Skip to main content

Great Lakes Road Trip Day 9; back to civilization on freeways and expressways

The character of my trip changed a ton on day 9.  For the most part I was traveling on two lane highways in some rural parts of the Great Lakes but that changed on the journey to southbound to Chicago.  I started out by US 53 to reach I-535 off of Miller Hill.  US 53 is a partial freeway approaching I-535 and has a weird traffic light/left entrance interchange with I-35/I-535.









I-535 is only about 2.8 miles long from I-35 in Duluth across the St. Louis River to Superior.  The Interstate is completely multiplexed with US 53 through the duration of the alignment.  I-535 uses the Blatnik Bridge which was opened in 1961 which replaced a prior swing bridge which carried car and rail traffic.  I-535 was part of the 1957 Interstate system but wasn't officially designated until 1971 when the ramps with I-35 were completed.  I-535 ends at the interchange with WI 35/US 2, I stayed on US 53.




I took US 53 all the way south to I-94 in Eau Claire through the center of Wisconsin.  Aside from Superior US 53 south to Eau Claire is a divided expressway or freeway the entire way.





I-94 wasn't so bad with traffic before the merge with I-90, but talk about a whole lot of country with nothing to see.





I did stop at Mill Bluff State Park to check out some of the sandstone formations lapping I-90/94.  I also managed to get some decent photos of the Interstate below.









I stayed on I-90/94 to Milwaukee and split off on I-894 briefly.  I noticed a large utility project alongside I-90/94 that had a large plank road used by the trucks which was about the only thing that was worth seeing.  Traffic was heavy but it is to be expected on one of the biggest trucking and transportation corridor in the country.






I pulled off I-90/94 upon entering Illinois to stay at a hotel near Naval Station Great Lakes near US 41.  I stopped in to see some old digs but there wasn't much to write home about for the rest of the day, really I was just putting myself in position for downtown Chicago on Saturday.



Comments

Popular posts from this blog

Interstate 40's Tumultuous Ride Through the Pigeon River Gorge

In the nearly 60 years Interstate 40 has been open to traffic through the Pigeon River Gorge in the mountains of Western North Carolina, it has been troubled by frequent rockslides and damaging flooding, which has seen the over 30-mile stretch through North Carolina and Tennessee closed for months at a time. Most recently, excessive rainfall from Hurricane Helene in September 2024 saw sections of Interstate 40 wash away into a raging Pigeon River. While the physical troubles of Interstate 40 are well known, how I-40 came to be through the area is a tale of its own. Interstate 40 West through Haywood County near mile marker 10. I-40's route through the Pigeon River Gorge dates to local political squabbles in the 1940s and a state highway law written in 1921. A small note appeared in the July 28, 1945, Asheville Times. It read that the North Carolina State Highway Commission had authorized a feasibility study of a "...water-level road down [the] Pigeon River to the Tennessee l...

Massena Center Suspension Bridge

The Massena Center Bridge, also known as the Holton D. Robinson Bridge, has had quite the tumultuous history. Situated on the Grasse River just east of Massena, New York in the hamlet of Massena Center, the Massena Center Bridge is a reminder of the efforts the community has made in order to connect over the river. The first and only other known bridge to be built at Massena Center was built in 1832, but that bridge was never long for this world. During the spring of 1833, the Grasse River dammed itself due to an ice dam, flooded and lifted the bridge off its foundation, destroying the bridge in the process.  The floods were frequent in the river during the spring, often backing up the river from Hogansburg and past Massena Center, but not to nearby Massena. After the first bridge disappeared, local residents had to resort to traveling seven miles west to Massena to cross the next closest bridge, and that was no easy task for a horse and buggy. However, it was many decades befo...

The Dead Man's Curve of Interstate 90 and Innerbelt Freeway in Cleveland

"Dead Man's Curve" refers to the transition ramp Interstate 90 takes between Cleveland Memorial Shoreway onto the Innerbelt Freeway in downtown Cleveland, Ohio.  Said curve includes a sharp transition between the two freeways which is known for a high rate of accidents.  Currently the curve (not officially named) has a 35 MPH advisory speed and numerous safety features intended to mitigate crashes.  When the Interstate System was first conceived during 1956, Interstate 90 was intended to use the entirety Cleveland Memorial Shoreway and connect to the Northwest Freeway through Lakewood.  The Innerbelt Freeway was initially planned as the northernmost segment of Interstate 71.  The extension of Cleveland Memorial Shoreway west of Edgewater Park was never constructed which led to Interstate 90 being routed through the Innerbelt Freeway.   Part 1; the history of Cleveland's Innerbelt Freeway and Deadman's Curve The Federal Aid Highway Act of 1956 was signe...