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<h1>
<a NAME="top"></a><b><font face="MS Sans Serif, sans serif"><font color="#800000"><font size=+1>Interstate
90 </font><font size=+0>formerly US 10 , Washington Primary State Highways
2 / 3 / 7 / 18 / 11 / 3 / 2</font></font></font></b></h1></center>
<center><a NAME="top"></a><b><font color="#004000"><font size=+0>SEATTLE,
WASHINGTON TO MISSOULA, MONTANA</font></font></b>
<p><a NAME="top"></a><img SRC="images/more_I_90_signs.gif" height=111 width=493></center>
<hr color="#800000">
<p><a NAME="top"></a><font size=-1>This is my I-90 page covering the evolution
of this important Northwest highway. I cover the highway in sections from
Seattle to the Idaho - Montana border. The links take you to pictures;
all pictures on the internal links are mine. These pictures are quite large,
so they may take a while to load with slower connections. I have also provided
several external links to relevant information on other websites. The .gif
images you see here represent some of the signs you will see when travelling
I-90 in Washington and Idaho.</font>
<p><font size=-1><a href="intersta.htmll">Interstate 90 paper</a> A paper
I wrote for a geography class. This is a must read if you have the time.</font>
<h3>
<img SRC="images/519.gif" HSPACE=10 VSPACE=10 height=93 width=75 align=ABSCENTER><font size=-1>The
Seattle Beginning </font><img SRC="images/90_begin.gif" HSPACE=10 VSPACE=10 height=93 width=75 align=ABSCENTER></h3>
<font size=-1><a href="i90safeco.htmll">I 90 from Safeco Field.</a> This
is the beginning of I 90 in Seattle. These ramps touch down at 4th Ave.
just north of Royal Brougham and Safeco Field. From there, SR 519 travels
west via 4th Ave., Royal Brougham, and Alaskan Way to Colman Dock (the
downtown ferry dock). In the original plans for I-90 the Connecticut Street
freeway was supposed to run from I-5 to the Alaskan Way Viaduct (US/SR
99) through here. Those plans were dumped. The only physical evidence of
this is the ramp stubs on the Viaduct near Safeco Field. The Burlington
Northern / Santa Fe railroad tracks run right under the Safeco Field roof.</font>
<p><font size=-1>The I-90 / I-5 interchange in the distance was the location
of Seattle's infamous "ramps to nowhere." These were finished in 1990,
save for a couple of ramps to the cancelled R.H. Thomson Expressway which
were demolished. (There are still ghost ramps for the R.H. Thomson near
Husky Stadium on S.R. 520.)</font>
<p><font size=-1>Prior to 1940 US 10 left town via Airport Way south to
Empire Way (now Martin Luther King Jr. Way). Then it followed Empire Way
to Renton. From there it followed Sunset Way to Issaquah. In 1940 the Mercer
Island Floating Bridge opened, and US 10 now exited Seattle eastward via
Dearborn Street. The old route through Renton became Alt. US 10 for a time.
Both routes were part of Primary State Highway 2.</font>
<p><a href="mercer.htmll" target="_blank"><img SRC="images/underbridgetmb.jpg" HSPACE=10 VSPACE=10 BORDER=0 height=256 width=171 align=LEFT></a><font size=-1>The
<a href="tunnels.htmll">Mt.
Baker tunnel</a> has four auto tubes: the two original tubes which carry
the eastbound traffic, the westbound tunnel, and the express lanes tunnel
which begins between the eastbound and westbound tunnels on the west and
emerges from <i>underneath</i> the westbound tunnel on the east. The Mercer
Island Floating Bridge is actually two bridges: The northern Homer Hadley
bridge which carries three westbound and the two reversible express lanes,
and the southern Lacey V. Murrow bridge carries three lanes of eastbound
traffic. The northern bridge was completed in 1989, the southern bridge
in 1993. The original floating bridge sank in a 1990 windstorm while it
was closed for renovation. The original bridge approach spans were incorporated
into the replacement bridge.</font>
<p><font size=-1>The original <a href="mercer.htmll" target="_blank">Mercer
Island Floating Bridge</a> had a drawspan nicknamed "The Bulge", which
coupled with the reversible lane system instituted in the late 1950's,
caused numerous fatal accidents. The drawspan pontoons were replaced in
the early 1980's with stationary ones.</font>
<p><font size=-1>The initial design of I-90 called for a much larger freeway.
The design was challenged in the courts, and the present award-winning
configuration was the result.</font>
<p><font size=-1>Leaving Mercer Island I 90 crosses the East Channel bridge
which was built in two stages between the early 1980's and the early 1990's.
The previous bridge was demolished in the early 1980's.</font>
<p><font size=-1>Pre-1940 US 10 / PSH 2 / Sunset Highway entered Issaquah
from the south via Newport Way and Sunset Way. Post 1940 US 10 / PSH 2
went through Issaquah on today's Gilman Boulevard. I 90 was built through
my grandparents' property in the late 1960's. There used to be a large
railroad trestle over the highway at the east end of town. This was removed
in the early 1970's to make room for the freeway.</font>
<p><font size=-1>The speed limit changes to 70 MPH for cars, 60 for trucks
just east of Issaquah.</font>
<p><font size=-1>US 10 / PSH 2 / Sunset Highway used to veer north at the
town of Preston and passed through Fall City and Snoqualmie on the way
to North Bend. Old bridges still survive on that route. A cutoff following
the current route of I 90 was built between Preston and North Bend in the
1940's.</font>
<p><font size=-1>Before the bypass was completed in 1978 North Bend was
a major bottleneck in Interstate 90. The highway entered town from the
west from Exit 31, went through a couple of stoplights, and departed the
east end of town on a one-way couplet which joined the present ROW west
of Edgewick Road (Exit 34). Traffic would back up for miles on holiday
weekends. I can remember as a child returning with my parents from a vacation
east of the mountains and having to sit in the backup entering North Bend.
Final routing of the freeway here was held up for years by lawsuits filed
by area residents.</font>
<p><font size=-1>The eastbound entrance ramp at Edgewick Road has a gate.
Occasionally Snoqualmie Pass is closed due to the weather or for avalanche
control. This is where the highway is closed. There is also a chain-up
area for those times when snow falls in the lowlands.</font>
<p><font size=-1>You are now leaving the "Apple Maggot Quarantine Area".</font>
<h3>
<font size=-1>North Bend to Snoqualmie Pass</font></h3>
<font size=-1><a href="olallie.html">Old highway at Olallie State Park<a NAME="olallie"></a></a>
Exit 38 takes you to an old segment of US 10 that was bypassed in 1976.
Most of the original pavement has been ripped up here, but a segment of
4 lane concrete remains within the boundaries of Olallie State Park (unsigned
from the freeway). The former westbound lanes are now used for parking.
Above the road is the former railbed of the Chicago, Milwaukee, St. Paul,
and Pacific Railroad (a.k.a. the Milwaukee Road), now part of Iron Horse
State Park / John Wayne Trail. Also within the state park is a preserved
section of the original Snoqualmie Wagon Road and what I believe is an
old section of road that predates the 4-lane US 10 alignment but is newer
than the wagon road. I do know that in the early years of the 20th century
the road crossed the Snoqualmie River here and went over the top of the
ridge to North Bend. Later a new river channel was blasted so the present
highway could be built around the ridge.</font>
<p><a href="variable.html"><img SRC="images/SNOPASS_SPEED_LIMIT.gif" HSPACE=10 VSPACE=10 BORDER=0 height=127 width=155 align=LEFT></a><a NAME="olallie"></a><font size=-1>Snoqualmie
Pass has a <a href="variable.html">variable speed limit zone</a>. The speed
limit changes depending on the weather. The regular speed limit is 65 MPH.</font>
<p><font size=-1><a href="bridgeonsnoqualmie.html">Bridge on old Sunset
Highway<a NAME="bridge"></a></a> This is on the entrance road to Ashael
Curtis campground at exit 47. It is the start of the old switchback road
up Snoqualmie Pass. leaving the exit you will be following the old westbound
lanes of US 10 / I-90 (1950-1981). The road then turns and follows the
pre 1930's US 10 / PSH 2 / Sunset Highway alignment up the valley. This
road is passable above the campground in the summer and accesses several
popular trailheads. There is a preserved section of the original wagon
road on this section as well. On a side note this road was used as a detour
in the 1960's when a rockslide blocked the freeway above.</font>
<p><font size=-1><a href="snoqualmie_viaduct.html">Snoqualmie Pass Viaduct<a NAME="snopassviaduct"></a></a>
Construction began on this in 1972, but was halted by lawsuits from environmental
groups. Construction resumed in the late 1970's and was completed in 1981.
It carries westbound I-90. It crosses the valley of Denny Creek and an
avalanche-prone mountainside. It was designed to allow avalanches to pass
underneath. when this stretch was completed the old alignment was closed
for a summer and rebuilt for eastbound-only traffic.</font>
<p><a NAME="snopassviaduct"></a><font size=-1>After the Milwaukee Road
tunneled under Snoqualmie Pass they gave their old right-of-way to the
state. This was used to relocate US 10 on the west side of the pass in
the 1930's. This section was initially two lanes, but was upgraded with
the rest of US 10 between North Bend and Cle Elum to 4 lanes in the early
1950's. A snowshed was built over the climbing lanes in 1950 to channel
avalanches over the road while allowing the state to keep the road open
during cleanup. This snowshed was removed in in the 1981 reconstruction
and replaced with a cannon which is used for periodic avalanche control.
For a view of avalanche control work on I-90 go here <a href="http://www.wsdot.wa.gov/regions/southcentral/snoqualmiepass/snoqpass.html">WSDOT
South Central Region Snoqualmie Pass</a>.</font>
<center>
<p><img SRC="images/Snosummit_sign.gif" VSPACE=10 height=227 width=539></center>
<p><font size=-1>The highway has had several alignments at the summit through
the years. The original alignment is today's Yellowstone Trail, a residential
street. In the 1930's the route was changed to follow today's SR 906. Part
of this alignment was used for the 1950's 4-lane route. I 90 was completed
around the summit ski areas in 1970, and widened to 7 lanes, if memory
serves, around 1981-82.</font>
<p><font size=-1>I 90 drops to four lanes at Lake Keechelus and remains
that way, with the exception of the westbound truck lane at the Easton
Hill, until it reaches Spokane. This section around the lake is deteriorating
badly. The old concrete was asphalted over a few years ago but this is
wearing through. It is also prone to avalanches, although they are less
common here than they are west of the summit. There is a snowshed over
the westbound lanes which used to be used for two-way traffic during avalanche
cleanup operations. There used to be gaps in the jersey barrier at either
end of the snowshed which allowed eastbound traffic to cross over, but
these were filled in years ago. Plans are afoot for a major realignment
of the freeway here, possibly routing the eastbound lanes down the east
side of the lake (the freeway runs almost N-S here), but this would be
contingent on the results of the EIS and funding. <a href="http://www.wsdot.wa.gov/regions/southcentral/I90snoqualmie/">I90_Project</a>
(Washington State Department of Transportation)</font>
<p><font size=-1>The speed limit returns to 70 MPH at Easton.</font>
<h3>
<font size=-1>Cle Elum to Vantage</font></h3>
<img SRC="images/wa_rest_area.gif" HSPACE=10 VSPACE=5 height=153 width=154 align=LEFT><font size=-1>This
sign can be found approaching rest areas on Interstate 90, most notably
just before the Indian John Hill rest area, which is the first rest area
east of Seattle, excluding the old "Travellers Rest" building on SR 906
at Snoqualmie Summit. Yes, it is 88 miles between Seattle and the first
rest area. There were two additional rest areas in the original plan for
I-90. The first, to have been located just east of exit 31 in North Bend,
was never constructed. The only evidence of its proposed location is a
slightly wider shoulder westbound where the entrance and exit ramps would
have been. The second, located just east of Lake Keechelus, was partially
constructed with entrance / exit lanes and parking. It was used for several
years as U.S. Forest Service "Sno-Park Parking" for winter recreation.
The ramps now have jersey barriers across them. This explains why the Indian
John Hill eastbound rest area is so busy. Advice: Drink your beverages
sparingly until you get east of the pass. Highway rest areas are more frequent
between Cle Elum and Coeur d'Alene, Idaho.</font>
<p><font size=-1>East of Cle Elum (Teanaway Junction, to be exact) PSH
2 / Sunset Highway turned north over Old Blewett Pass and followed present
SR 970, US 97 and US 2 to Spokane. US 10 used this route until World War
II. In the early 1940's US 10 was rerouted via US 97 / PSH 3 / Inland Empire
Highway between Teanaway Junction and Ellensburg; PSH 7 between Ellensburg
and Burke Junction (today's George); PSH 18 between Burke Junction and
Ritzville; and US 395 / PSH 11 between Ritzville and Spokane, where it
rejoined PSH 2 / Sunset Highway and PSH 3 / Inland Empire Highway. For
a few years in the 1940's the old US 10 route was known as Alternate US
10. This designation was dropped when US 2 was commissioned over Stevens
Pass in the late 1940's. I 90 was completed in the mid-1960's. The Teanaway
Junction to Ellensburg segment of old US 10 remains in the state highway
system as SR 10. On my last trip I spotted some old PSH 3 bridge markers
but was out of film so I couldn't take a picture.</font>
<p><font size=-1><a href="sr10sign.html">SR10 sign goof</a> - Oops!! I found
this sign on Business 90 (old US 10 / 97 / PSH 3) just west of Ellensburg.
It points to the "Dry Creek Connector" section of old US 10 / 97 / PSH
3. The signmaker must have been from Kentucky.</font>
<p><font size=-1>US 97 is multiplexed with I-90 between exit 106 and exit
110.</font>
<p><font size=-1><a href="rrtrestl.html">Milwaukee RR trestle</a> over I
90 east of Ellensburg. Highway engineers fit the freeway between the piers
of the trestle, while at the same time bridging a road and a creek. The
rail line is abandoned, and is now part of the John Wayne horse trail.</font>
<p><font size=-1><a href="i90ryegrass.html">I 90 Ryegrass</a> Westbound
on I 90 climbing to Ryegrass Summit. This is a long steep grade that causes
vehicles to overheat and sometimes burn. Also I do not recommend taking
pictures while driving. Please do not follow my lead.</font>
<center>
<p><img SRC="images/Vantage_sign.gif" HSPACE=1 height=156 width=194><img SRC="images/gingko.gif" HSPACE=1 height=156 width=382></center>
<h3>
<font size=-1>Vantage - a historical view</font></h3>
<font size=-1>The original Vantage Bridge was constructed in 1927, replacing
a ferry. The west approach pretty much stayed in one location prior to
the 1960's. The east approach, on the other hand, moved around a few times.
In the very early days the approach was via Sand Hollow to the south of
the ferry landing. Later, the route was moved north to descend down the
cliffs to the ferry landing. Soon after the construction of the bridge,
sometime between 1927 and 1931, PSH 7 was rerouted upriver on the east
shore of the Columbia River to a small coulee where it ascended to the
Columbia Plateau.</font>
<p><font size=-1>Construction of Wanapum Dam in the early 1960's and the
highway's designation as an Interstate necessitated construction of a new
Vantage bridge and relocation of the approaches. These were completed in
1962. The old Vantage Bridge was then dismantled and reassembled at Lyons
Ferry on SR 261, replacing the cable ferry there.</font>
<p><font size=-1>The next few links take you from this site:</font>
<br><font size=-1><a href="http://www.wsdot.wa.gov./hq/library/ImageLibrary/1926-28/1926-28%20image10.html">Vantage
ferry east approach 1926 (Washington State Dept. Of Transportation)</a></font>
<br><font size=-1><a href="http://www.wsdot.wa.gov./hq/library/ImageLibrary/1926-28/1926-28%20image11.html">Vantage
Bridge 1927 (Washington State Dept. of Transportation)</a></font>
<br><font size=-1><a href="http://www.wsdot.wa.gov./hq/library/ImageLibrary/1932-34/1932-34%20image16.html">Vantage
Bridge showing east approach relocation (Washington State Dept. of Transportation)</a></font>
<br><font size=-1><a href="http://www.wsdot.wa.gov./hq/library/ImageLibrary/1960-62/1960-62%20image5.html">new
Vantage Bridge in 1962 (Washington State Department of Transportation)</a>
This is how the east end of the new I-90 bridge at Vantage looked before
the reservoir behind Wanapum Dam was filled. This is the interchange with
SR-26, then known as State Secondary highway 7C. At the right edge of this
photo, leaving the curve of the onramp on a tangent, you can see where
SSH 7C previously descended the bluff on a steep grade to the old bridge.
This old grade can be seen from eastbound I-90 as you are crossing the
bridge. I 90 makes a 90-degree turn to climb the bluffs here.</font>
<h3>
<img SRC="images/Pullman_exit.gif" HSPACE=20 VSPACE=5 height=229 width=159 align=ABSCENTER><font size=-1>The
Vantage area today</font><img SRC="images/WSU.gif" HSPACE=20 VSPACE=5 height=128 width=201 align=ABSCENTER></h3>
<b><i><font size=-1>links to Microsoft Terraserver images (these will take
you from this site):</font></i></b>
<p><font size=-1><a href="http://terraserver.microsoft.com/image.asp?S=12&T=1&X=342&Y=6504&Z=11&W=2">terraserver
1</a> Image showing old US 10 / PSH 7 emerging from Schnebly Coulee and
entering the water at top left. The old SSH 7C old bridge approach emerging
from the water on the right.</font>
<br><font size=-1><a href="http://terraserver.microsoft.com/image.asp?S=10&T=1&X=1369&Y=26033&Z=11&W=2">Pre-1930
highway below the Scenic View</a> It's barely visible just above the water
line.</font>
<br><font size=-1><a href="http://terraserver.microsoft.com/image.asp?S=12&T=1&X=342&Y=6510&Z=11&W=2">terraserver3</a>
1930-1962 US 10 / PSH 7 alignment entering the water at the top left, pre-1930
PSH 7 alignment climbing the cliffs in the center of the photo, I 90 on
the right.</font>
<br><font size=-1><a href="http://terraserver.microsoft.com/image.asp?S=11&T=1&X=684&Y=13021&Z=11&W=2">terraserver
4</a> A closer view of the pre-1930 PSH 7 alignment and Interstate 90.</font>
<br><font size=-1><a href="http://terraserver.microsoft.com/image.asp?S=13&T=1&X=171&Y=3257&Z=11&W=2">terraserver
5</a> 1930-1962 on the left, US 10 emerges from the river and ascends the
coulee to a junction with I 90 just east of the interchange at the upper
right. The area where US 10 summits the coulee, at the right edge of the
photo near the interchange, was once called "Hilltop." There was an old
gas station next to the clump of trees until a few years ago. This road
is drivable - it's signed as "Old Vantage Highway" and accesses rock climbing
areas and a boat launch. The interchange and the road leading to the north
were built in the early 1980's. This road leads to The Gorge at George
Ampitheatre, a popular outdoor concert venue.</font>
<p><b><i><font size=-1>personal pics:</font></i></b>
<p><font size=-1><a href="horses.html">horses The</a> Wild Horses sculpture
at the eastbound scenic viewpoint.</font>
<p><font size=-1><a href="vantagebr.html">I 90 Vantage Bridge A</a> view
looking east. Strong crosswinds are present, and windsocks are posted on
the bridge and the east approach so drivers can gauge the velocity and
direction of the wind. I have seen campers and trailers blown over here.</font>
<p><font size=-1><a href="westapproach.html">West approach to old bridge</a>
The white line is the old highway centerline. This is now used as a boat
launch. The old Vantage townsite is just offshore.</font>
<p><font size=-1><a href="eastapproach.html">East approach to old bridge
Looking</a> downriver, 1930 - 1962 alignment. The end of the road angles
into the river and is now used as a boat launch and camp area.</font>
<p><font size=-1><a href="hillandbridgemarker.html">hill and bridge marker</a>
I had fun taking this one!! This shows how the highway clung to the cliff
and a PSH 7 bridge marker I found. Note the post and cable guardrail, which
was common in Washington State circa 1930's - 1950's.</font>
<p><font size=-1><a href="lyons.html">Lyon's Ferry Bridge</a> Here is a
picture of the old Vantage Bridge in its relocated home at Lyons Ferry
on the Snake River.</font>
<br>
<br>
<h3>
<img SRC="images/Moses_Lake.gif" HSPACE=20 height=201 width=173 align=ABSCENTER><font size=-1>George
to Ritzville</font><img SRC="images/21.gif" HSPACE=30 height=207 width=110 align=ABSCENTER></h3>
<font size=-1><a href="i90george.html">I 90 west of Moses Lake</a> Taken
in May 2000. Again, I do not recommend taking pictures from the driver's
seat of a moving vehicle.</font>
<p><font size=-1><a href="us10.html">US 10 Schrag looking east</a> This
is the last section of US 10 in eastern Washington to be bypassed. I 90,
which lies to the north, replaced this section in 1972. This section of
highway was constructed in the late 1930's and was originally known as
Primary State Highway 18. There was no direct highway connection between
Neppel (today's Moses Lake) and Ritzville prior to the 1930's.</font>
<p><font size=-1><a href="us10schr.html">US 10 Schrag looking west</a> -
Note the concrete post and cable guardrail and Mt. St. Helens ash on the
shoulders.</font>
<p><font size=-1><a href="ritzwye.html">Ritzville wye</a> US 10 / PSH 18
junctioned US 395 / PSH 11 just east of this railroad overpass. This view
is looking east. Ritzville was bypassed to the south by I 90 in 1959.</font>
<p><font size=-1><a href="ritzvill.html">Ritzville</a> I noticed this mileage
sign on the old alignment of US 10 / 395 PSH 11 entering Ritzville from
the south in May 2000. It's a wooden sign, and it most likely predates
I 90. Although the main road through town is Business-90, this sign is
still unusual on a business route. I have found these on old highway alignments
in Adams and Franklin counties -on an old alignment of US 395 / PSH 11
south of Connell and a dead - end portion of an old alignment of SR 26
in Washtucna.</font>
<h3>
<img SRC="images/90-395.gif" HSPACE=10 VSPACE=10 height=67 width=114 align=ABSCENTER><font size=-1>Ritzville
through Spokane</font><img SRC="images/90-395.gif" HSPACE=10 VSPACE=10 height=67 width=114 align=ABSCENTER></h3>
<font size=-1>Today US 395 still joins I-90 at Ritzville. The interchange
was rebuilt in 1995-96 when US 395 between Ritzville and Connell was turned
into a freeway.</font>
<p><font size=-1><a href="sprague.html">Sprague</a> US 10 / 395 / PSH 11
through the town of Sprague was bypassed by I 90 in 1968. Today this stretch
of road is maintained by Lincoln County and is known as the "Sprague Highway."</font>
<p><font size=-1>The speed limit drops to 60 MPH outside of Spokane.</font>
<p><font size=-1><a href="us2and10.html">Old US 2 and 10/395 split</a>.
In west Spokane, US 2 / 10 / 395 followed Sunset Boulevard, a 4-lane thoroughfare.
From the 1930's to the 1960's US 2/10/195/395 (PSH 2 / 3) left downtown
on 2nd and 3rd Avenues to a wye intersection with the old Inland Empire
Highway, where US 195 (PSH 3) went south, and US 2/10/395 continued west
on Sunset and up Sunset Hill to this junction. (Prior to the 1930's US
2 / 10 followed Riverside Avenue through High Bridge Park.) Here, US 395
(PSH 11) made a left exit off of Sunset and followed Geiger Blvd. US 2
(PSH 2) continued west on the Sunset Highway. Prior to the early 1940's
US 10 also continued west on Sunset. In the early 1940's, a few years after
the completion of PSH 18 between Burke Junction and Ritzville, US 10 shifted
to Geiger Blvd. The Sunset Highway west of this point was known for a few
years as Alt US 10, then became part of US 2 sometime around 1948 when
that highway was commissioned in the state. US 10 and 395 remained on Geiger
until I-90 bypassed it about 1964. US 2 now connects to I -90 3/4 mile
to the south / southwest. Sunset is a 4 lane road, while Geiger is 2 lanes.
The top photo looks west on Sunset; the bottom photo looks east on Geiger.</font>
<p><font size=-1><a href="spokane.html">Spokane weigh station</a> Abandoned.
Located at the top of the Sunset Hill on old US 2/10/395.</font>
<p><img SRC="images/Spokane_multiplex.gif" HSPACE=10 VSPACE=5 height=68 width=204 align=LEFT><font size=-1><a href="us210195.html">US
2/10/195/395 shield</a> - In Spokane US 2, 10, 195, and 395 were multiplexed.
During the 1960's when I-90 was being constructed through the city, these
highways were routed off of the old 2nd / 3rd Avenue alignment at Maple
Street and followed Maple the three blocks south to the freeway which temporarily
ended at that point. In 1996 two overhead guide signs with the US 2/10/195/395
shield could still be found on Maple next to the 3rd & Maple Safeway.
No reference was made to I-90 on these signs. By the time I got around
to photographing them in May 2000, they had been removed. However, this
route marker remained under the Burlington Northern / Santa Fe railroad
overpass at 2nd & Maple. Incidentally, the new overhead guide signs
on Maple between 3rd & the freeway still make no reference to I-90.
They do point the way to US 2 and 395 (and I also believe US 195).</font>
<p><font size=-1>US 2 & 395 leave I -90 at Division Street. When the
Spokane North-South Freeway is built these routes will likely change to
the new freeway. The North-South Freeway will intersect I-90 near the Thor
Street. interchange (exit 283). Link to the project webpage: <a href="http://www.wsdot.wa.gov/regions/eastern/MajorProjects/395NSCP/Default.html">WSDOT
Eastern Region (US 395 North Spokane Corridor Project) - Home This</a><i>
will take you from this site.</i></font>
<p><font size=-1>Until 2000 I 90 dropped to four lanes near where it crosses
Sprague Ave. (exit 285). One of the oldest stretches of interstate in the
state, a widening project was ongoing in 2000 to improve the freeway between
Sprague and Argonne Road.</font>
<p><font size=-1>The speed limit increases to 70 MPH for cars, 60 MPH for
trucks at Pines Road (exit 289).</font>
<center>
<h3>
<img SRC="images/post_falls.gif" HSPACE=10 height=108 width=147 align=ABSCENTER><img SRC="images/Rathdrum_exit.gif" HSPACE=30 VSPACE=10 height=250 width=576 align=ABSCENTER><img SRC="images/Dog_Track.gif" HSPACE=10 height=106 width=134 align=ABSCENTER></h3></center>
<font size=-1>The first road across this part of Idaho was the Mullan Road,
which ran between the Missouri River and Ft. Walla Walla. Besides being
a supply line for the military the road gave miners and other settlers
access to this mineral rich area. In the early 20th century the auto road
through here was part of the Yellowstone Trail, an auto route which stretched
from Seattle to Yellowstone National Park. This route was later incorporated
into US 10.</font>
<p><font size=-1>At Coeur d' Alene US 10-A was multiplexed north to Sandpoint
then east along today's Idaho and Montana 200, rejoining US 10 west of
Missoula. This US route was decommissioned sometime in the 1960's.</font>
<p><font size=-1><a href="centenni.html">Centennial Trail</a> After I 90
was completed along Lake Coeur d'Alene in 1992, the old lakeshore route
was reduced to two lanes and recreation facilities added. These pictures
show how the old I 90 route looks today.</font>
<p><font size=-1><a href="veterans.html">Veterans Memorial Bridge</a> Located
above Bennett Bay. Construction of I 90 on the ridges north of Lake Coeur
d'Alene presented numerous design challenges. One of these challenges was
to span a valley. This was done with this high bridge. The freeway climbs
a steep grade up the west ridge, crosses the valley, then descends the
east ridge to the water west of Blue Creek Bay. Crosswinds are common here,
and windsocks are posted on the bridge so drivers can gauge the speed and
direction of the wind. There is an excellent view of the lake from the
bridge deck, but you had better pay attention to your driving.</font>
<p><font size=-1>4th of July Pass - so named because U.S. Army Captain
John Mullan's road building party camped and carved their initials in a
tree here on July 4, 1861.</font>
<p><font size=-1><a href="4thjuly1.html">Historical marker</a> <b>Very large
picture!!</b> Historical sign at 4th of July Pass explaining the Mullan
Road. This military road was the first one over the pass.</font>
<p><font size=-1><a href="4thjuly2.html">Mullan monument</a> Monument commemorating
US Army Capt. John Mullan at 4th of July Pass.</font>
<p><font size=-1><a href="4thjuly3.html">4thjuly3</a> A preserved section
of the Mullan Road at 4th of July Pass.</font>
<p><font size=-1><a href="4thjuly5.html">4thjuly5</a> This sign on an old
alignment of US 10 describes the evolution of the highway over 4th of July
Pass.</font>
<p><font size=-1><a href="4thjuly4.html">4thjuly4</a> The pre-1932 alignment
of US 10.</font>
<p><font size=-1><a href="4thjuly6.html">4thjuly6</a> I 90 today.</font>
<p><font size=-1>Speed limit goes to 75 MPH near here.</font>
<p><font size=-1><a href="cataldo.html">Cataldo</a> A bridge on old US 10
near the town of Cataldo.</font>
<p><font size=-1>You are now entering mining country. This is the famed
"Silver Valley" of Idaho. Active and abandoned mines dot the landscape.</font>
<p><font size=-1><a href="kellogg.html">Kellogg</a> The smelter stacks in
Kellogg were an area landmark until a few years ago. They used to have
very prominent flashing white night beacons. The pollution from these stacks
killed much of the vegetation on the surrounding hillsides. The town of
Smelterville is in the center of the photo. The yellow trees in the distance
are tamarack, a "deciduous" conifer (it loses its needles in the winter).
This picture was taken in October 1995.</font>
<p><font size=-1>The speed limit drops to 65 MPH near here.</font>
<p><font size=-1><a href="osburn.html">Osburn</a> At one time the freeway
ended here. This is an abandoned piece of highway that once connected the
freeway in the background with downtown Osburn.</font>
<p><font size=-1>The speed limit drops to 60 MPH near here.</font>
<p><font size=-1><a href="wallace.html">Wallace</a> At Wallace the valley
becomes quite narrow. The city takes up the entire valley floor. This created
a problem for highway construction until the former railroad right of way
through town was abandoned and became available. The town railroad station
building was moved, and a viaduct was built to carry the freeway along
the edge of town. This was the site of the last stoplight on I 90. When
the freeway was completed the town held a funeral for the light. The light
now lies in state at the city museum.</font>
<p><font size=-1>Between Wallace and Mullan a railroad spur used to cross
the freeway at grade. This line had been abandoned for years, and sources
tell me the remains of the crossing were removed in the summer of 2000.
<a href="http://www.terraserver.microsoft.com/image.asp?S=11&T=1&X=1466&Y=13144&Z=11&W=2">Microsoft
TerraServer Image Page</a> showing where the Northern Pacific Railroad
Coeur d'Alene Branch crossed the on and off ramps of a local access interchange
(north side of the freeway).</font>
<p><font size=-1>At Mullan I 90 climbs Lookout Pass. The grade is steep
and twisting, with the mountain dropping off the north edge of the road.
When I last travelled it in the fall of 1995 the speed limit on the Idaho
side was 50 MPH.</font>
<h3>
<font size=-1>Montana</font></h3>
<font size=-1>US 10 was decommissioned in Montana in the 1980's.</font>
<p><font size=-1>Prior to summer 2000, I-90 east of Lookout Pass did not
have a center divider. I wish I could have taken some pictures before the
barrier went in (sigh.). However, I have provided a couple of links to
Microsoft Terraserver images of the area. The first image shows where the
jersey barrier ended just west of the summit interchange (the Montana state
line) Microsoft<a href="http://www.terraserver.microsoft.com/image.asp?S=10&T=1&X=2992&Y=26282&Z=11&W=2">
TerraServer Image Page</a>. The second image is a wider shot of Lookout
Pass showing from left to right Lookout Pass ski area, old Northern Pacific
railroad grade, old US 10 switchback alignment (I think), and I-90. Microsoft<a href="http://www.terraserver.microsoft.com/image.asp?S=13&T=1&X=374&Y=3285&Z=11&W=2">
TerraServer Image Page</a>.</font>
<p><font size=-1>I -90 a little further east. Notice the lack of traffic.
<a href="http://www.terraserver.microsoft.com/image.asp?S=10&T=1&X=2998&Y=26272&Z=11&W=2">Microsoft
TerraServer Image Page</a>.</font>
<p><font size=-1>I do not have any personal pictures of I-90 in Montana
at this time.</font>
<center>
<p><img SRC="images/90_-10.gif" HSPACE=1 VSPACE=5 height=47 width=99><img SRC="images/90_-10.gif" HSPACE=2 VSPACE=5 height=47 width=99><img SRC="images/90_-10.gif" HSPACE=1 VSPACE=5 height=47 width=99><img SRC="images/90_-10.gif" HSPACE=2 VSPACE=5 height=47 width=99><img SRC="images/90_-10.gif" HSPACE=1 VSPACE=5 height=47 width=99><img SRC="images/90_-10.gif" HSPACE=2 VSPACE=5 height=47 width=99><img SRC="images/90_-10.gif" HSPACE=1 VSPACE=5 height=47 width=99></center>
<hr color="#800000">
<p><font size=-1>Well, I hope you enjoyed this tour!! Return to <a href="northwest_highways_homepage_noframes.html">Northwest
Highways home page</a>.</font>
<p><font size=-1><a href="#top">Return to top of this page</a></font>
<br>
<hr color="#800000">
<h3>
<font size=-1>Suggested reading</font></h3>
<font size=-1>Prater, Yvonne. <i>Snoqualmie Pass From Indian Trail to Interstate.
</i>Seattle,
The Mountaineers, 1981. Library of Congress 81-16911. ISBN 0-89886-015-6.</font>
<p><font size=-1>Ruby, Robert H. and John A. Brown. <i>Ferryboats on the
Columbia River Including the Bridges and Dams.</i> Seattle, Superior Publishing
Company, 1974. Library of Congress card number 74-75658.</font>
<p><font size=-1>The Owen Science Library at Washington State University,
Pullman, WA and the Tacoma Public Library have extensive collections on
Northwest highways which were used in gathering historical information
for this page.</font>
<h3>
<font size=-1>Links</font></h3>
<font size=-1><a href="www.wsdot.wa.gov">Washington State Department of
Transportation</a></font>
<p><font size=-1><a href="http://www2.state.id.us/itd/index.html">Idaho
Transportation Department</a></font>
<p><font size=-1>Signs made with Kurumi Sign Maker <a href="http://www.kurumi.com">http://kurumi.com</a></font>
<br>
<hr color="#800000">
<p><font size=-1><a href="northwest_highways_homepage_noframes.html">Northwest
Highways home page</a></font>
<p><font size=-1>Questions? Comments? <a href="mailto:one@nwhighways.amhosting.net">Mail
me!!</a></font>
<p><font size=-2>This page created by "Junior". This is a non-profit site.
This site is not affiliated with any government agency. Materials on this
page may not be reused without my permission.</font>
<p><font size=-2>page last updated <!--webbot bot="Timestamp"
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