|km|abbr=off}} in length, also included a grade separated interchange at [[Aztec, Arizona|Aztec]], just east of [[Dateland, Arizona|Dateland]]. The interchange at [[Sentinel, Arizona|Sentinel]], and the section between Aztec and the [[Maricopa County, Arizona|Maricopa County]] line, which included the construction of another interchange, were both completed in 1959.<ref>{{ADOT log|year=1965|access-date=June 27, 2023}}</ref> The initial construction was divided into four different sections awarded to different contractors. Work commenced with a section of US 80 between [[Sentinel, Arizona|Sentinel]] and Gila Bend on December 10, 1960. This was also the section of I-8 completed in Arizona on April 18, 1962.<ref name="AZRepublic1962">{{Cite news |url = https://www.newspapers.com/clip/32739020/state_road_jobs_eyed_by_house/ |title = State Road Jobs Eyed by House |last = Cole |first = Ben |date = May 1, 1963 |work = Arizona Republic |access-date = June 10, 2019 |location = Phoenix |pages = 1, [https://www.newspapers.com/clip/32739065/state_road_jobs_eyed_by_house_part_2/ 4] |via = Newspapers.com |archive-url = https://web.archive.org/web/20190826224403/https://www.newspapers.com/clip/32739020/state_road_jobs_eyed_by_house/ |archive-date = August 26, 2019 |url-status = live }}</ref> By 1963, work was well under way, with portions of US 80 between [[Mohawk, Arizona|Mohawk]] and Gila Bend, and SR 84 between Gila Bend and near Stanfield upgraded.<ref name="1963 map">{{cite map |url = http://www.aaroads.com/west/maps/1963-az.html |title = Road Map of Arizona |year = 1963 |publisher = Arizona Highway Department |author1 = Arizona Highway Department |author2 = Rand McNally |scale = 1 in:24 mi |access-date = May 4, 2008 |archive-url = https://web.archive.org/web/20110621235009/http://www.aaroads.com/west/maps/1963-az.html |archive-date = June 21, 2011 |url-status = live }}</ref> Other merchants objected to the routing, and met with the Yuma County Board of Supervisors to raise their concerns following the final approval of the route in 1964.<ref>{{cite news |title = Yuma Mesa Merchants Protest to County About Bypass |work = The Arizona Republic |date = January 10, 1964 |author = Grounds, Lucy |location = Phoenix |page = 17 |oclc = 2609778 }}</ref> A new park was to be built east of the Colorado River crossing, just opposite downtown; city officials hoped that this would give an improved look to the town as drivers first arrived.<ref>{{cite news |title = Shrewd Planning Used to Revitalize Yuma |work = The Arizona Republic |date = July 3, 1966 |page = A17 |oclc = 2609778 }}</ref>

Nevertheless, there was controversy over the work in Arizona as well. In 1964, a [[U.S. House of Representatives]] investigation discovered that poor management and lack of efficiency were prevalent in four of the projects constructing the I-8 freeway. The Arizona Highway Department was specifically cited in the report for not taking into account protecting government interests when selecting labor for the projects. Several errors were discovered, and one of them, adding too much clay to the gravel mixture, cost the state of Arizona $26,278 (about ${{Formatprice|{{Inflation|US-GDP|26278|1963|r=-3}}}} in {{inflation-year|US-GDP}} dollars){{Inflation-fn|US-GDP}} to fix.<ref>{{Cite news |title = Officials Claim Shock at Road Test Fakes |last = Cole, Ben |date = May 8, 1963 |work = The Arizona Republic |location = Phoenix |page = 1 |oclc = 2609778 }}</ref><ref>{{cite news |title = House Unit Lambastes Arizona Road Building |work = Los Angeles Times |date = June 20, 1964 |page = 8 |oclc = 3638237 }}</ref> By that year, construction had begun on the freeway west of Casa Grande, while the rest of the Arizona routing was in the design stages.<ref>{{cite news |title = Arizonans May Use Freeways Long Before Interstate System Complete |work = The Arizona Republic |date = June 28, 1964 |page = 16A |oclc = 2609778 }}</ref>

In 1965, a $1.46 million (about ${{Formatprice|{{Inflation|US-GDP|1460000|1965|r=-6}}}} in {{inflation-year|US-GDP}} dollars){{Inflation-fn|US-GDP}} contract was granted to build the {{convert|5.7|mi|km|adj=on}} portion from near Araby Road east through Fortuna Wash.<ref>{{cite news |title = $1.5 Million Interstate 8 Job Let For 5.7 Miles near Araby Road |work = The Yuma Daily Sun |date = January 16, 1966 |oclc = 112799251 }}</ref> Two years later, it was estimated that construction would be complete by 1969, except for the Colorado River bridge. The highway was in progress through the Telegraph Pass east of Yuma, and the portions from Avenue 9-E to 4-E, from there to 4th Street in Yuma, and to the river were estimated to cost $9.69 million (about ${{Formatprice|{{Inflation|US-GDP|9690000|1967|r=-6}}}} in {{inflation-year|US-GDP}} dollars){{Inflation-fn|US-GDP}} in total.<ref>{{cite news |title = Yuma Will Have I-8 Freeway by 1969 |work = The Yuma Daily Sun |date = February 23, 1967 |page = 6 |oclc = 11279925 }}</ref> Following local complaints, Francis Turner, the executive director of the federal [[Bureau of Public Roads]], agreed to look at constructing an interchange at Trekell Road in Casa Grande again, after an earlier decline to do so.<ref>{{Cite news |title = Highway Chief Promises to Reconsider Access |date = June 4, 1967 |work = Casa Grande Dispatch |page = 1 |oclc = 16877473 }}</ref> Work began on the Casa Grande part of the freeway in March 1968, at a cost of $3 million<ref name="trafficstart"/> (about ${{Formatprice|{{Inflation|US-GDP|3000000|1968|r=-6}}}} in {{inflation-year|US-GDP}} dollars).{{Inflation-fn|US-GDP}} That year, many gas station, motel, and restaurant owners noticed a drop in business, possibly due to concerns regarding construction traffic due to I-8; however, they hoped for increased business following completion of the freeway.<ref>{{Cite news |title = Yuma Motel People Know about Hwy. 80 Traffic Drop |last = O'Neill, Don |date = August 18, 1968 |work = The Yuma Daily Sun |page = 3 |oclc = 11279925 }}</ref> The Yuma County Chamber of Commerce made plans to promote tourism in the town following the completion of I-8 by late 1968.<ref>{{cite news |title = Yuma Chamber Plans To Gather Tourists from Interstate 8 Bypass |work = The Yuma Daily Sun |date = December 4, 1968 |page = 1 |oclc = 11279925 }}</ref>

Bidding on the last portion of the freeway to be completed in Casa Grande, from Midway Road to I-10, was to begin in January 1969.<ref>{{cite news |title = Bids To Be Called For Final I-8 Link |work = Casa Grande Dispatch |date = January 20, 1969 |page = 1 |oclc = 16877473 }}</ref> By November, the freeway east of Yuma was under construction, at a cost of $3.7 million<ref>{{Cite news |title = Yuma Construction Totals $12 Million |date = November 23, 1969 |work = The Yuma Daily Sun |page = 5 |oclc = 11279925 }}</ref> (about ${{Formatprice|{{Inflation|US-GDP|3700000|1969|r=-6}}}} in {{inflation-year|US-GDP}} dollars).{{Inflation-fn|US-GDP}} On June 15, 1970, eastbound traffic began on I-8 in Casa Grande, with an exit at both Trekell and Thorton roads, with westbound traffic soon to follow.<ref name="trafficstart">{{Cite news |title = Traffic Starts Today on I-8 Eastbound Lane |date = June 15, 1970 |work = Casa Grande Dispatch |page = 1 |oclc = 16877473 }}</ref> Businesses did not notice much change with the opening of the eastbound lanes.<ref>{{Cite news |title = Businessmen Have Mixed Views on Opening of Interstate 8 |last = Kramer, Donovan Jr. |date = June 17, 1970 |work = Casa Grande Dispatch |page = 1 |oclc = 16877473 }}</ref> In 1971, I-8 was nearly complete, including a new alignment east of Yuma built parallel and to the south of the original US 80 alignment. A new alignment was also built to the south of the SR 84 alignment at the eastern end of the highway from southwest of Stanfield to the eastern terminus at I‑10 southeast of Casa Grande. The only portions of I-8 not completed at this time were the Gila Bend bypass and the western end near Yuma.<ref name="1971 map">{{cite map |url = http://www.aaroads.com/west/maps/1971-az.html |title = Road Map of Arizona |year = 1971 |publisher = Arizona Highway Department |author = Arizona Highway Department Photogrammetry and Mapping Division |location = Phoenix |access-date = May 4, 2008 |archive-url = https://web.archive.org/web/20110621235036/http://www.aaroads.com/west/maps/1971-az.html |archive-date = June 21, 2011 |url-status = live }}</ref> The portion east of 16th Street in Yuma was completed in June 1972;<ref>{{cite news |title = Interstate 8 Section Opens Wednesday at 10 |work = The Yuma Daily Sun |date = June 6, 1972 |page = 1 |oclc = 15337492 }}</ref> the Arizona State Highway Commission authorized the $1.6 million (about ${{Formatprice|{{Inflation|US-GDP|1600000|1962|r=-6}}}} in {{inflation-year|US-GDP}} dollars){{Inflation-fn|US-GDP}} contract to construct the {{convert|6|mi|km|adj=on}} portion through Gila Bend in August.<ref>{{Cite news |title = Gila Bend I-8 Link Gets OK |date = August 26, 1972 |work = Tucson Daily Citizen |page = 6 |oclc = 15304868 }}</ref> Some Yuma businesses had noticed a decrease in revenue at this time; the Arizona Highway Department agreed to modify some signs to eliminate any confusion.<ref>{{cite news |title = 11 Major Sign Changes Promised on Interstate 8 |work = The Yuma Daily Sun |date = June 27, 1972 |author = Staff |page = 1 |oclc = 15337492 }}</ref> The part of I-8 between 16th and 4th streets was under construction in 1976, which was the only incomplete part of the freeway, along with the bridge over the Colorado River. The water treatment plant in Yuma was to be moved due to the potential of an accident with a vehicle carrying hazardous materials flying off the bridge and contaminating the water supply.<ref>{{cite news |title = I-8 Bridge and Water Works Are on Collision Course Here |work = The Yuma Daily Sun |date = October 2, 1970 |author = Battin, John |page = 1 |oclc = 15337492 }}</ref><ref>{{cite news |title = Downtown Busy With Construction |work = The Yuma Daily Sun |date = January 1, 1976 |author = Bush, Ernie |page = 14 |oclc = 15337492 }}</ref> The freeway in both states was completed with the opening of the bridge on September 20, 1978.<ref name="finish"/>

As the Interstate was completed, the highways that it replaced were removed from the state highway system. In 1973, the SR 84 designation was removed from the highway from Gila Bend to the split where I-8 followed a new alignment southwest of Stanfield.<ref>{{cite web |date = September 21, 1973 |publisher = Arizona Department of Transportation |access-date = May 4, 2008 |url = http://www.azhighwaydata.com/resolutions/?resnum=1973-%20-075 |title = Resolution 1973-20-075 |author = Arizona Department of Transportation |work = Right-of-Way Resolutions |archive-url = https://web.archive.org/web/20120316141609/http://www.azhighwaydata.com/resolutions/?resnum=1973-%20-075 |archive-date = March 16, 2012 |url-status = live }}</ref> In 1977, the US 80 designation was removed from this stretch in favor of I-8.<ref>{{cite web |date = September 16, 1977 |publisher = Arizona Department of Transportation |access-date = May 4, 2008 |url = http://www.azhighwaydata.com/resolutions/?resnum=1977-16-A-048 |title = Resolution 1977-16-A-048 |author = Arizona Department of Transportation |work = Right-of-Way Resolutions |archive-url = https://web.archive.org/web/20110915101608/http://www.azhighwaydata.com/resolutions/?resnum=1977-16-A-048 |archive-date = September 15, 2011 |url-status = live }}</ref>

==Exit list==
{{jcttop|exit|state_col=state|length_ref=<ref name=calnexus/><ref name="ADOT Highway Log">{{ADOT log|year=2013|access-date=October 15, 2019|pages=1–11|location=on}}</ref>
|exit_ref=<ref name=calnexus>{{cite web |publisher = California Department of Transportation |work = California Numbered Exit Uniform System |url = http://www.dot.ca.gov/trafficops/exit/docs/8.pdf |title = Interstate 8 Freeway Interchanges |access-date = February 5, 2009 |author = Warring, KS |date = January 9, 2008 |location = Sacramento |archive-url = https://web.archive.org/web/20160820173904/http://www.dot.ca.gov/trafficops/exit/docs/8.pdf |archive-date = August 20, 2016 |url-status = live }}</ref>
}}
{{CAint|exit
|sspan=71
|county=San Diego
|cspan=46
|location=San Diego
|lspan=16
|mile=0.00
|exit=
|road=Nimitz Boulevard / Sunset Cliffs Boulevard – [[Mission Bay Park]]
|notes=[[At-grade intersection]]
}}
{{CAint|exit
|type=incomplete
|mile=0.50
|exit=1
|road=West Mission Bay Drive / Sports Arena Boulevard
|notes=Westbound exit and eastbound entrance}}
{{CAint|exit
|type=incomplete
|mile=1.67
|mspan=3
|exit=2A
|road={{Jct|state=CA|I|5|dir1=north|city1=Los Angeles}}
|notes=Westbound exit and eastbound entrance; I-5 south exit 20; former [[U.S. Route 101 in California#Historic route: San Diego to Los Angeles|US 101]] north}}
{{CAint|exit
|type=incomplete
|exit=2B
|espan=2
|mile=none
|road=Rosecrans Street
|notes=Westbound exit and eastbound entrance; former [[California State Route 209|SR 209]] south}}
{{CAint
|mile=none
|exit=2B
|road={{Jct|state=CA|I|5|dir1=south|location1=[[Downtown San Diego|Downtown]]}}
|notes=Signed as exit 2 eastbound; I-5 north exit 20; former [[U.S. Route 101 in California#Historic route: San Diego to Los Angeles|US 101]] south
}}
{{CAint|exit
|type=incomplete
|mile=2.03
|exit=2C
|road=Morena Boulevard
|notes=No eastbound exit}}
{{CAint|exit
|mile=2.60
|exit=3
|road=Taylor Street / Hotel Circle
|notes=}}
{{CAint|exit
|mile=3.88
|exit=4A
|type=incomplete
|road=Hotel Circle
|notes=Westbound exit is via exit 3}}
{{CAint|exit
|mile=4.06
|exit=4B–C
|road={{Jct|state=CA|CA|163|location1=[[Downtown San Diego|Downtown]]|city2=Escondido}}
|notes=Signed as exits 4B (south) and 4C (north) eastbound and as exits 4A (south) and 4B (north) westbound; SR 163 exits 3A-B; former [[U.S. Route 395 in California#Current designation|US 395]]}}
{{CAint|exit
|mile=4.69
|exit=5
|road=Mission Center Road / Auto Circle
}}
{{CAint|exit
|mile=5.55
|exit=6A
|road=Texas Street / Qualcomm Way
|notes=Qualcomm Way was formerly Stadium Way<ref>{{Cite web |date = April 9, 1997 |title = San Diego Stadium Name Change Finalized for Qualcomm |url = https://www.sportsbusinessjournal.com/Daily/Issues/1997/04/09/Facilities-Venues/SAN-DIEGO-STADIUM-NAME-CHANGE-FINALIZED-FOR-QUALCOMM.aspx |access-date = March 26, 2023 |work = Sports Business Journal |language = en-US }}</ref>
}}
{{CAint|exit
|mile=6.03
|exit=6B
|road={{Jct|state=CA|I|805|city1=Los Angeles|city2=National City|city3=Chula Vista}}
|notes=I-805 north exit 17; south exit 17B}}
{{CAint|exit
|mile=7.29
|mile2=7.31
|exit=7
|road={{Jct|state=CA|I|15|dir1=north|city1=Riverside}} {{Jct|state=CA|SR|15|dir1=south}}
|notes=Signed as exits 7A (south) and 7B (north) westbound; I-15 south / SR 15 north exit 6B; former [[California State Route 103#History|SR 103]]
}}
{{CAint|exit
|mile=7.94
|exit=8
|road=Mission Gorge Road / Fairmount Avenue
|notes=Eastbound exit is part of exit 7}}
{{CAint|exit
|mile=8.71
|exit=9
|road=Waring Road
}}
{{CAint|exit
|mile=9.99
|exit=10
|road=College Avenue
|notes=Serves [[San Diego State University]]}}
{{CAint|exit
|location=La Mesa
|lspan=8
|mile=11.24
|exit=11
|road=Lake Murray Boulevard / 70th Street
|notes=}}
{{CAint|exit
|mile=12.22
|exit=12
|road=Fletcher Parkway / Baltimore Drive
|notes=Baltimore Drive not signed eastbound}}
{{CAint|exit
|type=incomplete
|mile=12.62
|exit=13A
|espan=2
|road=Spring Street – [[Downtown La Mesa, California|Downtown La Mesa]]
|notes=No westbound exit}}
{{CAint
|type=incomplete
|mile=12.75
|road=[[El Cajon Boulevard]]
|notes=Westbound exit and eastbound entrance; former [[Interstate 8 Business (San Diego, California)|I-8 Bus.]] and [[U.S. Route 80 in California|US 80]] west}}
{{CAint|exit
|type=incomplete
|mile=13.41
|exit=13B
|road=Jackson Drive / Grossmont Boulevard
|notes=No eastbound entrance; no westbound signage for Grossmont Boulevard}}
{{CAint|exit
|mile=14.05
|exit=14A
|road=La Mesa Boulevard / Grossmont Center Drive
|notes=Signed as exit 14B eastbound}}
{{CAint|exit
|mile=14.20
|exit=14B
|road={{Jct|state=CA|SR|125}}
|notes=Signed as exit 14A eastbound; exit 18A on SR 125; formerly [[California State Route 67#Early days|SR 67]] south of I-8}}
{{CAint|exit
|mile=14.30
|exit=14C
|road=Severin Drive / Fuerte Drive
|notes=}}
{{CAint|exit
|location=El Cajon
|lspan=8
|type=incomplete
|mile=15.31
|exit=15
|road=[[El Cajon Boulevard]] ([[Interstate 8 Business (El Cajon, California)|I-8 Bus.]] east)
|notes=Eastbound exit and westbound entrance; former [[U.S. Route 80 in California|US 80]] east}}
{{CAint|exit
|mile=16.24
|exit=16
|road=Main Street
|notes=}}
{{CAint|exit
|type=incomplete
|mile=16.95
|exit=17A
|road=Johnson Avenue
|notes=Eastbound exit and westbound entrance}}
{{CAint|exit
|mile=17.45
|exit={{nowrap|17B–C}}
|road={{Jct|state=CA|SR|67|dir1=north|road|Magnolia Avenue|city1=Santee|city2=Lakeside|city3=Ramona}}
|notes=Signed as exits 17B (SR 67) and 17C (Magnolia Avenue) eastbound; SR 67 exit 1}}
{{CAint|exit
|mile=18.12
|exit=18
|road=Mollison Avenue
|notes=}}
{{CAint|exit
|mile=19.01
|exit=19
|road=2nd Street ([[California State Route 54 Business (El Cajon)|SR 54 Bus.]] west)
|notes=Former [[California State Route 54|SR 54]] west}}
{{CAint|exit
|type=incomplete
|mile=19.50
|exit=20A
|road=East Main Street ([[Interstate 8 Business (El Cajon, California)|I-8 Bus.]] west)
|notes=Westbound exit and eastbound entrance}}
{{CAint|exit
|mile=20.40
|exit=20B
|road=Greenfield Drive – [[Crest, California|Crest]]
|notes=Signed as exit 20 eastbound}}
{{CAint|exit
|location=Lakeside
|lspan=2
|mile=21.69
|exit=22
|road=Los Coches Road – [[Lakeside, California|Lakeside]]
|notes=}}
{{CAint|exit
|mile=23.47
|exit=23
|road=Lake Jennings Park Road
|notes=}}
{{CAint|exit
|location=none
|mile=27.34
|exit=27
|road=Dunbar Lane – [[Harbison Canyon, California|Harbison Canyon]]
|notes=}}
{{CAint|exit
|location=Alpine
|lspan=2
|mile=30.11
|exit=30
|road=Tavern Road ([[Interstate 8 Business (Alpine, California)|I-8 Bus.]] east) – [[Alpine, California|Alpine]]
|notes=}}
{{CAint|exit
|mile=32.99
|exit=33
|road=Willows Road / Alpine Boulevard ([[Interstate 8 Business (Alpine, California)|I-8 Bus.]] west) – [[Alpine, California|Alpine]]
|notes=Serves [[Viejas Group of Capitan Grande Band of Mission Indians|Viejas Reservation]]}}
{{CAint|exit
|location=none
|mile=35.98
|exit=36
|road=East Willows Road
|notes=Former US 80}}
{{CAint|exit
|location=none
|mile=39.48
|exit=40
|road={{Jct|state=CA|SR|79|dir1=north|name1=Japatul Valley Road|city1=Descanso|city2=Julian}}
|notes=Serves [[Viejas Group of Capitan Grande Band of Mission Indians|Viejas Reservation]]}}
{{CAint|exit
|location=Pine Valley
|lspan=2
|mile=45.18
|exit=45
|road=[[Pine Valley, California|Pine Valley]], [[Julian, California|Julian]]
|notes=}}
{{CAint|exit
|mile=46.58
|exit=47
|road=Sunrise Highway ([[County Route S1 (California)|CR S1]])
|notes=}}
{{CAint|exit
|location=none
|mile=50.49
|exit=51
|road=Buckman Springs Road
|notes=}}
{{CAint|exit
|location=none
|mile=53.63
|exit=54
|road=Kitchen Creek Road – [[Cameron Station, California|Cameron Station]]
|notes=}}
{{CAint|exit
|location=Campo Indian Reservation
|mile=60.50
|exit=61
|road=Crestwood Road – [[Live Oak Springs, California|Live Oak Springs]]
|notes=Serves [[Campo Indian Reservation]], [[La Posta Band of Diegueño Mission Indians|La Posta Reservation]], [[Manzanita Band of Diegueno Mission Indians|Manzanita Indian Reservation]]}}
{{CAint|exit
|location=none
|mile=65.25
|exit=65
|road={{Jct|state=CA|SR|94|dir1=west|city1=Campo|city2=Boulevard}}
|notes=}}
{{CAint|exit
|location=none
|mile=73.30
|exit=73
|road=[[Jacumba, California|Jacumba]]
|notes=}}
{{CAint|exit
|county1=San Diego
|county2=Imperial
|location=none
|mile=76.93
|exit=77
|road=In-Ko-Pah Park Road
|notes=}}
{{CAint|exit
|county=Imperial
|cspan=24
|location=none
|mile=80.21
|exit=80
|road=Mountain Springs Road
|notes=}}
{{CAint|exit
|location=none
|type=incomplete
|mile=87.13
|exit=87
|road={{Jct|state=CA|SR|98|dir1=east|city1=Calexico}}
|notes=Eastbound exit and westbound entrance}}
{{CAint|exit
|location=Ocotillo
|mile=89.04
|exit=89
|road=[[Imperial Highway]] ([[County Route S2 (California)|CR S2]]) – [[Ocotillo, California|Ocotillo]]
|notes= Former U.S. Route 80 east}}
{{CAint|exit
|location=none
|mile=100.60
|exit=101
|road=Dunaway Road
|notes=}}
{{CAint|exit
|location=none
|mile=107.05
|exit=107
|road=Drew Road ([[County Route S29 (California)|CR S29]]) – [[Seeley, California|Seeley]]
|notes=}}
{{CAint|exit
|location=none
|mile=111.11
|exit=111
|road=Forrester Road ([[County Route S30 (California)|CR S30]])
|notes=}}
{{CAint|exit
|location=El Centro
|lspan=3
|mile=114.09
|exit=114
|road=Imperial Avenue ([[Interstate 8 Business (El Centro, California)|I-8 Bus.]] east) – [[El Centro, California|El Centro]]
|notes=}}
{{CAint|exit
|mile=115.09
|exit=115
|road={{Jct|state=CA|SR|86|name1=4th Street / [[Interstate 8 Business (El Centro, California)|I-8 Bus.]] west|city1=El Centro}}
|notes=Former [[U.S. Route 99 in California|US 99]]
}}
{{CAint|exit
|mile=116.08
|exit=116
|road=Dogwood Road ([[County Route S31 (California)|CR S31]])
|notes=}}
{{CAint|exit
|location=none
|mile=118.06
|exit=118
|road={{Jct|state=CA|SR|111|city1=Brawley|city2=Indio|location3=Calexico}}
|notes=Signed as exits 118A (south) and 118B (north)}}
{{CAint|exit
|location=none
|mile=119.66
|exit=120
|road=Bowker Road
|notes=}}
{{CAint|exit
|location=none
|mile=124.90
|exit=125
|road={{Jct|state=CA|SR|7|dir1=south|road|Orchard Road ([[County Route S32 (California)|CR S32]])}}
|notes=}}
{{CAint|exit
|location=none
|mile=127.61
|exit=128
|road=Bonds Corner Road
|notes=Former [[California State Route 115|SR 115]]}}
{{CAint|exit
|location=none
|mile=130.62
|exit=131
|road={{Jct|state=CA|SR|115|dir1=north|name1=Van Der Linden Road|city1=Holtville}}
|notes=}}
{{CAint|exit
|location=none
|mile=142.87
|exit=143
|road={{Jct|state=CA|SR|98|dir1=west|city1=Calexico}}
|notes=}}
{{CAint|exit
|location=none
|mile=145.95
|exit=146
|road=Brock Research Center Road
|notes=Serves [[Brock Reservoir]]}}
{{CAint|exit
|location=none
|mile=150.60
|exit=151
|road=[[Gordons Well, California|Gordons Well]]
|notes=Former [[U.S. Route 80 in California|US 80]] west}}
{{CAint|exit
|location=none
|mile=155.82
|exit=156
|road=Grays Well Road
|notes=}}
{{CAint|exit
|location=none
|mile=158.81
|exit=159
|road=Ogilby Road ([[County Route S34 (California)|CR S34]])
|notes=}}
{{CAint|exit
|location=Felicity
|mile=163.69
|exit=164
|road=Sidewinder Road
|notes=}}
{{CAint|exit
|type=incomplete
|location=none
|mile=164.30
|place=Agricultural Inspection Station (westbound only)
}}
{{CAint|exit
|location=Araz Junction
|mile=165.73
|exit=166
|road={{Jct|state=CA|SR|186|dir1=south|name1=Algodones Road|city1=Andrade|location2=[[Mexico]]}}
|notes=Former {{jct|state=CA|US|80|dir1=east|noshield1=yes}}
}}
{{CAint|exit
|location=Fort Yuma Indian Reservation
|lspan=2
|mile=169.97
|exit=170
|road=Winterhaven Drive ([[Interstate 8 Business (Winterhaven, California)|I-8 Bus.]] east)
|notes=Western terminus of I-8 Bus.}}
{{CAint|exit
|mile=171.54
|exit=172
|road=Fourth Avenue (SR 8U south<ref name="SR8U">{{cite web|url=https://postmile.dot.ca.gov/PMQT/PostmileQueryTool.html?type=C&mode=L&lat=32.732833&long=-114.624699&lat2=32.729148&long2=-114.624538|title=Route 8U: Postmile IMP T96.456 to IMP 96.946|website=Postmile Services Postmile Query Tool|publisher=Caltrans|accessdate=March 21, 2025}}</ref> / [[Interstate 8 Business (Winterhaven, California)|I-8 Bus.]]) – [[Winterhaven, California|Winterhaven]]
|notes=Former {{jct|state=CA|US|80|noshield1=yes}}
}}
{{jctbridge|exit
|river=[[Colorado River]]
|river_wide=yes
|mile=171.98
|mile2=0.00
|line=y
|place=[[California]]–[[Arizona]] line}}
{{AZint|exit
|sspan=31
|county=Yuma
|cspan=15
|location=Yuma
|lspan=5
|mile=0.59
|exit=1
|road=Redondo Center Drive / Giss Parkway
|notes=Redondo Center Drive not signed westbound}}
{{AZint|exit
|mile=2.23
|exit=2
|road={{jct|state=AZ|US|95|name1=16th Street}}
|notes=}}
{{AZint|exit
|mile=3.98
|exit=3
|road=Avenue 3E
|notes=Former [[Former state routes in Arizona#State Route 280|SR 280]]}}
{{AZint|exit
|mile=7.66
|exit=7
|road={{jct|state=AZ|SR|195|dir1=south|name1=Araby Road|city1=San Luis}}
|notes=}}
{{AZint|exit
|mile=9.44
|exit=9
|road={{jct|state=AZ|BL|8|dab1=Yuma|dir1=west|name1={{jct|state=AZ|US-Hist|80|dir1=west|noshield=yes}}|road|Avenue 8{{frac|1|2}}E}}
|notes=Eastern terminus of I-8 BL; former {{jct|state=AZ|US|80|dir1=west|noshield1=yes}}}}
{{AZint|exit
|location=Fortuna Foothills
|lspan=2
|mile=12.27
|exit=12
|road=Fortuna Road
|notes=}}
{{AZint|exit
|mile=14.28
|exit=14
|road=Foothills Boulevard
|notes=}}
{{AZint|exit
|location=none
|mile=21.06
|exit=21
|road={{jct|state=AZ|US-Hist|80|dir1=east|noshield=yes|city1=Dome Valley}}
|notes=Former {{jct|state=AZ|US|80|dir1=east|noshield1=yes}}
}}
{{AZint|exit
|location=Wellton
|mile=30.84
|exit=30
|road=Avenue 29E – [[Wellton, Arizona|Wellton]]
|notes=}}
{{AZint|exit
|location=Noah
|mile=37.99
|exit=37
|road=Avenue 36E – [[Roll, Arizona|Roll]]
|notes=}}
{{AZint|exit
|location=none
|mile=42.10
|exit=42
|road=Avenue 40E – [[Tacna, Arizona|Tacna]]
|notes=}}
{{AZint|exit
|location=none
|mile=54.98
|exit=54
|road={{jct|state=AZ|US-Hist|80|dir1=west|noshield1=yes|road|Avenue 52E|location1=[[Mohawk Valley (Arizona)|Mohawk Valley]]}}
|notes=Former {{jct|state=AZ|US|80|dir1=west|noshield1=yes}}}}
{{AZint|exit
|location=none
|mile=67.49
|exit=67
|road={{jct|state=AZ|US-Hist|80|dir1=east|noshield=yes|city1=Dateland}}
|notes=}}
{{AZint|exit
|location=none
|mile=73.53
|exit=73
|road={{jctname|state=AZ|US-Hist|80|dir1=west|noshield1=yes|name1=Aztec Road}}
|notes=}}
{{AZint|exit
|location=none
|mile=78.51
|exit=78
|road=Spot Road
|notes=}}
{{AZint|exit
|county=Maricopa
|cspan=9
|location=none
|mile=87.10
|exit=87
|road=[[Sentinel, Arizona|Sentinel]], [[Hyder, Arizona|Hyder]], [[Agua Caliente, Arizona|Agua Caliente]]
|notes=}}
{{AZint|exit
|location=none
|mile=102.34
|exit=102
|road=Painted Rock Road
|notes=Serves [[Painted Rock Petroglyph Site]]
}}
{{AZint|exit
|location=none
|mile=106.56
|exit=106
|road=Paloma Road
|notes=}}
{{AZint|exit
|location=Gila Bend
|lspan=4
|mile=111.49
|exit=111
|road=Citrus Valley Road
|notes=}}
{{AZint|exit
|mile=115.68
|exit=115
|road={{jct|state=AZ|BL|8|dab1=Gila Bend|dir1=east|noshield1=yes|name1={{jct|state=AZ|US-Hist|80|dir1=east|noshield=yes}}|AZ|85|city1=Phoenix|city2=Ajo}}
|notes=Former {{jct|state=AZ|US|80|dir1=east|noshield1=yes}}
}}
{{AZint|exit
|type=unbuilt
|mile=
|exit=118
|road={{jct|state=AZ|SR|85|dir1=north}}
|notes=Future interchange<ref>{{cite web |url = https://azdot.gov/docs/default-source/environmental-planning-library/sr85_gila_bend_final_ea.pdf?sfvrsn=2 |archive-url = https://web.archive.org/web/20160409162236/https://azdot.gov/docs/default-source/environmental-planning-library/sr85_gila_bend_final_ea.pdf?sfvrsn=2 |url-status = dead |title = Final Environmental Assessment and Section 4(f) Evaluation |publisher = [[Arizona Department of Transportation]] |date = February 2010 |archive-date = April 9, 2016 |access-date = September 18, 2019 }}</ref>
}}
{{AZint|exit
|mile=119.47
|exit=119
|road={{jctname|state=AZ|BL|8|dab1=Gila Bend|dir1=west|noshield1=yes|name1=Butterfield Trail|to2=1|AZ|85|dir2=north|I|10}}
|notes=Former {{jct|state=AZ|SR|84|dir1=west|noshield1=yes}}
}}
{{AZint|exit
|location=none
|mile=140.86
|exit=140
|road=Freeman Road
}}
{{AZint|exit
|location=none
|mile=144.60
|exit=144
|road=Vekol Valley Road
}}
{{AZint|exit
|county=Pinal
|cspan=7
|location=none
|mile=151.73
|exit=151
|road={{jct|state=AZ|AZ|84|dir1=east|to2=to|AZ|347|dir2=north|city1=Maricopa}}
|notes=}}
{{AZint|exit
|location=none
|mile=161.61
|exit=161
|road=[[Stanfield, Arizona|Stanfield]]
|notes=}}
{{AZint|exit
|location=none
|mile=167.61
|exit=167
|road=Montgomery Road
|notes=}}
{{AZint|exit
|location=none
|mile=169.72
|exit=169
|road=Bianco Road
|notes=}}
{{AZint|exit
|location=none
|mile=172.62
|exit=172
|road=Thornton Road – [[Casa Grande, Arizona|Casa Grande]]
|notes=}}
{{AZint|exit
|location=none
|mile=174.62
|exit=174
|road=Trekell Road – [[Casa Grande, Arizona|Casa Grande]]
|notes=}}
{{AZint|exit
|location=Casa Grande
|mile=178.36
|exit=178
|road={{jct|state=AZ|I|10|city1=Phoenix|city2=Tucson}}
|notes=Signed as exits 178A (west) and 178B (east); additional entrance from Sunland Gin Road; exit 199 on I-10}}
{{jctbtm|exit|col=8|keys=incomplete,unbuilt}}

==Auxiliary routes==
[[File:Business Loop 8.svg|thumb|right|100px|Business I-8 shield]]
{{main|Business routes of Interstate 8}}
There are no three-digit auxiliary routes of I-8. However, there are four signed business routes related to I-8 that provide additional access to particular towns or cities:
*[[El Cajon Boulevard]] passes through downtown El Cajon.
*The El Centro business loop runs along Adams Avenue in downtown El Centro.
*The Winterhaven–Yuma business loop begins in Winterhaven before crossing the Colorado River into Yuma and providing access to the downtown area, ending in eastern Yuma.
*The Gila Bend business loop connects with Arizona State Route 85.<ref name="tgsd"/><ref name="gmaps">{{google maps|url=https://www.google.com/maps/dir/32.75474,-117.23561/32.820893,-111.690445/@32.6844638,-115.5521141,8z?hl=en|title=Interstate 8|access-date=December 18, 2014}}</ref>

==See also==
*{{portal-inline|Arizona}}
*{{portal-inline|California}}
*{{portal-inline|California Roads}}
*{{portal-inline|U.S. Roads}}

==References==
===Footnotes===
{{reflist|30em}}

===Works cited===
{{refbegin}}
*{{cite book |title = Roadside History of California |publisher = Mountain Press Publishing Company |last = Pittman |first = Ruth |year = 1995 |location = Missoula, Montana |isbn = 978-0-87842-318-7 |oclc = 32396018 }}
*{{cite book |title = Roadside History of Arizona |edition = 2nd |publisher = Mountain Press Publishing Company |last = Trimble |first = Marshall |year = 2004 |location = Missoula, Montana |isbn = 978-0-87842-471-9 |oclc = 12945147 }}
{{refend}}

==External links==
{{Attached KML|display=title,inline}}
{{Commons category|Interstate 8}}
{{CASR external links|I|8}}
*[http://www.cahighways.org/001-008.html#008 Interstate 8] at ''California Highways''
*[http://www.interstate-guide.com/i-008.html Interstate 8] {{Webarchive|url=https://web.archive.org/web/20120221032009/http://www.interstate-guide.com/i-008.html |date=February 21, 2012 }} at the ''Interstate Guide''
*Interstate 8 in [http://www.aaroads.com/california/i-008_ca.html California] and [http://www.aaroads.com/guide.php?page=i0008az Arizona] at ''AA Roads''
*[http://www.floodgap.com/roadgap/209/ Old SR 209 and the Cabrillo National Monument] at ''Floodgap Roadgap''

{{interstates}}

{{DEFAULTSORT:I08}}
[[Category:Interstate 8| ]]
[[Category:Gila River|Gila River]]
[[Category:Interstate Highway System|08]]
[[Category:Interstate Highways in California|08]]
[[Category:Interstate Highways in Arizona|08]]
[[Category:Southern California freeways|008]]
[[Category:Roads in San Diego County, California]]
[[Category:Roads in Imperial County, California]]
[[Category:Transportation in Yuma County, Arizona]]
[[Category:Transportation in Maricopa County, Arizona]]
[[Category:Transportation in Pinal County, Arizona]]

Vidette, Georgia

2025-06-16T01:42:47Z

2600:1700:6180:6290:9C0B:1E58:45BE:D4BB:

{{Use mdy dates|date=July 2023}}
{{Infobox settlement

|official_name = Vidette, Georgia
|other_name =
|native_name = 
|nickname =
|settlement_type = [[City]]
|motto = 
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|image_map = Burke_County_Georgia_Incorporated_and_Unincorporated_areas_Vidette_Highlighted.svg
|mapsize = 250px
|map_caption = Location in [[Burke County, Georgia|Burke County]] and the state of [[Georgia (U.S. state)|Georgia]]
|image_map1 =
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|subdivision_type = [[List of sovereign states|Country]]
|subdivision_name = United States
|subdivision_type1 = [[U.S. state|State]]
|subdivision_name1 = [[Georgia (U.S. state)|Georgia]]
|subdivision_type2 = [[List of counties in Georgia (U.S. state)|County]]
|subdivision_name2 = [[Burke County, Georgia|Burke]]
|subdivision_type3 =
|subdivision_name3 =
|subdivision_type4 =
|subdivision_name4 = 
|government_footnotes =
|government_type =
|leader_title =
|leader_name =
|leader_title1 = 
|leader_name1 =
|leader_title2 =
|leader_name2 =
|leader_title3 =
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|established_title = 
|established_date =
|established_title2 = 
|established_date2 =
|established_title3 = 
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|area_magnitude =
|unit_pref = Imperial
|area_footnotes = <ref name="CenPopGazetteer2020">{{cite web|title=2020 U.S. Gazetteer Files|url=https://www2.census.gov/geo/docs/maps-data/data/gazetteer/2020_Gazetteer/2020_gaz_place_13.txt|publisher=United States Census Bureau|accessdate=December 18, 2021}}</ref>
|area_total_km2 = 2.52
|area_land_km2 = 2.52
|area_water_km2 = 0.00
|area_total_sq_mi = 0.97
|area_land_sq_mi = 0.97
|area_water_sq_mi = 0.00
|area_water_percent =
|area_urban_km2 =
|area_urban_sq_mi =
|area_metro_km2 =
|area_metro_sq_mi =
|area_blank1_title =
|area_blank1_km2 =
|area_blank1_sq_mi = 
|population_as_of = [[2020 United States census|2020]]
|population_footnotes =
|population_note =
|population_total = 103
|population_density_km2 = 40.85
|population_density_sq_mi = 105.86
|population_metro =
|population_density_metro_km2 =
|population_density_metro_sq_mi =
|population_urban =
|population_density_urban_km2 =
|population_density_urban_sq_mi =
|population_blank1_title =
|population_blank1 =
|population_density_blank1_km2 =
|population_density_blank1_sq_mi = 
|timezone = [[North American Eastern Time Zone|Eastern (EST)]]
|utc_offset = -5
|timezone_DST = EDT
|utc_offset_DST = -4
|coordinates = {{coord|33|2|13|N|82|14|55|W|region:US_type:city|display=inline,title}}
|elevation_footnotes = 
|elevation_m = 107
|elevation_ft = 351

|postal_code_type =
|postal_code =
|area_code =
|blank_name = [[Federal Information Processing Standard|FIPS code]]
|blank_info = 13-79416<ref name="GR2">{{cite web|url=https://www.census.gov|publisher=[[United States Census Bureau]]|access-date=2008-01-31|title=U.S. Census website}}</ref>
|blank1_name = [[Geographic Names Information System|GNIS]] feature ID
|blank1_info = 0324706<ref name="GR3">{{cite web|url=http://geonames.usgs.gov|access-date=2008-01-31|title=US Board on Geographic Names|publisher=[[United States Geological Survey]]|date=2007-10-25}}</ref>
|website =
|footnotes =
|pop_est_as_of =
|pop_est_footnotes =
|population_est =
}}
'''Vidette''' is a city in [[Burke County, Georgia|Burke County]], Georgia, United States. The population was 103 in 2020. It is part of the [[Augusta, Georgia metropolitan area]]. It is located along the crossroads of State Routes [[Georgia State Route 24|24]] and [[Georgia State Route 305|305]].

==History==
The [[Georgia General Assembly]] incorporated Vidette as a town in 1908.<ref>{{cite book|title=Acts and Resolutions of the General Assembly of the State of Georgia|url=https://books.google.com/books?id=tXIwKseCbfYC&pg=PA959|year=1908|publisher=Clark & Hines, State Printers|page=959}}</ref> The town has the name of one Dr. Vidette.<ref>{{cite book | url=http://www.kenkrakow.com/gpn/v.pdf| title=Georgia Place-Names: Their History and Origins | publisher=Winship Press | author=Krakow, Kenneth K. | year=1975 | location=Macon, GA | pages=242 | isbn=0-915430-00-2}}</ref>

==Geography==
Vidette is located in western Burke County at {{Coord|33|2|13|N|82|14|55|W|type:city}},<ref name="GR1">{{cite web|url=https://www.census.gov/geographies/reference-files/time-series/geo/gazetteer-files.html|publisher=[[United States Census Bureau]]|access-date=2011-04-23|date=2011-02-12|title=US Gazetteer files: 2010, 2000, and 1990}}</ref> {{convert|14|mi}} west of [[Waynesboro, Georgia|Waynesboro]], the county seat.

According to the [[United States Census Bureau]], the city has a total area of {{convert|1.0|sqmi|km2}}, all land.<ref name="Census 2010">{{cite web |title=Geographic Identifiers: 2010 Demographic Profile Data (G001): Vidette city, Georgia |url=http://factfinder.census.gov/bkmk/table/1.0/en/DEC/10_DP/G001/1600000US1379416 |url-status=dead |archive-url=https://archive.today/20200212182347/http://factfinder.census.gov/bkmk/table/1.0/en/DEC/10_DP/G001/1600000US1379416 |archive-date=February 12, 2020 |access-date=November 8, 2013 |publisher=U.S. Census Bureau, American Factfinder}}</ref>

==Demographics==
{{US Census population
|1910= 75
|1920= 569
|1930= 202
|1940= 160
|1950= 159
|1960= 103
|2000= 112
|2010= 112
|2020= 103
|footnote=U.S. Decennial Census<ref name="DecennialCensus">{{cite web|url=https://www.census.gov/programs-surveys/decennial-census/decade.html|title=Decennial Census of Population and Housing by Decades|publisher=[[US Census Bureau]]|access-date=}}</ref> 1850-1870<ref name=1870CensusGA>{{Cite web|first= |last= |authorlink= |title= 1870 Census of Population - Georgia |website=[[US Census Bureau]]|date= 1870|url=https://www2.census.gov/library/publications/decennial/1870/population/1870a-13.pdf |accessdate=|archive-url=| archive-date=|page=}}</ref> 1880<ref name=1880CensusGA>{{Cite web|first= |last= |authorlink= |title= 1880 Census of Population - Georgia |website=[[US Census Bureau]]|date= 1880|url=https://www2.census.gov/library/publications/decennial/1880/vol-01-population/1880_v1-09.pdf |accessdate=|archive-url=| archive-date=|page=}}</ref> 1890-1910<ref name=1910CensusGA>{{Cite web|first= |last= |authorlink= |title= 1910 Census of Population - Georgia |website=[[US Census Bureau]]|date= 1930|url=https://www2.census.gov/library/publications/decennial/1910/abstract/supplement-ga.pdf |accessdate=|archive-url=| archive-date=|page=}}</ref> 1920-1930<ref name=1930CensusGA>{{Cite web|first= |last= |authorlink= |title= 1930 Census of Population - Georgia |website=[[US Census Bureau]]|date= 1930|url=https://www2.census.gov/prod2/decennial/documents/03815512v1ch04.pdf |accessdate=|archive-url=| archive-date=|page=253}}</ref> 1930-1940<ref name=1940CensusGA>{{Cite web|first= |last= |authorlink= |title= 1940 Census of Population - Georgia |website=[[US Census Bureau]]|date= 1940|url=https://www2.census.gov/library/publications/decennial/1940/population-volume-1/33973538v1ch04.pdf |accessdate=|archive-url=| archive-date=}}</ref> 1940-1950<ref name=1950CensusGA>{{Cite web|first= |last= |authorlink= |title= 1950 Census of Population - Georgia |website=[[US Census Bureau]]|date= 1980|url=https://www2.census.gov/library/publications/decennial/1950/population-volume-2/37779083v2p11ch2.pdf |accessdate=|archive-url=| archive-date=}}</ref> 1960-1980<ref name=1980CensusGA>{{Cite web|first= |last= |authorlink= |title= 1980 Census of Population - Number of Inhabitants - Georgia |website=[[US Census Bureau]]|date= 1980|url=https://www2.census.gov/prod2/decennial/documents/1980a_gaABC-01.pdf|accessdate=|archive-url=| archive-date=}}</ref> 1980-2000<ref name=2000CensusGA>{{Cite web|first= |last= |authorlink= |title= 2000 Census of Population - General Population Characteristics - Georgia |website=[[US Census Bureau]]|date= 2000|url=https://www2.census.gov/library/publications/2003/dec/phc-3-12.pdf |accessdate=|archive-url=| archive-date=}}</ref> 
}}

As of the [[2010 United States census]], there were 112 people living in the city. In 2020, its population declined to 103.

==See also==
{{Portal|State of Georgia}}
*[[Central Savannah River Area]]

==References==
{{Reflist}}

{{Burke County, Georgia}}
{{Central Savannah River Area}}

{{authority control}}

[[Category:Cities in Georgia (U.S. state)]]
[[Category:Cities in Burke County, Georgia]]
[[Category:Augusta metropolitan area]]

Interstate 94

2025-06-16T01:40:17Z

2600:1700:6180:6290:9C0B:1E58:45BE:D4BB: WP:NOTBROKEN

{{Short description|Interstate Highway across the upper Midwestern US}}
{{Redirect|I-94}}
{{Use mdy dates|date=December 2022}}
{{Use American English|date=December 2022}}
{{Infobox road
| country = USA
| type = I
| route = 94
| map = {{maplink-road|from=Interstate 94.map}}
| map_custom = yes
| map_notes = I-94 highlighted in red
| length_mi = 1555.43
| length_ref = <ref name="FHWA">{{cite web |last=Starks |first=Edward |date=January 27, 2022 |title=Table 1: Main Routes of the Dwight D. Eisenhower National System of Interstate and Defense Highways |url=https://www.fhwa.dot.gov/planning/national_highway_system/interstate_highway_system/routefinder/table01.cfm |access-date=December 1, 2022 |work=FHWA Route Log and Finder List |publisher=[[Federal Highway Administration]]}}</ref>
| established = 1958
| direction_a = West
| terminus_a = {{Jct|country=USA|I|90|US|87|US|212}} in [[Lockwood, Montana|Lockwood, MT]]
| junction = 
*{{Jct|country=USA|I|29|US|81}} in [[Fargo, North Dakota|Fargo, ND]]
*{{Jct|state=MN|I|35W}} in [[Minneapolis|Minneapolis, MN]]
*{{Jct|state=MN|I|35E}} in [[St. Paul, Minnesota|St. Paul, MN]]
*{{Jct|country=USA|I|39|I|90}} from [[Portage, Wisconsin|Portage]] to [[Madison, Wisconsin|Madison, WI]]
*{{Jct|country=USA|I|43}} in [[Milwaukee|Milwaukee, WI]]
*{{Jct|country=USA|I|55}} in [[Chicago|Chicago, IL]]
*{{Jct|country=USA|I|65}} in [[Gary, Indiana|Gary, IN]]
*{{Jct|country=USA|I|80|I|90|US|6}} in [[Lake Station, Indiana|Lake Station, IN]]
*{{Jct|country=USA|I|69}} in [[Marshall, Michigan|Marshall, MI]]
*{{Jct|country=USA|I|75}} in [[Detroit|Detroit, MI]]
| direction_b = East
| terminus_b = {{Jct|province=ON|Hwy|402}} at [[Canada–United States border|Canadian border]] on [[Blue Water Bridge]] in [[Port Huron, Michigan|Port Huron, MI]]
| states = [[Montana]], [[North Dakota]], [[Minnesota]], [[Wisconsin]], [[Illinois]], [[Indiana]], [[Michigan]]
}}

'''Interstate 94''' ('''I-94''') is an east–west [[Interstate Highway]] connecting the [[Great Lakes region|Great Lakes]] and northern [[Great Plains]] regions of the [[United States]]. Its western terminus is just east of [[Billings, Montana]], at a junction with [[Interstate 90|I-90]]; its eastern terminus is in [[Port Huron, Michigan]], where it meets with [[Interstate 69|I-69]] and crosses the [[Blue Water Bridge]] into [[Sarnia|Sarnia, Ontario]], Canada, where the route becomes [[Ontario Highway 402]]. It thus lies along the primary overland route from [[Seattle]] (via I-90) to [[Toronto]] (via [[Ontario Highway 401]]) and is the only east–west Interstate Highway to have a direct connection to Canada. It is the longest Interstate whose route number is not divisible by 5.

I-94 intersects with I-90 several times: at its western terminus; [[Tomah, Wisconsin|Tomah]] to [[Madison, Wisconsin|Madison]] in Wisconsin; in [[Chicago, Illinois]]; and in [[Lake Station, Indiana]]. Major cities that I-94 connects to are Billings, [[Bismarck, North Dakota|Bismarck]], [[Fargo, North Dakota|Fargo]], [[Minneapolis–Saint Paul]], [[Madison, Wisconsin|Madison]], [[Milwaukee]], Chicago, and [[Detroit]].

== Route description ==
{{lengths table|length_ref=<ref name="FHWA" />}}
|-
|[[Interstate 94 in Montana|MT]]
|{{convert|219.38|mi|km|disp=table}}
|-
|[[Interstate 94 in North Dakota|ND]]
|{{convert|352.39|mi|km|disp=table}}
|-
|[[Interstate 94 in Minnesota|MN]]
|{{convert|259.49|mi|km|disp=table}}
|-
|[[Interstate 94 in Wisconsin|WI]]
|{{convert|341.02|mi|km|disp=table}}
|-
|[[Interstate 94 in Illinois|IL]]
|{{convert|61.53|mi|km|disp=table}}
|-
|[[Interstate 94 in Indiana|IN]]
|{{convert|46.13|mi|km|disp=table}}
|-
|[[Interstate 94 in Michigan|MI]]
|{{convert|275.49|mi|km|disp=table}}
|-
|Total
|{{convert|1555.43|mi|km|disp=table}}
|}
{{multiple image
|width=250px
|direction=vertical
|image1=Billings MT and Yellowstone River.jpg
|caption1=Part of Billings, Montana, the western terminus of I-94
|image2=NDI94.jpg
|caption2=Eastbound on I-94, the main highway east–west through North Dakota
|image3=Lowry Hill Tunnel2.jpg
|caption3=[[Lowry Hill Tunnel]] in Minneapolis, Minnesota
|image4=Zoo Interchange from the east in Milwaukee.jpg
|caption4=I-894 west at the [[Zoo Interchange]] (I-94) in 2008
|image5=Dan Ryan 33rd Street Night.jpg
|caption5=Dan Ryan Expressway in Chicago
|image6=Eastbound Borman Expressway, Hammond, Indiana.jpg
|caption6=Borman Expressway (I-80/I-94) in Hammond, Indiana, approaching exit 3
|image7=Blue Water Bridge.jpg
|caption7=I-69/I-94's eastern terminus on the [[Blue Water Bridge]] at the Canadian border in Port Huron, Michigan, connecting it to Highway 402 in Point Edward, Ontario
}}

=== Montana ===
{{Main|Interstate 94 in Montana}}
I-94 begins at [[Billings, Montana|Billings]] and travels northeastward toward [[Glendive, Montana|Glendive]] before exiting the state to the east. I-94 links seven counties, which are [[Yellowstone County, Montana|Yellowstone]], [[Treasure County, Montana|Treasure]], [[Rosebud County, Montana|Rosebud]], [[Custer County, Montana|Custer]], [[Prairie County, Montana|Prairie]], [[Dawson County, Montana|Dawson]], and [[Wibaux County, Montana|Wibaux]] counties and passes near or through [[Miles City, Montana|Miles City]] and Glendive while connecting with I-90 in Billings. The highway is notable for following the [[Yellowstone River]] from Billings through Glendive. Beyond the western terminus of I-94, I-90 connects westbound I-94 travelers to points west such as [[Butte, Montana|Butte]]; [[Missoula, Montana|Missoula]]; [[Coeur d'Alene, Idaho]]; [[Spokane, Washington]]; and [[Seattle|Seattle, Washington]].

=== North Dakota ===
{{Main|Interstate 94 in North Dakota}}
The route enters at [[Beach, North Dakota|Beach]] and passes through the [[Badlands]] near [[Medora, North Dakota|Medora]] (near the [[Theodore Roosevelt National Park]] South Unit). Further east, I-94 provides access to the North Unit of Theodore Roosevelt National Park, then passes through the cities of [[Dickinson, North Dakota|Dickinson]], [[Mandan, North Dakota|Mandan]], [[Bismarck, North Dakota|Bismarck]], [[Jamestown, North Dakota|Jamestown]], and [[Valley City, North Dakota|Valley City]] on the way to [[West Fargo, North Dakota|West Fargo]] and [[Fargo, North Dakota|Fargo]], where it leaves the state and crosses into Minnesota. Throughout the state, the route generally travels relatively straight east and west following both the [[Northern Pacific Railway|railroad route]] and the former route of [[U.S. Route 10|US Route 10]] (US 10, called "The Old Red Trail") where its western terminus is at exit 343 in West Fargo.

The highway intersects with the [[Enchanted Highway]] {{convert|11|mi|km}} east of Dickinson at exit 72. At [[New Salem, North Dakota|New Salem]], it passes [[Salem Sue]], a {{convert|38|ft|m|adj=mid|-high}} sculpture of a [[Holstein cow]] and is clearly visible from I-94 on the south side of the road. A drive up the road to Sue will take visitors to a vantage point where they can see a panoramic landscape for many miles. Between Mandan and Bismarck, I-94 crosses the Missouri River with a view of the [[Northern Pacific Railway|Northern Pacific]]/[[BNSF Railway|BNSF]] Railway Bridge on the south side of the road. At [[Steele, North Dakota|Steele]], it passes the world's largest sculpture of a [[sandhill crane]] (named Sandy), which is {{convert|40|ft|m}} tall and visible from I-94 on the south side of the road, just to the east of exit 200. At [[Jamestown, North Dakota|Jamestown]], it passes the world's largest sculpture of the [[World's Largest Buffalo|buffalo]] (actually bison) named "Dakota Thunder", which is {{convert|28|ft|m}} tall and is visible from I-94 on the north side of the road. [[U.S. Route 52|US 52]] is concurrent with I-94 from Jamestown to the Minnesota state line. approximately milemarker 275 on the westbound lanes between Jamestown and Valley City, there is a small green sign marking the [[Laurentian Divide]], which marks a continental divide where rivers south of the divide drain into the [[Gulf of Mexico]], while the rivers north flow into the [[Arctic Ocean]]. The highway reaches Fargo, before the [[Red River of the North|Red River]].

=== Minnesota ===
{{Main|Interstate 94 in Minnesota}}
Leaving Fargo and entering [[Moorhead, Minnesota]], I-94/US 52 crosses the Red River. East of [[Moorhead Municipal Airport]], the Interstate travels in a northwest–southeast trajectory past [[Fergus Falls, Minnesota|Fergus Falls]], [[Alexandria, Minnesota|Alexandria]], and [[St. Cloud, Minnesota|St. Cloud]] on the way to the [[Minneapolis–Saint Paul|Twin Cities]] and eastward out of the state.

The road crosses the [[Mississippi River]] in [[Minneapolis]] between the [[Prospect Park, Minneapolis|Prospect Park]] and [[Seward, Minneapolis|Seward]] neighborhoods. As it crosses over the only true gorge along the Mississippi's entire {{convert|2350|mi|km|adj=on}} length, where steep bluffs extend to the waterline.<ref>{{cite web |url = https://fmr.org/geology-and-natural-history-mississippi-river-gorge |title = Geology and Natural History of the Mississippi River Gorge |publisher = Friends of the Mississippi River |date = March 13, 2008 }}</ref> The highway joins Minneapolis and [[Saint Paul, Minnesota|Saint Paul]] together where it meets [[Minnesota State Highway 280]] (MN 280). [[U.S. Route 52|US 52]] leaves I-94 after running concurrently with I-94 from the North Dakota state line and heads southbound toward [[Rochester, Minnesota|Rochester]]. In the Twin Cities, the routing of the highway is politically charged, primarily through many historic working-class and [[Black neighborhood]]s.<ref name="Rupar-MPLS">{{cite news |last1 = Rupar |first1 = Aaron |title = 'Racist' Twin Cities maps make point about interstate highways |url = http://www.citypages.com/news/racist-twin-cities-maps-make-point-about-interstate-highways-images-6543145 |access-date = July 13, 2016 |work = City Pages |date = August 18, 2014 }}</ref><ref name="Rupar-STP">{{cite news |last1 = Rupar |first1 = Aaron |title = St. Paul map shows how I-94 cut through heart of city's African-American neighborhood |url = http://www.citypages.com/news/st-paul-map-shows-how-i-94-cut-through-heart-of-citys-african-american-neighborhood-6541556 |access-date = July 13, 2016 |work = City Pages |date = August 19, 2014 }}</ref> In Saint Paul, the routing of I-94 is set through and displaces the historic [[Rondo neighborhood]], which prior to the highway construction was the largest Black community in Saint Paul.<ref name="MHS-Gale">{{cite web |title = Rondo Neighborhood & I-94: Overview |url = http://libguides.mnhs.org/rondo |publisher = Minnesota History Center Gale Family Library |access-date = July 13, 2016 }}</ref><ref name="Yuen">{{cite news |last1 = Yuen |first1 = Laura |title = Central Corridor: In the shadow of Rondo |url = http://www.mprnews.org/story/2010/04/20/centcorridor3-rondo |access-date = July 13, 2016 |publisher = Minnesota Public Radio |date = April 29, 2010 }}</ref><ref name="Rupar-STP"/>

East of Saint Paul, I-94 leaves Minnesota between [[Lakeland, Minnesota]], and [[Hudson, Wisconsin]], while crossing the [[St. Croix River (Wisconsin–Minnesota)|St. Croix River]].

=== Wisconsin ===
{{Main|Interstate 94 in Wisconsin}}
I-94 enters [[Wisconsin]] east of the Twin Cities at [[Hudson, Wisconsin|Hudson]]. It traverses the hilly terrain of northwest Wisconsin, crossing the [[Red Cedar River (Wisconsin)|Red Cedar River]] near [[Menomonie, Wisconsin|Menomonie]]. East of Menomonie, I-94 junctions with [[Wisconsin Highway 29|WIS 29]], a major East–West expressway connecting I-94 with [[Wausau, Wisconsin|Wausau]], and [[Green Bay, Wisconsin|Green Bay]]. It then passes [[Eau Claire, Wisconsin|Eau Claire]] before turning southeastward and joining with [[Interstate 90|I-90]] in [[Tomah, Wisconsin|Tomah]]. Southeast of Tomah, the highway passes the major tourist area of [[Wisconsin Dells, Wisconsin|Wisconsin Dells]]. Here, vacationers can find a multitude of water parks, camping, amusement parks, zoos, river excursions, as well as lodging and shopping. Further southeast, I-94 joins up with [[Interstate 39|I-39]] in [[Portage, Wisconsin|Portage]] at the base of [[Cascade Mountain (ski area)|Cascade Mountain]], a popular ski area. Just south of Cascade Mountain, I-94 crosses over the [[Wisconsin River]]. I-94 leaves I-90 and I-39 east of the state capitol of [[Madison, Wisconsin|Madison]] and resumes its easterly path toward [[Milwaukee]]. I-94 weaves its way into [[Downtown Milwaukee]] before turning south and heading to [[Chicago]], entering [[Illinois]] at [[Pleasant Prairie, Wisconsin|Pleasant Prairie]].

=== Illinois ===
{{Main|Interstate 94 in Illinois}}
{{See also|Kennedy Expressway|Dan Ryan Expressway|Kingery Expressway}}
In the state of [[Illinois]], I-94 runs south from Wisconsin to Indiana via downtown [[Chicago]]. It is tolled on the Tri-State Tollway to the I-94/I-294 split; it then runs east to the Edens Expressway, where it soon joins again with I-90 on the Kennedy Expressway and turns south through the city of Chicago. I-90 leaves south of downtown Chicago to the Chicago Skyway. At [[Interstate 80|I-80]], I-94 runs east to Indiana on the [[Kingery Expressway]].

=== Indiana ===
{{Main|Interstate 94 in Indiana}}
{{See also|Borman Expressway}}
In the state of [[Indiana]], I-94 runs east from Illinois concurrently with I-80. It crosses I-90 ([[Indiana Toll Road]]), where I-80 joins I-90 east toward [[Ohio]]. I-94 continues northeasterly, paralleling the [[Lake Michigan]] shoreline into Michigan. The {{convert|55|mph|km/h|adj=on}} speed limit used to continue east of exit 26; now it ends {{One2a|{{convert|1|mi|km|spell=in}}}} east of I-80/I-90, where the speed limit goes up to {{convert|70|mph|km/h|abbr=on}} on eastbound I-94.<ref>{{cite web |url = http://archive.chicagobreakingnews.com/2009/08/speed-limit-to-be-raised-on-i-94-in-porter-county-ind.html |title = Speed limit to be raised on I-94 in Porter County, Indiana }}{{dead link|date=May 2013}}</ref> Between milemarkers 0.0 and 15.5, the highway is also posted along with I-80. Between milemarkers 15.6 and 19.0, I-94 is posted alone.

=== Michigan ===
{{Main|Interstate 94 in Michigan}}
I-94 runs north along [[Lake Michigan]] to [[St. Joseph, Michigan|St. Joseph]] and [[Benton Harbor, Michigan|Benton Harbor]] where it meets [[U.S. Route 31|US 31]] and [[Interstate 196|I-196]] before heading east toward [[Detroit]]. It turns northeast to [[Port Huron, Michigan|Port Huron]] where it meets [[Interstate 69|I-69]] and ends at the [[Blue Water Bridge]], where it becomes [[Ontario Highway 402]] in [[Point Edward, Ontario]].

== History ==
The first section of I-94 completed with Interstate funds (under the [[Federal-Aid Highway Act of 1956]]) was a {{convert|12|mi|km|adj=on}} section between Jamestown and Valley City, North Dakota, in 1958.

North of [[Chicago]], I-94 has been widened from six to eight lanes from [[Illinois Route 22]] (IL 22, Half Day Road) to just south of the Wisconsin state line at [[Illinois Route 173|IL 173]] and 95th Street to 159th Street. Construction began in 2009 to completely rebuild I-94, including expansion to eight lanes, from the Wisconsin–Illinois border through the Mitchell Interchange in Milwaukee. This construction is expected to be completed in 2021.<ref>{{cite web |url = http://projects.511wi.gov/web/i94northsouth/resources |title = I-94 North-South Freeway Project Resources |access-date = 2014-07-03 }}</ref>{{Update after|2021}}

In 2005, the I-94 bridge over the Crow River near [[St. Michael, Minnesota]], about {{convert|35|mi|km}} northwest of [[Minneapolis]], was rebuilt. In 2006, a project to widen I-94 east of [[Downtown Saint Paul]] between [[Minnesota State Highway 120|MN 120]] and McKnight Road from four to six lanes was completed. The interchange at 95th Avenue North in [[Maple Grove, Minnesota]], was rebuilt with a new, wider bridge that replaced the two-lane bridge there, which was demolished in July 2006.

The expanded [[Marquette Interchange]] in [[Downtown Milwaukee]] was completed in August 2008 at a cost of $810 million (equivalent to ${{Formatprice|{{inflation|US-GDP|810000000|2008}}}} in {{Inflation/year|index=US-GDP}}{{Inflation/fn|index=US-GDP}}).

In Detroit, I-94 was routed over the existing Edsel Ford Freeway and remained signed as such until the late 1980s when Michigan deemphasized proper names on Interstate guide signs. Its interchange with the [[M-10 (Michigan highway)|Lodge Freeway]], built in 1953, is significant as the first full-speed freeway-to-freeway interchange built in the US.<ref name="significant">{{cite web |url = https://www.environment.fhwa.dot.gov/env_topics/historic_pres/highways_list.aspx |title = Preliminary List of Nationally and Exceptionally Significant Features of the Interstate Highway System |access-date = 2006-07-06 }}</ref>

From September 2007 to October 2008, the [[Minnesota Department of Transportation]] (MnDOT) added a temporary extra lane to I-94 between northbound [[Interstate 35W (Minnesota)|I-35W]] and [[Minnesota State Highway 280]] in the Twin Cities to help relieve traffic congestion caused by the collapse of the [[I-35W Mississippi River bridge]]. As a result, this portion of I-94 was not up to [[Interstate Highway standards]] during this time period.

== Major intersections ==
;Montana
:{{jct|country=USA|I|90|US|87|US|212}} in [[Billings, Montana|Billings]]
:{{jct|country=USA|US|12}} near [[Miles City, Montana|Miles City]]
;North Dakota
:{{jct|country=USA|US|85}} in [[Belfield, North Dakota|Belfield]]
:{{jct|state=ND|I|194}} in [[Bismarck, North Dakota|Bismarck]] (unsigned, carried by the [[Bismarck Expressway]])
:{{jct|country=USA|US|83}} in Bismarck
:{{jct|country=USA|US|52|US|281}} in [[Jamestown, North Dakota|Jamestown]]
:{{jct|country=USA|US|10}} in [[West Fargo, North Dakota|West Fargo]]
:{{jct|country=USA|I|29|US|81}} in [[Fargo, North Dakota|Fargo]]
;Minnesota
:{{jct|state=MN|I|494|I|694}} in [[Maple Grove, Minnesota|Maple Grove]]; access to the west end of the [[Minneapolis-St. Paul|Twin Cities]] [[beltway]]
:{{jct|state=MN|I|394}} in [[Minneapolis]]; the spur route from Minneapolis to [[Minnetonka, Minnesota|Minnetonka]]
:{{jct|state=MN|I|35W}} in [[Minneapolis]]; concurrent for less than {{convert|1|mi|km|spell=in}}
:{{jct|state=MN|I|35E}} in [[St. Paul, Minnesota|St. Paul]]; concurrent for less than {{convert|1/2|mi|km|spell=in}}
:{{jct|state=MN|I|494|I|694}} in [[Oakdale, Minnesota|Oakdale]]-[[Woodbury, Minnesota|Woodbury]]; the east end of the Twin Cities beltway
;Wisconsin
:{{jct|country=USA|US|53}} in [[Eau Claire, Wisconsin|Eau Claire]]
:{{jct|country=USA|I|90}} in [[Tomah, Wisconsin|Tomah]]; concurrent until [[Madison, Wisconsin|Madison]]
:{{jct|country=USA|I|39}} at [[Portage, Wisconsin|Portage]]; concurrent until Madison
:{{jct|country=USA|I|41|I|894}} in [[West Allis, Wisconsin|West Allis]]
:{{jct|country=USA|I|43|I|794}} in [[Milwaukee]]
:{{jct|country=USA|I|41|I|43|I|894}} in Milwaukee
;Illinois
:{{jct|country=USA|I|41}} in [[Zion, Illinois|Zion]]
:{{jct|country=USA|I|294}} in [[Deerfield, Illinois|Deerfield]]
:{{jct|country=USA|I|90}} in [[Chicago]]; concurrent through to the junction with the Chicago Skyway
:{{jct|country=USA|I|55}} in Chicago
:{{jct|country=USA|I|90}} in Chicago
:{{jct|country=USA|I|57}} in Chicago
:{{jct|country=USA|I|80|I|294}} in [[South Holland, Illinois|South Holland]]; concurrent until [[Lake Station, Indiana]]
;Indiana
:{{jct|country=USA|I|65}} in [[Gary, Indiana|Gary]]
:{{jct|country=USA|US|41}} in [[Hammond, Indiana|Hammond]]
:{{jct|country=USA|US|6}} in Lake Station
:{{jct|country=USA|I|80|I|90}} in [[Lake Station, Indiana|Lake Station]]
:{{jct|country=USA|US|421}} near Michigan City
:{{jct|country=USA|US|20|US|35}} near [[Michigan City, Indiana|Michigan City]]
;Michigan
:{{jct|country=USA|I|196|US|31}} near [[Benton Harbor, Michigan|Benton Harbor]]
:{{jct|country=USA|US|131}} in [[Kalamazoo, Michigan|Kalamazoo]]
:{{jct|state=MI|I|194}} in [[Battle Creek, Michigan|Battle Creek]]
:{{jct|country=USA|I|69}} in [[Marshall, Michigan|Marshall]]
:{{jct|country=USA|US|127}} in [[Jackson, Michigan|Jackson]]
:{{jct|country=USA|US|23}} near [[Ann Arbor, Michigan|Ann Arbor]]
:{{jct|state=MI|I|275}} in [[Romulus, Michigan|Romulus]]
:{{jct|country=USA|US|24}} in [[Taylor, Michigan|Taylor]]
:{{jct|country=USA|I|96}} in [[Detroit]]
:{{jct|country=USA|I|75}} in Detroit
:{{jct|country=USA|I|696}} in [[Roseville, Michigan|Roseville]]
:{{jct|country=USA|I|69}} in [[Port Huron, Michigan|Port Huron]]; concurrent to the border
:{{jct|province=ON|ON|402}} at [[Canada–United States border|Canadian border]]
<ref name=randmcnally>{{cite book |author = Rand McNally |year = 2014 |title = The Road Atlas |edition = Walmart |location = Chicago |publisher = Rand McNally |pages = 32, 36, 51, 54–55, 61, 77, 114–115|isbn = 978-0-528-00771-2}}</ref>

== Auxiliary routes ==
:''Source: FHWA''<ref name="FHWA-Auxiliary">{{cite web |date=January 26, 2022 |title=Table 2: Auxiliary Routes of the Dwight D. Eisenhower National System Of Interstate and Defense Highways as of December 31, 2021 |url=https://www.fhwa.dot.gov/planning/national_highway_system/interstate_highway_system/routefinder/table02.cfm |work=Route Log and Finder List |publisher=Federal Highway Administration |accessdate=February 10, 2022 |archive-date=July 3, 2017 |archive-url=https://web.archive.org/web/20170703182115/https://www.fhwa.dot.gov/planning/national_highway_system/interstate_highway_system/routefinder/table02.cfm |url-status=live }}</ref>

* [[Bismarck, North Dakota]]: [[Bismarck Expressway|I-194]] (unsigned)
* [[Minneapolis–Saint Paul|Minneapolis–Saint Paul, Minnesota]]: [[Interstate 394|I-394]], [[Interstate 494|I-494]], [[Interstate 694|I-694]]
* [[Milwaukee|Milwaukee, Wisconsin]]: [[Interstate 794|I-794]], [[Interstate 894|I-894]]
* [[Chicago|Chicago, Illinois]]: [[Interstate 294|I-294]]
* [[Battle Creek, Michigan]]: [[Interstate 194 (Michigan)|I-194]]

== References ==
{{Reflist}}

== External links ==
{{Commons category|Interstate 94}}
{{Attached KML|display=title,inline}}
* [http://www.michiganhighways.org/listings/I-094.html Interstate 94] at Michigan Highways
* [http://www.wisconsinhighways.org/listings/WiscHwys90-99.html#I-094 Interstate 94] at Wisconsin Highways
* [https://web.archive.org/web/20121009190842/http://highwayexplorer.com/il_EndsPage.php?id=3094&section=1 Illinois Highway Ends: I-94]
* [https://web.archive.org/web/20140313002957/http://www.highwayexplorer.com/EndsPage.php?id=3094&section=1 Indiana Highway Ends: I-94]
* [https://www.youtube.com/watch?v=18EQY14WwMU ''The Old Red Trail''] Documentary about the history of I-94 in North Dakota produced by [[Prairie Public Television]]

{{I-94 aux}}
{{interstates}}
{{Authority control}}

[[Category:Interstate 94| ]]
[[Category:Interstate Highway System|94]]