Portland business loop {{Infobox road small
U.S. Route 30 Business was a The US 30 Business designation was removed from what had become a city street on July 5, 2007. Though the west end was just south of an interchange with US 30/I-84, there are no ramps pointing in the correct direction. The reason for this strange end is that US 30 originally exited I-84 there and ran south on Route 99E, and then turned west onto the
Burnside Bridge through downtown. (It continued along Burnside Street, 18th Avenue/19th Avenue, Vaughn Street, Wardway Street and St. Helens Road.) When US 30 was realigned to use
Interstate 5 and
Interstate 405 around the north side of downtown, US 30 Business remained the same (except for a one-block extension west from Route 99E northbound, resulting in a
milepost of -0.05 for the west end at Route 99E southbound). ;Major intersections
Portland alternate route U.S. Route 30 Alternate was an alternate of U.S. Route 30. The route began at U.S. 30 at the intersection of Bunside and Sandy, and ran along Burnside Street, Gilham Avenue, Thorburn Street, Washington Street and Stark Street (alternately known as Baseline Road due to being the baseline of the Willamette Stone), before rejoining U.S. 30 at the intersection of Stark and Crown Point Highway. It stemmed from the desire by the city of
Gresham, Oregon to be connected to U.S. 30. The route existed in maps from the 1920s, 1930s and 1940s, but has long since been deleted.
Idaho-Utah-Wyoming southern route U.S. Route 30 South (US 30S) was initially a split route, and later an alternate route, of US 30 between
Burley, Idaho and
Granger, Wyoming. US 30S followed the general route of today's
Interstate 84 across Idaho and western Utah, and
Interstate 80 across eastern Utah and Wyoming. The route was decommissioned in the 1970s. In the initial proposals for the
U.S. Numbered Highway System, all of US Route 30 was to follow the
Lincoln Highway, with the western terminus at
Salt Lake City,
Utah. The Lincoln Highway Association was upset as refinements to the initial proposal modified the route of US 30 to break from the Lincoln Highway in Wyoming and proceed to the
Pacific Northwest, as they were assured that the Lincoln Highway would have a single numerical designation. Utah was upset at these modifications, as they would completely remove the US 30 routing in that state. Wyoming, Nevada, Idaho and Utah all made conflicting proposals for the route. As a compromise, a split route was approved. In the approved U.S. Numbered Highway System numbering plan in 1926, US 30 split between Idaho and Wyoming. US 30N, the northern route, passed directly from Wyoming to Idaho, while a southern route entered Utah. In all three states, the freeway replacements used shorter, straighter alignments compared to the former US 30S; some small towns were bypassed when the two-lane roads were replaced with freeways. A significant case is at the Idaho state line, where I-84 runs roughly to the east of the former US 30S. Portions of the former alignment of US 30S in this area are now designated
Idaho State Highway 81,
Utah State Route 42 and
Utah State Route 30. Another significant deviation is at the eastern terminus of US 30S, where Interstate 80 was routed several miles south of Granger, bypassing the town.
Nebraska–Iowa alternate route U.S. Highway 30 Alternate (
US 30A) was an alternate route of US 30 that ran between
Clarks and
Omaha in
Nebraska, then across the
Missouri River into
Iowa, where it ran between
Council Bluffs and
Missouri Valley. The route was created on the former US 30 alignment by the mid-1930s when US 30 was routed west of
Missouri Valley on old Iowa Highway 130. By the end of the 1960s, US 30A in Iowa became
Iowa Highway 183.
Central Iowa alternate route U.S. Highway 30 Alternate (
US 30 Alternate) was a former mainline routing of US 30 through central
Iowa that was bypassed by a four-lane highway in 1973. The alternate route began in
Ogden, where the bypass began, and passed through
Boone,
Ames,
Nevada,
Colo, and
State Center. The route ended between State Center and
Marshalltown. It was in service for eight years before it became
Iowa 930, which was an
unsigned highway.
Clinton alternate route U.S. Route 30 Alternate was an alternate route of US 30 that ran through
Clinton, Iowa. In 1957, US 30 was rerouted over the
Gateway Bridge across the
Mississippi River, and
Iowa Highway 136 was designated to cross the
Lyons-Fulton Bridge. However, by 1957, the old alignment through Clinton and across the Lyons-Fulton Bridge was numbered U.S. Route 30 Alternate. By 1967, US 30 Alternate was reverted to Iowa Highway 136.
Sterling–Chicago alternate route U.S. Route 30 Alternate (
US 30 Alt.) was an alternate route of US 30 after
US 330 was
decommissioned in 1942. It traveled from
Sterling through
Chicago to
Lynwood near the
Indiana state line. By the early 1970s, the alternate route was removed and partly replaced by Illinois Route 38.
Aurora business loop U.S. Route 30 City (later named
U.S. Route 30 Business) was a business route for US 30. By 1959, US 30 was rerouted south of
Sugar Grove after the southern bypass was completed. The old route that ran through Aurora was designated as a business route. It followed Galena Boulevard and Hill Avenue. In 1970, the business route was decommissioned entirely.
Illinois toll route U.S. Route 30 Toll was a toll route of US 30. In 1958, Toll US 30 was formed after the
East-West Tollway and the
Tri-State Tollway were finished. The toll route followed the original route of the East-West Tollway, a southern portion of the Tri-State Tollway, and present-day
Illinois Route 394 before reaching US 30 in East Chicago Heights (now Ford Heights). In 1966, Toll US 30 was decommissioned and was partly replaced with Illinois Route 190.
US 30S in Ohio Between
Van Wert and
Mansfield, Ohio, US 30 split into a more direct route as US 30 N and a less direct route, US-30S.
U.S. Route 30S, a
divided U.S. route of
US 30 until November 1973 when what was US 30N became the mainline of US 30. US 30S was numbered in the 1920s to avoid conflict from local business owners worried about the diversion of traffic from their shops along the southern route. The whole of old US 30S in Ohio is now
Ohio State Route 309.
Allegheny County truck route U.S. Route 30 Truck was a
truck route around a weight-restricted bridge over the South Fork Montour Run in
North Fayette Township near
Pittsburgh, Pennsylvania, on which trucks over 29 tons and combination loads over 40 tons are prohibited. The route followed Clinton Road and
Interstate 376.
Philadelphia bypass U.S. Route 30 Bypass (
US 30 Byp.) was a bypass route of a section of
US 30 between
Bryn Mawr and
Philadelphia in
Pennsylvania. It was also known as
U.S. Route 30 Alternate (
US 30 Alt.) in Philadelphia. The route began at US 30 in Bryn Mawr and headed southeast on County Line Road, forming the border between
Delaware County to the southwest and
Montgomery County to the northeast. US 30 Byp. fully entered Delaware County and continued through suburban areas as Haverford Road. The road curved into Montgomery County, where it passed through
Penn Wynne, before it crossed into Philadelphia at the
US 1/
US 13 Byp. (City Avenue) intersection, where it became Haverford Avenue. The bypass route continued east along Haverford Avenue and Lansdowne Avenue, reaching its eastern terminus at another intersection with US 30.
PA 201 was originally designated along Haverford Road and Haverford Avenue by 1928, running between US 30 (Lancaster Pike) in Bryn Mawr and US 30 (Lancaster Avenue) in Philadelphia. US 30 Byp. was cosigned with PA 201 by 1940, continuing east from PA 201's eastern terminus along Lancaster Avenue, then becoming concurrent with US 1/
US 13 on Powelton Avenue, 31st/32nd Streets, and Spring Garden Street before rejoining US 30 across the
Schuylkill River at
Eakins Oval. By 1950, PA 201 was decommissioned. In the 1950s, the eastern terminus of US 30 Byp. was rerouted along Lansdowne Avenue to end at US 30. ;Major intersections {{PAint {{PAint {{PAint ==See also==