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Interstate 496

2025-07-16T17:11:12Z

2600:1700:6180:6290:3C39:F04A:D236:D649: /* External links */

{{Short description|Interstate Highway in Eaton and Ingham counties in Michigan, United States}}
{{Use American English|date=April 2025}}
{{Use mdy dates|date=December 2015}}
{{Infobox road
|state=MI
|type=I
|route=496
|alternate_name=R.E. Olds Freeway
|map={{maplink-road|from=Interstate 496.map}}
|map_custom=yes
|map_notes=Lansing area with I-496 highlighted in red
|map_alt= I-496 connects downtown Lansing with the I-96 and US 127 freeways
|spur_type=I
|spur_of=96
|established=December 1963<ref name=IDG63/>
|history=Completed on December 18, 1970<ref name=paving/>
|length_mi= 11.907
|length_ref=<ref name=PRFA/>
|direction_a=West
|terminus_a={{Jct|state=MI|I|69|I|96}} in [[Delta Charter Township, Michigan|Delta Township]]
|junction=
*{{jct|state=MI|M|99}} in [[Lansing, Michigan|Lansing]]
*{{Jct|state=MI|US|127}} near [[East Lansing, Michigan|East Lansing]]
|direction_b=East
|terminus_b={{Jct|state=MI|I|96|US|127}} in [[Delhi Charter Township, Michigan|Delhi Township]]
|counties=[[Eaton County, Michigan|Eaton]], [[Ingham County, Michigan|Ingham]]
|previous_type=I
|previous_route=475
|next_type=Capitol Loop
|next_route=496
}}
'''Interstate 496''' ('''I-496''') is an [[List of auxiliary Interstate Highways|auxiliary Interstate Highway]] that passes through downtown [[Lansing, Michigan|Lansing]] in the US state of Michigan. Also a component of the [[Michigan State Trunkline Highway System|State Trunkline Highway System]], the freeway connects [[Interstate 96|I-96]] to the downtown area. It has been named the '''R.E. Olds Freeway''' (sometimes just '''Olds Freeway''') for [[Ransom E. Olds]], the founder of [[Oldsmobile]] and the [[REO Motor Car Company]]. I-496 runs east–west from I-96/[[Interstate 69 in Michigan|I-69]] near the downtown area and north–south along a section that [[concurrency (road)|runs concurrently]] with [[U.S. Route 127 in Michigan|US Highway 127]] (US 127). The trunkline also passes a former assembly plant used by Oldsmobile and runs along or crosses parts of the [[Grand River (Michigan)|Grand]] and [[Red Cedar River (Michigan)|Red Cedar]] rivers.

Construction of I-496 started in 1963, and the freeway opened on December 18, 1970. Segments of the freeway south of [[downtown Lansing]] were built in the location of a historically black neighborhood. In the opinion of some, this neighborhood was formed based on the segregationist practices of the early 20th century. Community leaders worked for different housing opportunities for the black residents displaced by I-496 rather than fight the freeway. As the trunkline neared completion, competing proposals to name it resulted in two similar, but separate designations applied to I-496. The city originally approved one name in honor of a former mayor. The local historical society proposed that the state name it as a memorial to Olds after the demolition of the Olds Mansion. The city renamed it the '''Oldsmobile Expressway''', the name under which it opened in December 1970. Two years later, the [[Michigan Legislature]] restored its preferred name and it has been the Olds Freeway since.

==Route description==
I-496 starts at an interchange with I-96/[[Interstate 69 in Michigan|I-69]] at that freeway's exit 95 in [[Delta Charter Township, Michigan|Delta Township]] in [[Eaton County, Michigan|Eaton County]]. The freeway runs eastward through suburban areas of the township adjacent to some residential subdivisions. Continuing eastward, there is an interchange for Creyts Road before I-496 angles to the northeast. At the interchange with Waverly Road, I-496 crosses into [[Ingham County, Michigan|Ingham County]]. The freeway then runs parallel to the [[Grand River (Michigan)|Grand River]]. Near a partial interchange with Lansing Road (old [[U.S. Route 27 in Michigan|US 27]]<ref name=MSHD63/>), the freeway gains a pair of [[service drive]]s: St. Joseph Street runs [[one-way traffic|one-way]] westbound on the north side, and Malcolm X Street runs eastbound to the south. The next interchange is for the connection to [[M-99 (Michigan highway)|M-99]], which runs along [[List of streets named after Martin Luther King Jr.#Michigan|Martin Luther King Jr. Boulevard]]. South of this interchange, M-99 connects to the [[Lansing Car Assembly]] plant,<ref name=MDOT12/><ref name=google/> a former facility for [[Oldsmobile]].<ref name=wieland>{{cite news |last = Wieland |first = Barbara |date = May 1, 2005 |title = An Era Ends as GM Plant Closes |work = Lansing State Journal |pages = 1A, [https://www.newspapers.com/clip/21789588/an_era_ends_as_gm_plant_closes_part_2/ 8A] |issn = 0274-9742 |oclc = 6678181 |url = https://www.newspapers.com/clip/21789568/an_era_ends_as_gm_plant_closes/ |access-date = July 12, 2018 |via = Newspapers.com }}</ref>

[[File:I-496 at MLK Boulevard.jpg|thumb|left|upright|Looking east from the Martin Luther King Jr. Boulevard overpass|alt=Photograph of]]
Continuing eastward, I-496 passes north of the assembly plant complex and south of the central business district. East of a partial interchange with Walnut Street, the freeway passes the [[w:Michigan Women's Hall of Fame|Michigan Women's Hall of Fame]], which is located on I-496's southern service drive. The south side of the freeway is adjacent to Cooley Gardens near the confluence of the Grand and [[w:Red Cedar River (Michigan)|Red Cedar]] rivers. I-496 crosses the Grand River downstream from the confluence and meets the interchange to [[Interstate 96 Business (Lansing, Michigan)|Business Loop I-96]] (BL I-96, Cedar and Larch streets) and Pennsylvania Avenue. St. Joseph Street ends after the connection to Pennsylvania Avenue.<ref name=MDOT12/><ref name=google/> The main freeway crosses a rail line owned by [[w:CSX Transportation|CSX Transportation]].<ref name=MDOT-RR>{{cite map |author = Michigan Department of Transportation |url = http://www.michigan.gov/documents/MDOT_Official_Rail_130897_7.pdf |title = Michigan's Railroad System |scale = Scale not given |location = Lansing |publisher = Michigan Department of Transportation |date = January 2011 |access-date = February 1, 2011 |format = PDF |url-status = dead |archive-url = https://web.archive.org/web/20110409130544/http://www.michigan.gov/documents/MDOT_Official_Rail_130897_7.pdf |archive-date = April 9, 2011 }}</ref> I-496 runs parallel to the north side of the rail line while Malcolm X Street follows to the south as far as the Clemens Avenue overpass. The freeway then crosses into East Lansing near the Red Cedar Natural Area.<ref name=MDOT12/><ref name=google/>

After crossing the city line, I-496 turns southward and merges with US 127. The two highways run concurrently,<ref name=MDOT12/><ref name=google/> and they cross a line of the [[Canadian National Railway]].<ref name=MDOT-RR/> The freeway runs along the western edge of the campus of [[Michigan State University]]. South of campus, I-496/US 127 crosses back into Lansing and has an interchange with Jolly Road before entering [[Delhi Charter Township, Michigan|Delhi Township]]. About two-thirds of a mile (1.1 km) south of Jolly Road, I-496 meets I-96 and terminates; US 127 continues southward as a freeway toward [[Jackson, Michigan|Jackson]].<ref name="MDOT12">{{cite MDOT map |year= 2012 |inset= Lansing }}</ref><ref name=google>{{google maps |url= http://maps.google.com/maps?saddr=I-496+E&daddr=US-127+S&hl=en&sll=42.676946,-84.499626&sspn=0.030415,0.02914&geocode=FWbPiwId6iH0-g%3BFfQtiwIdLLD2-g&t=h&mra=ls&z=12 |title= Overview Map of I-496 |access-date= July 12, 2012}}</ref>

[[File:I-496 US 127 SB.jpg|thumb|Southbound I-496/US 127 in East Lansing|alt=Photograph of]]
Like other state highways in Michigan, I-496 is maintained by the [[Michigan Department of Transportation]] (MDOT). In 2011, the department's traffic surveys showed that on [[average annual daily traffic|average]], 61,082 vehicles used the freeway between BL I-96 and the Trowbridge Road interchange south of US 127, the highest traffic count along I-496. West of Creyts Road, 17,600 vehicles did so each day, which was the lowest count along the trunkline.<ref name=TMIS>{{cite web |author = Bureau of Transportation Planning |url = http://mdotnetpublic.state.mi.us/tmispublic/ |title = Traffic Monitoring Information System |publisher = Michigan Department of Transportation |year = 2008 |access-date = June 30, 2012 }}</ref> As an Interstate Highway, all of I-496 is listed on the [[National Highway System (United States)|National Highway System]],<ref name=NHS-MI>{{cite map |author = Michigan Department of Transportation |title = National Highway System, Michigan |date = April 23, 2006 |scale = Scale not given |location = Lansing |publisher = Michigan Department of Transportation |url = http://www.michigan.gov/documents/MDOT_NHS_Statewide_150626_7.pdf |archive-url = https://web.archive.org/web/20121004040152/http://www.michigan.gov/documents/MDOT_NHS_Statewide_150626_7.pdf |archive-date = October 4, 2012 |format = PDF |access-date = October 7, 2008 |url-status = dead |df = mdy-all }}</ref> a network of roads deemed important to the country's economy, defense, and mobility.<ref name=NHS>{{cite web |first1 = Stefan |last1 = Natzke |first2 = Mike |last2 = Neathery |first3 = Kevin |last3 = Adderly |name-list-style = amp |url = https://www.fhwa.dot.gov/planning/national_highway_system/ |title = What is the National Highway System? |work = National Highway System |publisher = [[Federal Highway Administration]] |date = June 20, 2012 |access-date = July 1, 2012 |url-status = live |archive-url = https://web.archive.org/web/20120828192748/http://www.fhwa.dot.gov/planning/national_highway_system/ |archive-date = August 28, 2012 }}</ref>

==History==
[[File:Lansing, Michigan 1955 Yellow Book.jpg|thumb|left|1955 planning map for Lansing's Interstates|alt=Black and white map]]
An east–west freeway was originally planned as an Interstate Highway allowing traffic to access downtown Lansing in the 1955 ''[[General Location of National System of Interstate Highways]]'' (''Yellow Book''), an early proposal for what would become the Interstate Highway System.<ref name="YBD">{{cite map |map-url = http://commons.wikimedia.org/wiki/File:Lansing,_Michigan_1955_Yellow_Book.jpg |title = General Location of National System of Interstate Highways Including All Additional Routes at Urban Areas Designated in September 1955 |map = Lansing |scale = Scale not given |page = 44 |author = Bureau of Public Roads |author-link = Bureau of Public Roads |location = Washington, DC |publisher = [[Government Printing Office]] |year = 1955 |oclc = 4165975 |via = [[Wikimedia Commons]] }}</ref> As originally proposed by the [[Michigan State Highway Department]] in 1958, the freeway was to be called I-296.<ref name=RIRNM58>{{cite web |author = Michigan State Highway Department |title = Recommended Interstate Route Numbering for Michigan |date = April 25, 1958 |location = Lansing |publisher = Michigan State Highway Department |url = http://nwindianahwys.homestead.com/michiplan.html |archive-url = https://web.archive.org/web/20040805182658/http://nwindianahwys.homestead.com/michiplan.html |archive-date = August 5, 2004 |url-status = dead |df = mdy-all }}</ref> The department was waiting on approval of a final numbering scheme the next year,<ref name=blade1959-06-04>{{cite news |title = Michigan Delays Road Number System |url = https://news.google.com/newspapers?id=mb1OAAAAIBAJ&sjid=9AAEAAAAIBAJ&pg=7401,5582043&dq=interstate+opening+michigan&hl=en |work = [[Toledo Blade]] |agency = Associated Press |date = June 4, 1959 |page = 11 |oclc = 12962635 |access-date = November 21, 2010 |via = [[Google News]] }}</ref> before the first Interstates were signed in the state in 1959.<ref name=HP1959-10-13>{{cite news |url = https://www.newspapers.com/clip/3823487// |title = New Signs Mark Interstate 75 |work = [[Escanaba Daily Press]] |agency = Associated Press |date = October 13, 1959 |page = 2 |access-date = December 14, 2015 |via = Newspapers.com |oclc = 9670912 }}</ref> By the time construction started on the Lansing freeway, it was numbered I-496.<ref name=HS62>{{cite news |url = https://www.newspapers.com/clip/3823504// |title = Release Bids for Freeway to Holland |work = [[Holland Sentinel|The Holland Evening Sentinel]] |agency = [[United Press International]] |date = July 20, 1962 |page = 6 |oclc = 13440201 |access-date = December 14, 2015 |via = Newspapers.com }}</ref>

The section near downtown was to be built through a historically [[African-American neighborhood]]. The neighborhood was formed through "unwritten rules of segregation" as real estate agents and mortgage brokers guided black residents to the area when they were looking to buy homes.<ref name=miller/> When the state and federal governments were planning the freeway, the area was chosen for the path of I-496. The neighborhood boasted a community center and several businesses that catered to the black population of Lansing, including the only record store that sold rhythm and blues music. Community leaders did not fight the freeway and instead lobbied for affordable housing and relocation assistance. The construction spurred integration of blacks into the wider community; some were able to move into neighborhoods previously closed to them, purchasing "newer houses near better schools."<ref name=miller>{{cite news |last = Miller |first = Matthew |title = Looking Back: I-496 Construction, A Complicated Legacy |url = https://www.newspapers.com/clip/21789433/a_complicated_legacy/ |work = [[Lansing State Journal]] |date = February 22, 2009 |pages = 1A, [https://www.newspapers.com/clip/21789452/a_complicated_legacy_part_2/ 8A] |issn = 0274-9742 |oclc = 6678181 |access-date = July 12, 2018 |via = Newspapers.com }}</ref> In total, the construction of the freeway required the demolition or removal of nearly 600 homes, 60 businesses, and 15 farms.<ref name=ingalls>{{cite news |title = City's East–West Traffic Speeded |url = https://www.newspapers.com/clip/21789838/citys_eastwest_traffic_speeded/ |first = Norris |last = Ingells |work = Lansing State Journal |date = February 14, 1965 |edition = Progress |issn = 0274-9742 |oclc = 6678181 |page = C1 |access-date = July 12, 2018 |via = Newspapers.com }}</ref>

[[File:America's Highways 1776–1976 - page 403.jpg|thumb|Snow Road bridge over I-496 in the 1970s]]
The first section of I-496 was opened in December 1963,<ref name=IDG63>{{cite news |url = https://www.newspapers.com/clip/3823514// |title = New Highway Opened |work = [[Ironwood Daily Globe]] |agency = [[Associated Press]] |date = December 21, 1963 |page = 9 |oclc = 10890811 |access-date = December 14, 2015 |via = [[Newspapers.com]] }}</ref> and ran from I-96 northerly to [[M-43 (Michigan highway)|M-43]]/[[M-78 (Michigan highway)|M-78]] (Saginaw and Kalamazoo streets) between Lansing and East Lansing. The freeway, comprising the southern two-thirds, was designated I-496/M-78/[[Interstate 96 Business (Lansing, Michigan)|BL I-96]] while the northern portion was on city streets as M-78/BL I-96.<ref name=MSHD63>{{cite MDOT map |year= 1963 |link= yes |inset= Lansing }}</ref><ref name=MSHD64>{{cite MDOT map |year= 1964 |inset= Lansing }}</ref> Some 50 men completed the work by year's end; they went entirely without vacation time to accomplish the feat.<ref name=IDG63/> Another section of freeway was opened in 1966, and US 127 was rerouted to follow I-496/M-78. BL I-96 was removed from I-496/US 127/M-78 and routed along the former US 127.<ref name=MDSH66>{{cite MDOT map |year= 1966 |link= yes |inset= Lansing }}</ref><ref name=MDSH67>{{cite MDOT map |year= 1967 |inset= Lansing }}</ref> The freeway segment north of the Trowbridge Road interchange continuing northward as part of US 127 was opened in 1969. Another section opened at the same time was the western section from I-96 to Lansing Road (then US 27) in 1969.<ref name=MDSH69>{{cite MDOT map |year= 1969 |c-link= yes |inset= Lansing }}</ref><ref name=MDSH70>{{cite MDOT map |year= 1970 |inset= Lansing }}</ref> The remaining section between M-99 (then Logan Street, now [[List of streets named after Martin Luther King Jr.#Michigan|Martin Luther King Jr. Boulevard]]) and I-496/US 127 opened on December 18, 1970, completing construction.<ref name=paving>{{cite news |last = Rook |first = Christine |date = July 23, 2006 |title = Paving the Way: Interstate Roads Have Shaped the Future for Many Mid-Michigan Communities |url = https://www.newspapers.com/clip/21789536/paving_the_way/ |work = [[Lansing State Journal]] |pages = 1D, [https://www.newspapers.com/clip/21789548/paving_the_way_part_2/ 5D] |issn = 0274-9742 |oclc = 6678181 |access-date = July 12, 2018 |via = Newspapers.com }}</ref><ref name=barnett>{{cite book |last = Barnett |first = LeRoy |year = 2004 |title = A Drive Down Memory Lane: The Named State and Federal Highways of Michigan |location = Allegan Forest, Michigan |publisher = Priscilla Press |pages = 140–141, 165 |isbn = 1-886167-24-9 |oclc = 57425393 }}</ref>

The freeway underwent a $42.4 million reconstruction (equivalent to ${{formatprice|{{inflation|US-GDP|42400000|2001|r=-5}}}} in {{inflation-year|US-GDP}}{{inflation-fn|US-GDP|name-list-style=amp}}) between April and November 2001 which included the rehabilitation or reconstruction of 35 bridges, {{convert|8.5|mi|km}} of freeway, and the addition of a [[auxiliary lane|weave-merge lane]] between Pennsylvania Avenue and US 127.<ref>{{cite news |last = Gantert |first = Tom |date = April 4, 2001 |title = I-496 Shutdown Goes Smoothly |work = Lansing State Journal |pages = 1A, [https://www.newspapers.com/clip/21789645/i496_shutdown_goes_smoothly_part_2/ 5A] |issn = 0274-9742 |oclc = 6678181 |url = https://www.newspapers.com/clip/21789621/i496_shutdown_goes_smoothly/ |access-date = July 12, 2018 |via = Newspapers.com }}</ref><ref name=hugh>{{cite news |last = Hugh |first = Leach |date = November 5, 2001 |title = Most Area Road Work Complete |work = Lansing State Journal |page = B3 |issn = 0274-9742 |oclc = 6678181 |url = https://www.newspapers.com/clip/21789674/most_area_road_work_complete/ |access-date = July 12, 2018 |via = Newspapers.com }}</ref> Speed limits were raised along I-496 from {{convert|55|to|70|mph|km/h|abbr=on}} in 2007 to reflect the speeds motorists were driving during studies conducted by MDOT and the [[Michigan State Police]].<ref name=wallbank>{{cite news |last = Wallbank |first = Derek |date = April 3, 2007 |title = Drivers on I-496 Get the Green Light to Go 70: Stretch of US 127 in Frandor Area Seed Higher Speed Limits as Well |work = Lansing State Journal |pages = 1A, [https://www.newspapers.com/clip/21789706/drivers_on_i496_get_the_green_light_to/ 7A] |issn = 0274-9742 |oclc = 6678181 |url = https://www.newspapers.com/clip/21789687/drivers_on_i496_get_the_green_light_to/ |access-date = July 13, 2012 |via = Newspapers.com }}</ref>

[[File:Olds Mansion Exterior, East Front.png|thumb|left|Olds Mansion|alt=Black and white photograph]]
The name applied to the freeway was not without controversy. The Lansing City Council named it in September 1966 after Ralph W. Crego, a former city council member and the longest-serving mayor in the city's history. The Historical Society of Greater Lansing wanted it named the "R.E. Olds Expressway", in part because the new road brought about the demolition of the [[Ransom E. Olds#Residence|Olds Mansion]],<ref name=barnett/> which was listed on the [[National Register of Historic Places]],<ref name=mtt>{{cite web |first = Patricia |last = O'Hearn |date = n.d. |url = http://www.michigan.gov/documents/hal_mhc_mhm_carcapital_01-08-2003_92059_7.pdf |title = Michigan Time Traveler |publisher = Lansing Newspapers in Education, Michigan Historical Center |access-date = July 13, 2012 |url-status = live |archive-url = https://web.archive.org/web/20120224212649/http://www.michigan.gov/documents/hal_mhc_mhm_carcapital_01-08-2003_92059_7.pdf |archive-date = February 24, 2012 }}</ref> and to "recogniz[e] the contributions of R.E. Olds to the industries of the city."<ref name=barnett/> The society approached the [[Michigan Legislature]], which introduced House Resolution 48 in February 1970 using the historical society's preferred name. The city council realized that they had been bypassed and conveniently discovered that their original resolution was not "formally adopted".<ref name=barnett/> They named a park for Crego instead in October 1970 and adopted a resolution to name I-496 the "Oldsmobile Expressway". The Legislature approved its resolution resulting in two names, one for the founder of the car company, and one for the company itself. The council member who introduced the city's resolution criticized the Legislature for taking action without consultation. The state resolution was intercepted before it could be sent to the Michigan Department of State Highways, and the freeway opened on December 18, 1970, with the "Oldsmobile Expressway" name. On August 21, 1972, during the celebrations for the 75th anniversary of Oldsmobile, Senate Concurrent Resolution 345 renamed I-496 the "R.E. Olds Freeway".<ref name=barnett/>

==Future==
The portion of I-496 shared with US 127 is being renovated throughout 2024 and 2025 as a part of the US 127 Corridor Project. The work will widen the highway to three lanes in each direction, reconfigure interchanges, improve bridges, and upgrade lighting conditions, among other changes.<ref>{{cite news |last = Palmer |first = Ken |date = March 10, 2024 |title = US 127 Construction Starts Monday Between I-496 and I-96: Here's What You Need to Know |url = https://www.lansingstatejournal.com/story/news/local/2024/03/10/us-127-construction-lansing-trowbridge-dunckel/72893985007/ |access-date = December 11, 2024 |work = Lansing State Journal }}</ref> As of December 2024, construction on the northbound stretch of I-496/US 127 is complete outside of the Trowbridge Road interchange, and improvements to the southbound stretch are slated to begin in early 2025.<ref>{{cite news |last = Palmer |first = Ken |title = MDOT Reopens NB US 127 Between Interstates 96 and 496 |url = https://www.lansingstatejournal.com/story/news/2024/11/27/northbound-us-127-reopened-ingham-county-lansing/76622899007/ |access-date = December 12, 2024 |work = Lansing State Journal |date = November 27, 2024 }}</ref>

In January 2025, the city of Lansing was awarded a $1 million federal grant to develop a plan to cap portions of I-496.<ref>{{cite news |last=Ellis |first=Mike |date = January 15, 2025 |title=I-496 Destroyed a Black Neighborhood in the 1960s. Now, Lansing Looks to Honor Those Residents |url=https://www.lansingstatejournal.com/story/news/local/2025/01/14/i-496-lansing-history-black-neighborhoods-memorial/77691686007/ |access-date=February 2, 2025 |website=Lansing State Journal |language=en-US}}</ref> According to city officials, the current plan is to cap the portion of I-496 between Martin Luther King Jr. Boulevard and Walnut Street. The grant does not cover construction costs.<ref>{{cite news |last=Wheaton |first=Zachariah |date=January 20, 2025 |title=I-496 Cap Closer to Reality Following Federal Grant |url=https://www.wilx.com/2025/01/20/i-496-cap-closer-reality-following-federal-grant/ |access-date=February 2, 2025 |location = Lansing, Michigan |publisher = WILX-TV |language=en}}</ref>

==Exit list==
{{MIinttop|exit|length_ref=<ref name=PRFA>{{cite MDOT PRFA |link= yes |access-date= July 11, 2012}}</ref>}}
{{MIint|exit
|county=Eaton
|cspan=2
|location=Delta Township
|lspan=2
|mile=0.000
|exit=—
|road={{jct|state=MI|I|96|I|69|city1=Grand Rapids|city2=Flint|location3=[[Detroit]]|location4=[[Ft. Wayne, Indiana|Ft. Wayne]]}}
|notes=Exit 95 on I-96/I-69
}}
{{MIint|exit
|mile=1.637
|exit=1
|road=Creyts Road
|notes=Signed as exits 1A (south) and 1B (north) westbound
}}
{{MIint|exit
|county1=Eaton
|county2=Ingham
|location_special=[[Delta Charter Township, Michigan|Delta Township]]–[[Lansing, Michigan|Lansing]] city line
|mile=3.561
|exit=3
|road=Waverly Road
|notes=
}}
{{MIint|exit
|county=Ingham
|cspan=9
|location=Lansing
|lspan=6
|mile=4.545
|exit=4
|type=incomplete
|road=Lansing Road
|notes=Westbound exit and eastbound entrance
}}
{{MIint|exit
|mile=5.306
|mile2=5.403
|exit=5
|road={{jct|state=MI|M|99|dir1=south|name1=[[List of streets named after Martin Luther King Jr.#Michigan|Martin Luther King Jr. Boulevard]]}}
|notes=Northern terminus of M-99
}}
{{MIint|exit
|mile=5.802
|mile2=5.950
|exit=6
|road=Pine Street, Walnut Street – [[Downtown Lansing]]
|notes=
}}
{{MIint|exit
|mile=6.273
|exit=7A
|type=incomplete
|road=Grand Avenue – [[Downtown Lansing]]
|notes=Westbound exit and eastbound entrance
}}
{{MIint|exit
|mile=6.567
|mile2=6.921
|exit=7
|road={{jct|state=MI|BL|96|dab1=Lansing|dir2=west|name2=Pennsylvania Avenue, Cedar Street, Larch Street}}
|notes=Separate exits for Cedar Street and Pennsylvania Avenue, connected by [[collector-distributor road]]s eastbound only; exit 7A is also attached to collector-distributor roads westbound only
}}
{{MIint|exit
|mile=8.576
|exit=8
|type=concur
|road={{jct|state=MI|US|127|dir1=north|city1=Flint|city2=East Lansing}}
|notes=Northern end of US 127 concurrency
}}
{{MIint|exit
|location=East Lansing
|mile=8.748
|exit=9
|road=Trowbridge Road
|notes=
}}
{{MIint|exit
|location=Lansing
|mile=10.912
|exit=11
|road=Dunckel Road, Jolly Road
|notes=
}}
{{MIint|exit
|location=Delhi Township
|mile=11.907
|exit=—
|type=concur
|road={{nowrap|{{jct|state=MI|I|96|city1=Detroit|city2=Grand Rapids}}}}<br>{{jct|state=MI|US|127|dir1=south|city1=Jackson}}
|notes=Exit 106 on I-96; exit 73 on US 127; freeway continues south as US 127
}}
{{jctbtm|keys=concur,incomplete|exit}}

==Related trunkline==
{{main|Capitol Loop}}
{{Infobox road small
|state= MI
|type= Capitol Loop
|length_mi= 2.381
|length_ref= <ref name="PRFA"/>
|location=[[Lansing, Michigan|Lansing]]
|formed= October 13, 1989<ref name=ROW180>{{cite map |author = Michigan Department of Transportation |location = Lansing |publisher = Michigan Department of Transportation |author2 = City of Lansing |name-list-style = amp |map-url = http://mdotwas1.mdot.state.mi.us/public/ROWFiles/files/Ingham/sheet180.pdf |title = Right-of-Way File Application |map = Ingham County |sheet = 180 |access-date = October 15, 2008 |date = August 29, 2007 |scale = Scale not given |map-format = PDF |archive-url = https://www.webcitation.org/5va0llY6P?url=http://mdotwas1.mdot.state.mi.us/public/ROWFiles/files/Ingham/sheet180.pdf |archive-date = January 8, 2011 |url-status = live |oclc = 12843916 }}</ref>
|decommissioned=March 26, 2024<ref name=MOU>{{cite report |author1 = Michigan Department of Transportation |author2 = City of Lansing |date = March 26, 2024 |title = "Memorandum of Understanding Between Michigan Department of Transportation and City of Lansing" |publisher = Michigan Department of Transportation |id = MDOT 2023-0611 |type = Memorandum }}</ref>
}}
The Capitol Loop was a state trunkline highway running through Lansing that was commissioned on October 13, 1989.<ref name=ROW180/> It formed a [[loop route]] off I-496 through downtown near the [[Michigan State Capitol]] complex, home of the [[Michigan State Legislature|state legislature]] and several state departments. However, unlike other business loops in Michigan, it had unique [[reassurance marker]]s—the signs that serve as regular reminders of the name and number of the highway. It was known internally at MDOT as Connector 496 for inventory purposes.<ref name=MGF8C>{{cite web |author = Michigan Department of Information Technology |url = http://www.michigan.gov/documents/Appendix_C_Connector_19295_7.pdf |title = Appendix C: State Trunkline Connector Routes |date = May 1, 2008 |access-date = October 15, 2008 |work = Michigan Geographic Framework |publisher = Michigan Department of Information Technology |archive-url = https://web.archive.org/web/20110522054153/http://www.michigan.gov/documents/Appendix_C_Connector_19295_7.pdf |archive-date = May 22, 2011 |url-status = live |df = mdy-all |author-link = Michigan Department of Information Technology }}</ref> The highway followed a series of one-way and two-way streets through downtown Lansing, directing traffic downtown to the State Capitol and other government buildings.<ref name=googleCL>{{google maps |url= https://maps.google.com/maps?saddr=S+Martin+Luther+King+Jr+Blvd&daddr=42.7326018,-84.55619+to:42.7335723,-84.5492377+to:S+Cedar+St&hl=en&ll=42.733554,-84.557347&spn=0.030387,0.029998&sll=42.726713,-84.555545&sspn=0.030391,0.029998&geocode=FSHziwId4Jr1-g%3BFTkMjAIdYsb1-ikdsaSs18EiiDH0HJhJRWoyyA%3BFQQQjAIdi-H1-inBYoC72MEiiDEtrL8yqDBdGg%3BFT_yiwIdS_L1-g&mra=dpe&mrsp=2&sz=15&via=1,2&t=m&z=15 |title= Overview Map of the Capitol Loop |access-date= October 14, 2008 |link=no}}</ref><ref name=UMMCA>{{cite map |first = David M. |last = Brown |author2 = Universal Map |author2-link = Universal Map |name-list-style = amp |scale = [c. 1:24,000] |location = Blue Bell, Pennsylvania |publisher = Universal Map |title = Michigan County Atlas: Back Roads & Forgotten Places |edition = 2nd |year = 2010 |page = 66 |map = Lansing |isbn = 978-0-7625-6505-4 |oclc = 624374092 }}</ref> Unlike the other streets downtown, the seven streets composing the Capitol Loop were under state maintenance and jurisdiction.<ref name=TOP08>{{cite MDOT map |year= 2008T |inset= Lansing}}</ref>

The loop was originally proposed in 1986 as part of a downtown revitalization effort.<ref name=Andrews2003-05-22>{{cite news |first = Chris |last = Andrews |title = Work Set for Capitol Loop |url = https://www.newspapers.com/clip/21789721/work_set_for_capitol_loop/ |work = Lansing State Journal |date = May 22, 2003 |pages = 1A, [https://www.newspapers.com/clip/21789743/work_set_for_capitol_loop_part_2/ 6A] |issn = 0274-9742 |oclc = 6678181 |access-date = July 12, 2018 |via = Newspapers.com }}</ref> Almost from the beginning before the highway was commissioned in 1989, it was affected by controversial proposals. The first was related to suggestions by community leaders to rename city streets in honor of [[Martin Luther King Jr.]]<ref name=barnett/> Another controversy dealt with rebuilding the streets as part of a downtown beautification project; the downtown business community protested the original scope of construction,<ref name=Sturm2003-10-29>{{cite news |first = Daniel |last = Sturm |title = The 'Big Dig' Causing a Big Flap in Downtown Lansing |work = [[City Pulse]] |location = Lansing, Michigan |date = October 29, 2003 |oclc = 48427464 }}</ref> and the Lansing City Council threatened to cancel the project in response to the controversy.<ref name=Murphy2003-11-04>{{cite news |first = Shannon |last = Murphy |title = City to Seek Options for Capitol-Area Road Work |url = https://www.newspapers.com/clip/21789769/city_to_seek_options_for_capitolarea/ |work = Lansing State Journal |date = November 4, 2003 |pages = 1B, [https://www.newspapers.com/clip/21789792/city_to_seek_options_for_capitolarea/ 2B] |issn = 0274-9742 |oclc = 6678181 |access-date = July 12, 2018 |via = Newspapers.com }}</ref> In 2010, additional controversies surfaced regarding the posting and enforcement of speed limits on city streets in Michigan, including the streets that make up the Capitol Loop.<ref name=Kolp2010-06-02>{{cite news |first = Stephanie |last = Kolp |title = Some Speeding Tickets Being Waived |url = http://www.wlns.com/Global/story.asp?S=12583883 |publisher = [[WLNS-TV]] |location = Lansing, Michigan |date = June 2, 2010 |access-date = July 21, 2010 |archive-url = https://web.archive.org/web/20110717174823/http://www.wlns.com/Global/story.asp?S=12583883 |archive-date = July 17, 2011 |url-status = dead |df = mdy-all }}</ref>

The length of the Capitol Loop that ran independent of BL I-96 was transferred to the City of Lansing on March 26, 2024.<ref name=MOU/> The city has been converting streets from [[one-way traffic]] to two-way since 2022,<ref>{{cite news |last = Ellis |first = Mike |date = April 23, 2024 |title = Lansing Halts MLK Jr. Blvd. Remake Near Downtown Due to Protests, Criticism |url = https://www.lansingstatejournal.com/story/news/local/2024/04/23/mlk-boulevard-lansing-median-removal-westside-neighborhood/73424021007/ |work = Lansing State Journal |access-date = April 24, 2024 }}</ref> including plans to convert Ottawa and Allegan streets during 2024.<ref>{{cite news |last = Thakkar |first = Arjun |date=February 29, 2024 |title = Michigan Avenue, MLK Redesigns on Lansing's 2024 Construction Agenda |url = https://www.wkar.org/wkar-news/2024-02-29/michigan-avenue-mlk-redesigns-on-lansings-2024-construction-agenda |work = WKAR Public Media |location = Lansing, Michigan |publisher = [[w:WKAR-FM|WKAR-FM]] |access-date=April 24, 2024 }}</ref> With the transfer, the Capitol Loop designation was removed from the state highway system.

==See also==
*{{portal-inline|Michigan Highways}}

==References==
{{Reflist}}

==External links==
{{commons category|Interstate 496}}
{{Attached KML|display=inline,title}}
*{{osmrelation-inline|184734|I-496}}
*[http://www.michiganhighways.org/listings/MichHwys250-696.html#I-496 I-496] at Michigan Highways
*[http://www.kurumi.com/roads/3di/ix96.html#496mi I-496] at kurumi.com
*[http://www.interstate-guide.com/i-496_mi.html I-496] at AA Roads Interstate Guide

{{I-96 aux}}
{{featured article}}

{{DEFAULTSORT:I496}}
[[Category:Interstate Highways in Michigan|96-4]]
[[Category:Auxiliary Interstate Highways|96-4]]
[[Category:Interstate 96|4]]
[[Category:Transportation in Eaton County, Michigan]]
[[Category:Transportation in Ingham County, Michigan]]

Oregon Route 126

2025-07-16T17:06:45Z

2600:1700:6180:6290:3C39:F04A:D236:D649: /* External links */

{{short description|State highway in Oregon}}
{{Redirect|McKenzie Highway|the Canadian highway|Mackenzie Highway}}
{{Use American English|date=April 2025}}
{{Use mdy dates|date=November 2020}}
{{Infobox road
| state = OR
| type = OR
| route = 126
| map = {{maplink|frame=yes|plain=yes|frame-align=center|frame-width=290|frame-height=240|type=line|from=Oregon Route 126.map}}
| map_custom = yes
| map_notes = OR 126 highlighted in red; business route highlighted in green
| length_mi = 204.63
| length_ref = <ref>{{cite web |url=http://worldofsigns.com/signs/3229/oregon-route-126/ |title=Oregon Route 126 |website=worldofsigns.com |access-date=December 31, 2020}}</ref>
| direction_a = West
| terminus_a = {{Jct|state=OR|US|101}} in [[Florence, Oregon|Florence]]
| junction = {{plainlist|
*{{Jct|state=OR|I|5}} in [[Eugene, Oregon|Eugene]]
*{{Jct|state=OR|US|20}} in [[Sisters, Oregon|Sisters]]
*{{Jct|state=OR|US|97}} in [[Redmond, Oregon|Redmond]]
}}
| direction_b = East
| terminus_b = {{Jct|state=OR|US|26}} in [[Prineville, Oregon|Prineville]]
| established = 1964
| history = Preceded by US 126 (est. 1926)
| browse = {{or browse|previous_type=OR|previous_route=120|next_type=OR|next_route=127}}
{{or browse|previous_type=OR|previous_route=104|route=[[File:I-105.svg|x20px]]|next_type=OR|next_route=120}}
| counties = [[Lane County, Oregon|Lane]], [[Deschutes County, Oregon|Deschutes]], [[Crook County, Oregon|Crook]]
}}

'''Oregon OR 126''' ('''OR 126''') is a {{convert|204.63|mi|km|adj=mid|-long}} [[State highway (US)|state highway]] that connects coastal, [[Western Oregon|western]], and [[Central Oregon|central]] parts of the U.S. state of [[Oregon]]. A short [[freeway]] section of OR 126 in [[Eugene, Oregon|Eugene]] and [[Springfield, Oregon|Springfield]] is [[Concurrency (road)|concurrent]] with '''Interstate 105''' ('''I-105''').

==Route description==

===Florence to Eugene===

The western terminus of OR 126 is in [[Florence, Oregon|Florence]] at a junction with [[U.S. Route 101 in Oregon|US 101]], the main north–south route along the Oregon Coast. The junction is located north of downtown Florence near the [[Florence Municipal Airport|municipal airport]] and the mouth of the [[Siuslaw River]], which empties into the nearby [[Pacific Ocean]]. OR 126 travels east on the '''Florence-Eugene Highway No. 62''' (see [[Oregon highways and routes]]), which follows the Siuslaw River and the [[Coos Bay Rail Line]] out of Florence and into the [[Siuslaw National Forest]] and the foothills of the [[Oregon Coast Range|Coast Range]]. The highway turns north along a bend in the river to reach [[Mapleton, Oregon|Mapleton]], where it intersects [[Oregon Route 36|OR 36]] and leaves the river and railroad for Knowles Creek.<ref name="googlemaps">{{google maps |title=Oregon Route 126 |url=https://www.google.com/maps/dir/43.9746457,-124.1031074/44.3028695,-120.8584999/@44.2050882,-123.041222,205138m/am=t/data=!3m2!1e3!4b1!4m14!4m13!1m10!3m4!1m2!1d-123.1074906!2d44.0521489!3s0x54c11e71c14b9b5b:0xa2a83f6f44703095!3m4!1m2!1d-123.092999!2d44.06267!3s0x54c11e061d39cd27:0xd1b885104127decd!1m0!3e0 |accessdate=December 12, 2022}}</ref><ref name="ODOT-Map">{{cite map |author=ODOT Geographic Information Services Unit |date=April 5, 2019 |title=Oregon 2019–2021 Official Highway Map |at=[https://www.oregon.gov/odot/Data/Documents/Map_Official_State_Back.pdf Eugene–Springfield and Vicinity] inset |url=https://www.oregon.gov/odot/Data/Documents/Map_Official_State_Front.pdf |publisher=[[Oregon Department of Transportation]] |accessdate=December 12, 2022}}</ref> OR 126 continues east along the creek to the Ralph A. Petersen Tunnel, a {{convert|1,450|ft|m|adj=mid}} long tunnel that opened in 1957.<ref name="RG-Tunnel1988">{{cite news |date=October 22, 1988 |title=Mapleton tunnel to be renamed |page=2B |work=The Register-Guard |url=https://news.google.com/newspapers?id=9vJVAAAAIBAJ&sjid=luEDAAAAIBAJ&pg=7068%2C5392362 |via=Google News Archive |accessdate=July 22, 2016}}</ref>

[[File:Driving Through the Petersen Tunnel.ogv|thumb|right|The Petersen Tunnel, heading east]]

From the tunnel, the highway descends from the mountains along Turner Creek to briefly rejoin the Siuslaw River and the Coos Bay Rail Line. OR 126 and the railroad split from the river to follow Wildcat Creek northeast to Cougar Pass, which marks the boundary between the Siuslaw and [[Willamette River|Willamette]] river basins. The highway descends into the [[Willamette Valley]] and passes through the town of [[Veneta, Oregon|Veneta]] and along the south shore of the [[Fern Ridge Reservoir]].<ref name="googlemaps"/> It also joins a section of the Coos Bay Rail Line as it approaches [[Eugene, Oregon|Eugene]].<ref name="OR-RailMap">{{cite map |date=July 22, 2022 |title=State of Oregon Railroads, 2022 |url=https://www.oregon.gov/odot/Data/Documents/Railroads.pdf |publisher=Oregon Department of Transportation |accessdate=January 1, 2023}}</ref>

In the western outskirts of Eugene, OR 126 intersects [[Oregon Route 569|OR 569]], which forms a northern bypass of Eugene. The highway follows Amazon Creek on West 11th Avenue towards downtown Eugene, turning north onto Garfield Street for five blocks. It then becomes concurrent with [[Oregon Route 99|OR 99]], which travels through downtown Eugene on a pair of [[one-way pair|one-way streets]]: West 7th Avenue for eastbound traffic and West 6th Avenue for westbound traffic. At a junction with Washington and Jefferson streets, OR 126 turns north onto a freeway, which is designated as Interstate 105 (I-105).<ref name="googlemaps"/><ref name="ODOT-Map"/>

In January 2016, the Oregon Legislature passed SB 5, designating OR 126 between Florence and Eugene as "'''[[William Tebeau]]''' '''Memorial Highway''',"<ref>{{Cite web |title=The Oregonian, Your Government, 2015 Session, Senate Bill 5, Provides that portion of State Highway 126 between Florence and Eugene shall be known as William Tebeau Memorial Highway |url=http://gov.oregonlive.com/bill/2015/SB5/ |access-date = January 29, 2016 |website=Oregon Live |year=2016}}</ref> named after a pioneering [[Oregon Department of Transportation|ODOT]] engineer.

===Freeway section===

{{Infobox road small
|state=OR
|type=I
|route=105
|location=[[Eugene, Oregon]]
|length_mi=3.49
|length_ref=<ref name="FHWA-log">{{cite web |title=Table 2: Auxiliary 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/table02.cfm |publisher=Federal Highway Administration |date=December 31, 2016 |access-date=December 22, 2017}}</ref>
|length_round=
|formed=
}}

At the junction with Washington and Jefferson streets in downtown Eugene lies the western terminus of '''Eugene-Springfield Highway No. 227''', an east-west [[freeway]] through the Eugene-Springfield metropolitan area. OR 126 is routed along this freeway for its entire length, and I-105 is routed along the first {{convert|3.5|mi|km}} until the interchange with [[Interstate 5 in Oregon|I-5]].

The bridge and viaduct carrying the first {{convert|1.5|mi|km}} of I-105 are sometimes known as the Washington-Jefferson Street Bridge.<ref name="ERG-Priorities1962">{{cite news |date=March 18, 1962 |title=Highway Priorities Listed By County, City Officials |page=9A |work=Eugene Register-Guard |url=https://www.newspapers.com/clip/114131769/highway-priorities-listed-by-county/ |via=[[Newspapers.com]] |accessdate=December 4, 2022}}</ref> After crossing the [[Willamette River]], passing two exits, and entering Springfield, I-105 ends at an interchange with [[Interstate 5 in Oregon|I-5]], and OR 126 continues east then turning south, with the freeway terminating at Main Street ([[OR 126 Business]]) in the [[Thurston, Springfield, Oregon|Thurston]] neighborhood of the city's east end.

In December 2011 the section of highway from the Washington-Jefferson Street Bridge to Springfield was renamed '''Officer Chris Kilcullen Memorial Highway''' to commemorate the fallen [[Eugene Police Department]] officer who was fatally wounded while conducting a traffic stop on the highway in April 2011.<ref>{{cite web |title=Officer Chris Kilcullen Memorial Highway signs unveiled, dedicated |url=http://www.kmtr.com/news/local/story/Officer-Chris-Kilcullen-Memorial-Highway-signs/064QHH3QM0SLfud-9g65jQ.cspx |publisher=KMTR-TV}}</ref>

===Springfield to Prineville===

OR 126 continues east as '''McKenzie Highway No. 15''' and the '''McKenzie River Scenic Byway''',<ref>{{cite web |title=McKenzie River Scenic Byway |date=August 31, 2018 |url=https://traveloregon.com/things-to-do/trip-ideas/scenic-drives/mckenzie-river-scenic-byway/ |publisher=Travel Oregon}}</ref> flanking the McKenzie River for most of its length from Springfield into the Cascade Range. It turns north at Belknap Springs and follows the '''Clear Lake–Belknap Springs Highway No. 215''', passing the eponymous [[Clear Lake (Linn County, Oregon)|Clear Lake]]. The highway merges with [[U.S. Route 20 in Oregon|US 20]] near Crescent Mountain and begins a concurrency that continues through Santiam Junction (the terminus of [[Oregon Route 22|OR 22]]) and [[Sisters, Oregon|Sisters]] as '''Santiam Highway No. 16'''. [[Oregon Route 242|OR 242]] is an alternative route between Belknap Springs and Sisters that travels between Mount Washington and the Three Sisters.

East of Sisters, OR 126 splits from US 20 (which turns southeast towards [[Bend, Oregon|Bend]]) and continues east onto the '''Sisters-Redmond Highway''' and resumes its designation as '''McKenzie Highway No. 15'''. The highway crosses [[Deschutes River]] and travels through [[Redmond, Oregon|Redmond]], where it is briefly concurrent with [[U.S. Route 97 in Oregon|US 97]]'s bypass of the city. OR 126 travels southeast on '''Ochoco Highway No. 41''' from Redmond, passing its [[Roberts Field|commercial airport]], to reach its eastern terminus at [[U.S. Route 26 in Oregon|U.S. Route 26]] (US 26) in [[Prineville, Oregon|Prineville]].

{{clear}}

==History==
[[File:US 28 Oregon 1948.svg|thumb|100px|(1926–February 1, 1952)]]
[[Image:US 126 (1961).svg|thumb|100px|(February 1, 1952–1972)]]
In 1926, the route between Florence and [[Ontario, Oregon|Ontario]] was designated as [[U.S. Route 28|US 28]]. The Junction City-Florence section of the highway ran roughly along what are now OR 36 and OR 126.

In 1937, the same year a new [[U.S. Route 99 in Oregon|US 99]] alignment between Eugene and Junction City opened, US 28 was truncated and its western terminus moved to Glenwood (between Eugene and Springfield).

On February 1, 1952, US 28 was eliminated from the [[United States Numbered Highway System]]. The highway was redesignated [[U.S. Route 26 in Oregon|US 26]] between the Oregon-Idaho border and Prineville (and then continuing north and west through [[Portland, Oregon|Portland]] to [[Astoria, Oregon|Astoria]]). The former US 28 section between Prineville and Eugene was then designated '''U.S. Route 126'''.<ref>{{cite news |date=January 11, 1952 |title=Federal Number Due State Roads |page=2 |work=[[Corvallis Gazette-Times]] |url=https://www.newspapers.com/clip/40774739/1952_or_changes_january_11_1952/ |via=Newspapers.com |access-date = December 18, 2019}}</ref>

In 1957 the long-awaited direct route between Eugene and the coast, known as "Route F", was completed.<ref>{{cite news |last=Armstrong |first=John A. |date=July 14, 1957 |title=Far-Seeing Lane County Citizens Push System of Parks To Conserve Natural Sites for Fast Booming Populace |page=32 |work=The Oregonian}}</ref> It was primarily funded by the Lane County government with assistance from the federal government, with the goal of bypassing the longer Stagecoach Road.<ref name="RG-Tunnel1988"/><ref>{{cite news |last=Tims |first=Marvin |date=January 13, 1955 |title=Rt. F Tunnel Likely Project for Summer |page=1A |work=Eugene Register-Guard |url=https://www.newspapers.com/clip/114545684/rt-f-tunnel-likely-project-for-summer/ |via=Newspapers.com |accessdate=December 12, 2022}}</ref> It was proposed as early as the 1930s.<ref>{{cite news |date=January 3, 1934 |title=Short Route Plans Offer Alternatives |pages=[https://www.newspapers.com/clip/114546624/short-route-plans-offer-alternatives/ 1], [https://www.newspapers.com/clip/114546640/short-route-plans-offer-alternatives/ 8] |work=Eugene Register-Guard |url=https://www.newspapers.com/clip/114546624/short-route-plans-offer-alternatives/ |via=Newspapers.com |accessdate=December 12, 2022}}</ref> The Knowles Creek tunnel was opened to traffic on June 4, 1957, and was later renamed for Ralph A. Petersen, a Lane County commissioner who had lobbied for the highway's construction.<ref name="RG-Tunnel1988"/> The state of Oregon formally named the new route the '''Eugene-Mapleton Highway''', but did not assign it a route number until 1964, when it became OR 126.<ref>{{cite news |date=July 16, 1964 |title=Road Board Ends Tour |page=8 |work=[[Albany Democrat-Herald]] |agency=UPI |url=https://www.newspapers.com/clip/41010365/road_board_ends_tour/ |via=Newspapers.com |access-date = December 23, 2019}}</ref> Highway authorities agreed to the duplication as a temporary one, as US 126 would soon disappear under the ongoing elimination of three-digit U.S. Routes lying entirely within one state.

A freeway bypass of OR 126 in Downtown Eugene, named the Q Street Freeway, was planned in the late 1950s and incorporated into the [[Interstate Highway System]] as I-105.<ref>{{cite news |date=February 1, 1961 |title=Q Street Extension Meets General Approval at Hearing |page=1B |work=Eugene Register-Guard |url=https://www.newspapers.com/clip/114131749/q-street-extension-meets-general/ |via=Newspapers.com |accessdate=December 4, 2022}}</ref><ref>{{cite news |last=Jaques |first=Tom |date=March 9, 1960 |title=Eugene-Springfield Freeway Drivers to Face Small Forest of Directional Signs |page=1A |work=Eugene Register-Guard |url=https://www.newspapers.com/clip/114131921/eugene-springfield-freeway-drivers-to/ |via=Newspapers.com |accessdate=December 4, 2022}}</ref> Initial plans called for its route to follow Q Street from Coburg Road in Eugene (near the Delta Highway) to Mill Street in northern Springfield, with further extensions at both ends.<ref>{{cite news |last=Robinson |first=Don |date=February 25, 1962 |title=Now Who Has the Money? |page=11 |work=Eugene Register-Guard |url=https://www.newspapers.com/clip/114131683/now-who-has-the-money/ |via=Newspapers.com |accessdate=December 4, 2022}}</ref> The freeway would reach Downtown Eugene by following the Washington and Jefferson Street Bridge over the Willamette River, which had already been planned by the city government.<ref>{{cite news |last=Frear |first=Sam |date=August 29, 1963 |title=Traffic Relief Plea Made |page=1B |work=Eugene Register-Guard |url=https://www.newspapers.com/clip/114131759/traffic-relief-plea-made/ |via=Newspapers.com |accessdate=December 4, 2022}}</ref><ref>{{cite news |date=September 29, 1963 |title=Plans Afoot to Untangle River Road Traffic |page=3D |work=Eugene Register-Guard |url=https://www.newspapers.com/clip/114131667/plans-afoot-to-untangle-river-road/ |via=Newspapers.com |accessdate=December 4, 2022}}</ref> An eastern extension to Highway 126 near Springfield was also planned by the state government, but Lane County officials requested a longer route to avoid more of Springfield.<ref name="ERG-Priorities1962"/> The completed Eugene section of I-105 was dedicated by Governor [[Tom McCall]] on October 25, 1967, along with improvements to US 126 in Springfield.<ref>{{cite news |date=October 26, 1967 |title=Governor Lauds Lane Highways |page=B1 |work=Eugene Register-Guard |url=https://news.google.com/newspapers?id=j_soAAAAIBAJ&sjid=5OADAAAAIBAJ&pg=4870%2C5771576 |via=Google News Archive |access-date = July 22, 2020}}</ref>

In 1972, the [[American Association of State Highway Officials]] dropped US 126 from its highway system. The state of Oregon promptly redesignated the Prineville-Eugene section of the former U.S. Route, and the Mapleton-Florence section of OR 36, as OR 126.

===Prior routes===
The routes of OR 126 and its predecessors have changed numerous times over the years. The original route of US 28 from Florence to Eugene ran through [[Junction City, Oregon|Junction City]], and overlapped [[U.S. Route 99 in Oregon|US 99]] (now [[Oregon Route 99|OR 99]]) from there south to Eugene. The route between Junction City and Brickerville is now [[Oregon Route 36|OR 36]]; the original route of US 28 west of Brickerville is no longer on the state highway system.

In 1972, US 126 was eliminated and OR 126 through the Eugene-Springfield area was routed onto a newly constructed freeway through north and east Springfield, and then the older I-105 at Eugene. The portions of the former US 126 rolling through downtown Springfield and Eugene were designated as the OR 126 business route.<ref>{{cite web |publisher=oroads.com |title=Interstate 105 |url=https://www.angelfire.com/or3/oroads/roads/i105/index.html |access-date = October 2, 2007}}</ref>

The place where OR 126 and its predecessors cross the [[Cascade Range|Cascades]] has changed over the years. Originally, the highway was routed over [[McKenzie Pass]], a high mountainous route that frequently was closed in winter due to poor road conditions. In 1962, the Clear Lake Cutoff was constructed between [[Clear Lake, Oregon|Clear Lake]] and [[Belknap Springs, Oregon|Belknap Springs]], connecting the McKenzie Highway to the [[Santiam Highway]] ([[U.S. Route 20 in Oregon|US 20]]) to the north. US 126 was re-routed over the cutoff and ran concurrently with US 20 east over the Cascades to Sisters, where it resumes its original course. The stretch of the McKenzie Highway between Belknap Springs and Sisters is now designated as [[Oregon Route 242|OR 242]]. OR 242 is primarily a scenic route and is not plowed in wintertime.<ref>[http://mckenzie.orenews.com/visitorguide/eastmckbr.html East of McKenzie Bridge] {{webarchive |url=https://web.archive.org/web/20061211143503/http://mckenzie.orenews.com/visitorguide/eastmckbr.html |date=December 11, 2006}}</ref>

===Proposed expansions===
Currently, the route of Oregon OR 126 through western Eugene runs along several [[surface street]]s, most notably including West 11th Avenue. This route is well known in the Eugene area for traffic problems. Several projects have been proposed to deal with this; however, none has met with community approval.

A new proposed alignment of OR 126, the ''West Eugene Parkway'' is being planned by transportation authorities (but is facing fierce opposition from activists opposed to the parkway). The proposed parkway, a limited-access [[Limited-access road|expressway]] with some at-grade intersections and some interchanges, would run north of the current West 11th alignment. Transportation planners have argued that the new route is necessary to fight congestion in Eugene and its western suburbs and that the highway would facilitate traffic and growth in the year 2025. Highway opponents note that world petroleum supplies will likely be in decline long before the road would be completed, and therefore modest fixes to existing roads would be sufficient.

The [[Roosevelt Freeway (Oregon)|Roosevelt Freeway]] was a [[freeway]] proposed in the 1960s and planned in the 1970s, which would serve as a new alignment of OR 126 through west Eugene. It was cancelled in 1978 due to [[Highway revolts in the United States|community opposition]].

Construction on the parkway was set to begin in 2006 though land-use appeals and lack of funding delayed and ultimately prevented groundbreaking on the project.<ref>{{Cite web| title=West Eugene Parkway Assessment | url=https://www.udall.gov/SupportFiles/CaseBriefings/pdf/1040PR06.pdf | archive-url=https://web.archive.org/web/20150911013043/http://www.udall.gov/SupportFiles/CaseBriefings/pdf/1040PR06.pdf | archive-date=2015-09-11}}</ref>

====Roosevelt Freeway====
The '''Roosevelt Freeway''' was a proposed freeway alignment of OR 126 through [[Eugene, Oregon]] and its western suburbs. The project was canceled in 1972, largely due to the Oregon [[Highway revolts in the United States|freeway revolts]].

The freeway was proposed to go north of the current OR 126 alignment along West 11th Avenue, Roosevelt Boulevard and the Willamette River near the Whitaker neighborhood, and connect to the current I-105 just south of the Washington-Jefferson Street Bridge.<ref>{{cite web |url=http://www.permatopia.com/wetlands/1967.html |title=Eugene's 1967 Highway Plan |publisher=Permatopia.com |access-date = August 11, 2012}}</ref> (A proposed eastward extension of the project, the '''Skinner Butte Freeway''', never made it off the drawing board).

The freeway was designed to solve a longstanding traffic issue in Eugene, the inadequacy of West 11th Avenue (a neighborhood arterial) to handle long-haul and commuter traffic. Many commuters, as well as state transportation officials, strongly desired to build the freeway. Plans for the freeway were completed in the mid-1970s, and the state of Oregon had begun buying up property for the right-of-way. A [[ramp stub]] currently exists on I-105, where the interchange with the Roosevelt Freeway would have been.

[[Image:Interstate105ghostramp eugene oregon.jpg|thumb|300px|This [[ramp stub]], as seen from the west side of Skinner Butte, was supposed to provide access to the canceled Roosevelt Freeway from Interstate 105.]]

However, the freeway proved to be unpopular with Eugene residents, due to its impact on existing neighborhoods and riverfront access. In 1978, the so-called "T-2000" transportation plan was adopted, which effectively killed the Roosevelt Freeway by removing it from the plan's list of transportation projects. The plan did call for an east–west corridor through west Eugene, but for a scaled-down version. The mothballed West Eugene Parkway, a non-freeway route on a similar alignment, was seen by supporters and critics alike as an implementation of these plans.

====West Eugene Parkway====
{{More citations needed section|date=May 2010}}
The '''West Eugene Parkway''', or WEP, was a proposed re-alignment of OR 126 through the western parts of Eugene and its suburbs. OR 126 runs through west Eugene along several [[surface street]]s, including West 11th Avenue, which is well known for its traffic problems. The proposed route, a limited-access [[Limited-access road|expressway]] with some at-grade intersections and one interchange, would have run north of the current West 11th alignment, terminating at the western terminus of the Sixth-Seventh Avenue couplet carrying [[Oregon Route 99|OR 99]] through west Eugene. The project proved to be highly controversial. In July 2006, [[Oregon Department of Transportation|ODOT]] suspended work on it, and recommended a no-build alternative to the [[Federal Highway Administration]].<ref>[http://www.oregon.gov/ODOT/HWY/REGION2/wep.shtml Northwest Region- Region 2 West Eugene Parkway Project] {{webarchive |url=https://web.archive.org/web/20070507124030/http://www.oregon.gov/ODOT/HWY/REGION2/wep.shtml |date=May 7, 2007}}</ref>

Transportation planners argued that the new route is necessary to fight [[traffic congestion]] in Eugene and its western suburbs and that the highway would facilitate traffic and growth in the year 2025.

Opponents to the parkway have several reasons for their objection:
* The route is not needed; further road construction is a symptom of [[urban sprawl]] and better [[land use planning]] is the solution
* The route will encourage further development and urban sprawl in west Eugene
* World petroleum supplies will likely be in decline long before the road would be completed, and therefore modest fixes to existing roads would be sufficient
* The proposed route will disrupt environmentally-sensitive areas, including [[wetlands]] near the proposed alignment
* The parkway is just a resurrection of the old Roosevelt Freeway proposal (canceled in 1972), and calling the proposed project a "parkway" is deceptive
* The proposed route will just dump more traffic in Eugene's downtown core. The project fails the federally mandated "independent utility" test, and is thus illegal, because public transportation projects must be self-standing, according to federal law. It is alleged that construction of the parkway will raise traffic on Sixth and Seventh Avenues to unacceptable levels, requiring construction of a new highway through downtown. If such a design element was included in the current plan, such inclusion would likely lead to its cancellation.
* Funds spent on the project (officially $169 million) would be better spent on other improvements to the area transportation network.
* Over the past 20 years Eugene City Planning required businesses build along the West 11th corridor to place their parking lots ''behind'' their buildings, resulting in many buildings erected close to the existing street. Construction of the proposed parkway would require widening of the current road, forcing many of these businesses to close or relocate. Consequently, the project was opposed by many business owners along the route.

On June 18 and 19, 2001, the City of Eugene, Lane County, the Oregon Department of Transportation (ODOT), the Federal Highway Administration (FHWA) and the Bureau of Land Management (BLM), among others, held a two-day "West Eugene [[Charrette]]" to discuss the future of the project. Most participants were supporters of the highway, but at the end of the conference agreed to select the "no-build" option. This consensus was not implemented, although ODOT and FHWA continued to spend millions, for a time, on the environmental impact statement.<ref>{{cite web |url=http://www.permatopia.com/wetlands/nobuild.html |title=Report on WEP charette |publisher=Permatopia.com |access-date = August 11, 2012 |archive-url = https://web.archive.org/web/20060819061223/http://www.permatopia.com/wetlands/nobuild.html |archive-date = August 19, 2006 |url-status = dead}}</ref>

Supporters, and the government agencies involved in the planning of the project, pointed to the fact that the parkway proposal has been approved by city voters in two referendum elections, most recently in 2001. Opponents note that the election was 51 to 49, and that proponents claimed "The Money Is There" when selling the project. The official price tag for the WEP was $88 million in 2001, but a 2004 estimate by local and state governments predicts the cost is really $169 million. Few WEP proponents support tax increases to pay for the highway.

On October 26, 2005, the Eugene City Council voted 5-4 to withdraw the city's support for the project, although the City of Eugene has continued its agreement with ODOT to assume responsibility for maintaining part of the road. The city also owns the property for the parkway that has not yet been transferred to the BLM nature preserve for conservation and restoration.

In July 2006, ODOT withdrew its support of the project, effectively stopping further progress.

==Business route==
{{Infobox road small
|state=OR
|type=OR-Bus
|route=126
|location=[[Eugene, Oregon|Eugene]] – [[Springfield, Oregon|Springfield]]
|length_mi=6.64
|length_ref=<ref name="OR-Straightline-015"/>
|formed=
}}

'''OR 126 Business''' is a state [[business route]] of OR 126 that travels for {{convert|6.64|mi|km}} through the central districts of [[Eugene, Oregon|Eugene]] and [[Springfield, Oregon|Springfield]]. It also forms the westernmost part of '''McKenzie Highway No. 15''' under Oregon's named highways system.<ref name="OR-Straightline-015">{{cite web |date=August 2016 |title=Straightline Charts: McKenzie Highway No. 15 |url=https://www.oregon.gov/odot/Data/Documents/SLC_Hwy015.pdf |publisher=Oregon Department of Transportation |accessdate=December 4, 2022 |archive-date=September 23, 2018 |archive-url=https://web.archive.org/web/20180923052628/https://www.oregon.gov/ODOT/Data/Documents/SLC_Hwy015.pdf |url-status=dead }}</ref> At the western terminus of I-105, OR 126 heads west on Sixth Avenue (cosigned with OR 99). From that same terminus, Business OR 126 heads east, also cosigned with OR 99, along Seventh Avenue. This route then proceeds through Eugene's downtown core and turns south at an interchange near the [[Ferry Street Bridge (Eugene, Oregon)|Ferry Street Bridge]].

After two blocks, Business OR 126/OR 99 turns east again on East Broadway, which becomes Franklin Boulevard at Alder Street. Franklin Boulevard separates the south shore of the Willamette River from the northern edge of the [[University of Oregon]] campus.

Past the university campus and surrounding business district, Business OR 126 and OR 99 split. OR 99 joins southbound I-5, while OR 126 continues eastbound through the community of Glenwood. It then crosses the Willamette River and enters the city of Springfield. Business OR 126 continues east through downtown Springfield, eventually rejoining the main stem of OR 126 in the Thurston neighborhood of the city's east end.

==Major intersections==
Note: mileposts do not reflect actual mileage due to realignments.
{{jcttop|exit|length_ref=<ref name=inventory>[[Oregon Department of Transportation]], [http://www.oregon.gov/ODOT/TD/TDATA/rics/PublicRoadsInventory.shtml Public Road Inventory] {{webarchive|url=https://web.archive.org/web/20080224153306/http://www.oregon.gov/ODOT/TD/TDATA/rics/PublicRoadsInventory.shtml |date=February 24, 2008 }} (primarily the Digital Video Log), accessed April 2008</ref>}}
{{ORint|exit
|county=Lane
|cspan=19
|location=Florence
|mile=0.02
|road={{jct|state=OR|US|101|city1=Yachats|city2=Newport|city3=Reedsport|city4=Coos Bay}}
|notes=}}
{{ORint|exit
|location=Mapleton
|mile=14.40
|road={{jct|state=OR|OR|36|dir1=east|city1=Swisshome|city2=Junction City}}
|notes=}}
{{ORint|exit
|location=Veneta
|mile=46.92
|road={{jct|state=OR|OR|200|name1=Territorial Highway|city1=Elmira|city2=Veneta}}
|notes=}}
{{ORint|exit
|location=none
|mile=52.69
|mile2=0.00
|line=y
|place=West end of formerly proposed West Eugene Parkway}}
{{ORint|exit
|location=Eugene
|lspan=7
|mile=3.10
|road={{jct|state=OR|OR|569|dir1=north|to2=to|I|5|OR|99|name1=Beltline Highway|city1=Santa Clara|city2=Springfield}}
|notes=}}
{{ORint|exit
|mile=122.26
|type=concur
|road={{jct|state=OR|OR|99|dir1=north|city1=Eugene Airport|city2=Junction City|extra=airport}}
|notes=West end of OR 99 overlap}}
{{ORint|exit
|mile=123.10
|road=Blair Boulevard
|notes=Former [[Junction City-Eugene Highway]] }}
{{ORint|exit
|mile=123.30
|road=Jefferson Street – [[Lane County Fairgrounds]]
|notes=}}
{{ORint|exit
|mile=123.37
|mile2=0.00
|type=concur
|line=y
|road={{jct|state=OR|OR|99|OR-Bus|126|dir1=south|dir2=east|city1=Downtown Eugene|city2=Springfield}}<br />{{jct|state=OR|I|105|dir1=begins}}
|notes=East end of OR 99 overlap; west end of freeway and I-105 overlap}}
{{ORint|exit
|mile=0.89
|exit=1
|road=[[File:OR 569.svg|25px|alt=|link=]] [[Delta Highway]] to [[OR 569|OR 569]] (Beltline Highway)
|notes=}}
{{ORint|exit
|mile=1.96
|exit=2
|road=Country Club Road, Coburg Road – [[Downtown Eugene, Oregon|Downtown Eugene]]
|notes=}}
{{ORint|exit
|location=Springfield
|lspan=6
|mile=3.50
|exit=4
|type=concur
|road={{jct|state=OR|I|5|city1=Roseburg|city2=Salem|dir2=east}}<br />{{jct|state=OR|I|105|dir1=ends}}
|notes=East end of I-105 overlap; signed as exits 4A (south) and 4B (north); I-5 exits 194A-B}}
{{ORint|exit
|mile=4.67
|exit=—
|road={{jct|state=OR|OR|528|dir1=south|city1=Springfield City Center}}
|notes=}}
{{ORint|exit
|mile=6.09
|exit=—

|road=Mohawk Boulevard
|notes=}}
{{ORint|exit
|mile=7.51
|exit=—
|road=42nd Street – [[Marcola, Oregon|Marcola]]
|notes=Western access to [[Weyerhaeuser]] Complex}}
{{ORint|exit
|mile=9.05
|road=52nd Street
|notes=Eastern access to [[Weyerhaeuser]] Complex}}
{{ORint|exit
|mile=9.05
|place=East end of freeway}}
{{ORint|exit
|location=none
|mile=9.97
|mile2=6.23
|line=yes
|road={{jct|state=OR|OR-Bus|126|dir1=west|city1=Springfield City Center}}
|notes=}}
{{ORint|exit
|location=none
|mile=54.97
|mile2=19.81
|line=y
|road={{jct|state=OR|OR|242|dir1=east|city1=McKenzie Pass|name1=Scenic Route}}
|notes=}}
{{ORint|exit
|county=Linn
|cspan=2
|location=none
|mile=0.00
|mile2=71.69
|line=yes
|type=concur
|road={{jct|state=OR|US|20|dir1=west|city1=Sweet Home|city2=Lebanon|city3=Albany}}
|notes=West end of US 20 overlap}}
{{ORint|exit
|location=Santiam Junction
|mile=74.90
|road={{jct|state=OR|OR|22|dir1=west|city1=Detroit|city2=Salem}}
|notes=}}
{{ORint|exit
|county=Deschutes
|cspan=4
|location=Sisters
|lspan=2
|mile=100.12
|mile2=92.03
|line=yes
|road={{jct|state=OR|OR|242|dir1=west|city1=McKenzie Pass|name1=Scenic Route}}
|notes=}}
{{ORint|exit
|mile=93.07
|type=concur
|road={{jct|state=OR|US|20|dir1=east|city1=Bend|city2=Burns}}
|notes=East end of US 20 overlap}}
{{ORint|exit
|location=none
|mile=107.43
|exit=—
|road=[[Cline Falls Highway]]
|notes=Interchange}}
{{ORint|exit
|location=Redmond
|mile=111.94
|mile2=-0.06
|line=yes
|road={{jct|state=OR|US|97|city1=Madras|city2=Portland|city3=Bend|city4=Klamath Falls}}
|notes=}}
{{ORint|exit
|county=Crook
|cspan=3
|location=Powell Butte
|mile=6.84
|road=Bozarth Road
|notes=Former [[Powell Butte Highway]] }}
{{ORint|exit
|location=Prineville
|lspan=2
|mile=17.92
|road={{jct|state=OR|OR|370|dir1=west|name1=O'Neil Highway|city1=O'Neil|city2=Terrebonne}}
|notes=}}
{{ORint|exit
|mile=18.16
|road={{jct|state=OR|US|26|city1=Madras|city2=Portland|city3=Prineville City Center|city4=John Day}}
|notes=}}
{{jctbtm|exit|keys=concur}}

==See also==
* {{Portal-inline|Oregon}}
* {{Portal-inline|U.S. Roads}}

==References==
{{reflist}}

==External links==
{{Commons category}}
{{attached KML|display=title,inline}}
* "[https://www.jstor.org/stable/20610568 Beginnings of the McKenzie Highway, 1862]" ''[[Oregon Historical Quarterly]]'', 1930
* [https://www.angelfire.com/or3/oroads/roads/i105/index.html I-105] at ORoads
* [http://www.permatopia.com/wetlands.html Wetlands]: West Eugene Transportation, Land and Neighborhood Design Solutions, an alternative to the $200 million WEP
* [http://www2.eugeneweekly.com/2001/01_04_01/coverstory.html West Eugene Parkway controversy] {{Webarchive|url=https://web.archive.org/web/20070927222357/http://www2.eugeneweekly.com/2001/01_04_01/coverstory.html |date=September 27, 2007 }}

{{I-5 aux}}

[[Category:State routes in Oregon|126]]
[[Category:Transportation in Lane County, Oregon]]
[[Category:Transportation in Deschutes County, Oregon]]
[[Category:Transportation in Linn County, Oregon]]
[[Category:Transportation in Jefferson County, Oregon]]
[[Category:Transportation in Crook County, Oregon]]
[[Category:Deschutes National Forest]]
[[Category:Willamette National Forest]]
[[Category:Articles containing video clips]]
[[Category:Transportation in Eugene, Oregon]]