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Interstate 45 (I-45) is an Interstate Highway located entirely within the U.S. state of Texasmarker. It connects the cities of Dallasmarker and Houstonmarker, continuing southeast from Houston to Galvestonmarker on the Gulf of Mexicomarker.

I-45 replaced US 75 over its entire length, although portions of US 75 remained parallel to I-45 until its elimination south of downtown Dallas in 1987. At the south end of I-45, State Highway 87 (formerly part of US 75) continues into downtown Galveston. The north end is at Interstate 30 in downtown Dallas, where US 75 used the Good-Latimer Expressway. A short continuation, known by traffic reporters as the "I-45 overhead", signed as part of US 75, and officially Interstate 345, continues north to the merge with the current end of US 75. Traffic can use Spur 366 to connect to Interstate 35E at the north end of I-345.

The portion of I-45 between Dallasmarker and downtown Houston is known to Dallas residents as the Gulf Freeway, and to Houston residents as the North Freeway. The portion of I-45 between downtown Houston and Galveston is known to Houston residents as the Gulf Freeway. The short elevated section of I-45 near downtown Houston is known as the Pierce Elevated. I-45 and I-345 in the Dallas area, north of the interchanges with Interstate 20 and State Highway 310 (old US 75), is the Julius Schepps Freeway. The Gulf Freeway and North Freeway both include reversible High-occupancy vehicle lanes for buses and other high-occupancy vehicles to and from downtown Houston.

Route description

In addition to the official control cities of Galvestonmarker, Houstonmarker, and Dallasmarker, I-45 serves a number of other communities, including La Marquemarker, League Citymarker, Springmarker, The Woodlandsmarker, Conroemarker, Willismarker, Huntsvillemarker, Madisonvillemarker, Centervillemarker, Buffalomarker, Fairfieldmarker, Corsicanamarker, and Ennismarker.

U.S. Highway 190 joins I-45 for from Huntsville, Texasmarker to Madisonville, Texasmarker. U.S. Highway 287 joins I-45 for from Corsicana, Texasmarker to Ennis, Texasmarker. US 287 signs are only posted (with I-45) from the northern end of Business Loop 45 in Corsicana to the Ellis County line.

Interstate 45 gained notoriety during Hurricane Rita in 2005. Thousands of Houstonmarker area evacuees jammed the roadway trying to leave. As a result, the freeway became a parking lot. Gas stations ran dry and hundreds of people's cars simply ran empty, their occupants having to spend the night along the shoulder. Four-hour drives suddenly became 24-hour drives. Even though the Texas Department of Transportation started contraflow lane reversal at FM 1488, it didn't alleviate the traffic jam deep into the city, as that starting point was even north of The Woodlandsmarker, which is close to Conroemarker, the northern terminus of the greater Houston area.

At just , I-45 is the shortest of the primary interstates (those ending in 0 or 5).

Gulf Freeway

The stretch of I-45 connecting Galveston with Houston is known as the Gulf Freeway. It was the first freeway built in Texasmarker--opened in stages beginning on October 1, 1948, thru a full completion to Galvestonmarker in 1952, as part of U.S. Highway 75. At the north (Houston) end, it connects to the North Freeway via the short Pierce Elevated, completed in 1967. The section north of the curve near Monroe Road/State Highway 3 in southeastern Houston was built on the right-of-way of the former Galveston-Houston Electric Railway, which entered downtown on Pierce Street.

After several interchange, I-45 crosses the Galveston Causewaymarker and passes Tiki Islandmarker. The split with State Highway 6 and State Highway 146 (to State Highway 3) may be the beginning of the Gulf Freeway ; old U.S. Highway 75 south of this junction was upgraded on the spot.

The Gulf Freeway generally parallels State Highway 3 (old US 75) about 1 mile (1.5 km) to the west, bypassing La Marquemarker, Dickinsonmarker and South Houstonmarker. It includes interchange with several other freeways: the Emmett F. Lowry Expressway (Farm to Market Road 1764), NASA Road 1 Bypass (freeway under construction) and the Sam Houston Tollway, meeting the north end of State Highway 3 in southeastern Houstonmarker. (This part of SH 3 — on Winkler Drive and Monroe Road — is not part of old US 75.) A center reversible HOV lane begins just south of the Sam Houston Tollway.

In Houston, I-45 meets Interstate Highway 610 and State Highway 35 at a complicated interchange. At the merge with Spur 5, a short freeway spur to the University of Houstonmarker, elevated collector-distributor roads (also part of Spur 5) begin. The C/D roads and the HOV lane end at Dowling Street, the original end of the Gulf Freeway. Just past Dowling Street is an interchange with U.S. Highway 59 (Eastex Freeway and Southwest Freeway) and State Highway 288 (South Freeway), after which I-45 technically becomes the North Freeway as it runs along the northwest half of the block between Pierce Street and Gray Street as the Pierce Elevated.

The reversible high-occupancy vehicle lane begins in downtown Houston at the intersection of St. Joseph Parkway and Dowling Street, with easy access inbound to St. Joseph Parkway and outbound from Pierce Street. It runs down the median of the Gulf Freeway, mostly at the same level as the main lanes. Ramps are provided for access to and from the following roads:

North Freeway

The North Freeway HOV begins in downtown Houston near the University of Houston–Downtown, with easy access inbound on Milam Street and outbound on Travis Street. Ramps and entrances are provided for access from the following roads:
  • Interstate Highway 10 westbound exit and entrance only — full access
  • Quitman Street — full access
  • Airline Drive (to Crosstimbers Road) - full access
  • N. Shepherd (to N. Shepherd Park & Ride) - full access
  • Farm to Market Road 525 (Aldine-Bender Rd) - full access
  • Kuykendahl Park & Ride — full access
  • Farm to Market Road 1960 (to Spring Park & Ride) - full access
The HOV ends approximately one mile north of the FM1960 exit.

Schepps Freeway

The stretch of I-45 along the Julius Schepps Freeway in Dallas, from the Trinity Rivermarker to Downtown Dallas, is elevated above the surrounding areas for most of its length. As such, when ice storms hit the Dallas area (usually on average 1-2 times per year), the freeway is shut down, and traffic is diverted to State Highway 310 and U.S. Highway 175 which parallel I-45.

I-345 is just 1.4 miles (2.3 km) long and connects the end of I-45 to the end of US 75 along the east side of downtown Dallas. It is signed northbound as US 75 and southbound as I-45.

Lane configuration

From south to north, the following are one-way lane counts are for mainlanes only:
  • 3 lanes between Galveston and FM 1959
  • 4 lanes between FM 1959 and US 59
  • 3 lanes between US 59 and McKinney Street
  • 4 lanes between McKinney Street and Beltway 8
  • 5 lanes between Beltway 8 and Parramatta Lane
  • 4 lanes between Parramatta Lane and S Loop 336, except between Spring Crossing Drive and Lake Woodlands Drive (5 lanes)
  • 2 lanes between S Loop 336 and exit 243
  • 3 lanes between exit 243 and US 175
  • 5 lanes between US 175 and I-30
  • 4 lanes between I-30 to the beginning of the Central Expressway


In the initial assignment of state highways in 1917, Dallas-Fort Worth and Houston were connected by a branch of State Highway 2 (the Meridian Highway), which ran via Wacomarker and Bryanmarker and continued on to Galveston. The more direct route followed by I-45 was not initially part of the system between Richlandmarker and Huntsvillemarker; this cutoff was added by 1919 as State Highway 32, and U.S. Highway 75 was assigned to the alignment in 1926. Prior to the coming of the Interstate Highway System in the late 1950s, the only improvements to US 75 in Texas beyond building a two-lane paved roadway were in the Houston and Dallas areas. However, the highways in and near these cities included some of the first freeways in the state: the Gulf Freeway (Houston) and the Central Expressway (Dallas).

Gulf Freeway (Houston to Galveston)

The Galveston-Houston Electric Railway began operating an interurban between those cities on December 5, 1911, and last ran on October 31, 1936, though the Houston Electric Company, operator of Houston's city transit system, continued to run trains on the portion between downtown and Park Place. A proposal for a "super-highway" between the cities was first made in 1930, and Houston Mayor Oscar Holcombe began to work towards it later that decade. He announced an agreement with the Houston Electric Company on April 12, 1940, through which the company could convert its four remaining lines to buses, in exchange for the right-of-way used by the Park Place line. This line was last used on June 9, 1940, the last day of streetcar service in Houston; the replacement is still operated by METRO as the 40 along Telephone Road.

Before the new highway was built, U.S. Highway 75 followed Galveston Road (now mostly State Highway 3), Broadway Street, and Harrisburg Boulevard into downtown Houston. State Highway 225 carried traffic from La Portemarker along La Porte Road to US 75 in Harrisburg, and State Highway 35 connected Alvinmarker with downtown Houston along Telephone Road and Leeland Street. Plans made in October 1943, when the Texas Transportation Commission signed an agreement with Houston and Harris Countymarker, referred to the new bypass as a relocation of US 75. Drawings were released by the state on January 31, 1946, and included almost continuous frontage roads, broken only at railroad crossings. Although the freeway ended at Live Oak Street, a so-called "four-street distribution system" of four one-way streets, timed for 30 miles per hour (50 km/h), carried traffic to Main Street. Initially, the two southwestern streets — Pierce Street and Calhoun Avenue (now St. Joseph Parkway) - carried traffic towards the freeway, and the other two — Jefferson and Pease Streets — carried exiting traffic; once the freeway was completed far enough to allow US 75 to be marked along it, Pease and Pierce Streets carried that highway to Fannin Street.Rand McNally & Company, Houston, Texas, 1953, published by Sinclair Oil

The first freeway dedication in the state took place at 7 p.m. on September 30, 1948, at the overpass over Calhoun Road by the University of Houstonmarker. The roadway between downtown and Telephone Road was opened to traffic after speeches, but lacked an official name, being called the "Interurban Expressway", after the rail line that it replaced, by the press. Mayor Holcombe quickly started a contest to assign a name, and the city chose the winning entry on December 17, 1948. Sara Yancy of Houston Heights won $100 for her submission of "Gulf Freeway", named for the Gulf of Mexicomarker that the highway would reach when completed. The freeway was extended to Griggs Road in February 1951, Reveille Street (onto which SH 35 was realigned) in July 1951, and was completed to the Galveston Causewaymarker on August 2, 1952, with a ceremony on the bridge over Farm to Market Road 517 near Dickinsonmarker. However, beyond Reveille Street, the road was not built to freeway standards, with 32 at-grade intersections, though no traffic signals. The highway curved away from the old interurban right-of-way near Monroe Road, about where the Park Place streetcar line had ended. In December 1952, a short spur, now part of Interstate 610, was opened to connect with SH 225. A three-way split in the northwest part of Park Place, near where Gulfgate Shopping Center opened in 1956, carried non-stop traffic to and from SH 35 and SH 225. This split was also the location of a lane drop; the roadway carried six lanes (three in each direction) between Houston ond the interchange, and four beyond to Galveston. After the new US 75 was completed, the old road between downtown and South Houstonmarker was dropped from the state highway system, while the remainder became State Highway 3, connecting to the Gulf Freeway via Winkler Drive, effective August 20, 1952.Texas Department of Transportation, Highway Designation File: State Highway No. 3

The first major change was made in preparation for the North Freeway connection, when the directions of Calhoun Avenue and Jefferson Street were swapped so that they would alternate. A bridge, dated 1954, was built to carry traffic from Jefferson Street over traffic to Jefferson Street, and US 75 was moved to Calhoun Avenue northbound,General Drafting Company, Houston, 1955, published by Humble Oil soon crossing downtown on the one-way pair of Calhoun Avenue and Pierce Street to the new North Freeway.General Drafting Company, Houston, 1958, published by Humble Oil A median barrier was added in 1956 to prevent crossover accidents. Southeast of downtown Houston, the at-grade intersections proved dangerous, and only two had been replaced with interchanges by 1959, when the Texas Highway Department began a program to upgrade the road to full freeway standards. Frontage roads would be required along the entire highway, since the state had not purchased access rights, and so abutting property owners were able to build driveways to the road. To accomplish this, traffic was shifted to the newly-built frontage roads so that the central main lanes could be reconstructed. This grade separation was completed from Houston to Almeda-Genoa Road (exit 34) in June 1959, Farm to Market Road 1959 (exit 30) in October 1964, Farm to Market Road 518 (exit 23) in December 1970, and Farm to Market Road 1764 (exit 15) in 1976. As the section beyond FM 1764 into Galveston had already been rebuilt, this marked the completion of the Gulf Freeway as an actual freeway.

As the first freeway in Texas, the standards of the Gulf Freeway soon became inadequate, with poor sight lines and little room to merge when entering. It also attracted development, such as Gulfgate Shopping City, the first mall in the Houston area, the Manned Spacecraft Centermarker, and many residential developments. Heavy congestion began to affect the freeway by the early 1960s; two roughly parallel freeways — the Harrisburg Freeway and Alvin Freeway - were proposed at that time to relieve the traffic, but were not built. A short project to widen the road to six lanes between I-610 and Sims Bayou was completed in 1960, and ramp meters were installed in 1966. The I-610 interchange was rebuilt with direct connections for most movements in 1975. Plans to reconstruct the freeway near downtown began in 1972, taking about 170 houses and 22 businesses from the southwest side for the room to expand the main lanes and add parallel lanes for the Alvin Freeway. Local opposition was unsuccessful at stopping the project, and construction on this segment, and others to the southeast, took place in the 1980s. The lanes were shifted outward to make room for the transitway, which opened to I-610 on May 16, 1988. These lanes were inspired by the similar ones on the Shirley Highway in the Washington Metropolitan Area. That year also marked the end of the reconstruction inside I-610, along with the elevated distribution lanes alongside the main lanes near downtown; the first short piece of the Alvin Freeway was finally connected to these in 1999. This project gave I-45 its current configuration, mostly eight main lanes wide, from Sims Bayou past I-610 to Griggs Road in 1981, to Telephone Road in 1982, to Lockwood Drive in 1985, and finally to downtown in 1988.

However, this was not the end of construction on the Gulf Freeway. The highway beyond I-610 to FM 1959, which had just been upgraded in the 1950s and 1960s, saw an extension of the transitway to a temporary end near FM 1959, widening to eight lanes, and a large stack interchange at the Sam Houston Tollway. This reconstruction was completed between Almeda-Genoa Road and College Avenue in 1991, between College Avenue and Sims Bayou in 1994, and finally, in 1997, there was no construction anywhere on the entire length of the freeway when the tollway interchange was opened, along with the widening between Almeda-Genoa Road and FM 1959. A 1999 study recommended widening the entire stretch from the Sam Houston Tollway to Galveston to at least eight lanes. Construction to replace the Galveston Causewaymarker began in mid-2003, and work on a section through Webstermarker, including a new interchange with the NASA Road 1 Bypass, began in mid-2007. Widening between Beltway 8 and Webster is expected to begin in 2011.

North Freeway (Houston to Conroe)

The last alignment of US 75 before the North Freeway was built left downtown Houston to the northwest on Main Street, turning north at Airline Drive, and then northwest along the present alignment of I-45, then known as Stuebner Airline Road, Shepherd Drive, and East Montgomery Road. The freeway replacement was authorized in stages between May 1945 and June 1952, when the Texas Transportation Commission adopted plans for a freeway all the way between Houston and Dallas. The North Freeway name was adopted in 1956; an unsuccessful proposal in 1965 would have renamed it the Dallas Freeway. The first short piece of the freeway to open crossed Buffalo Bayou, connecting the two one-way pairs from the north end of the Gulf Freeway with the south end of Houston Avenue. This was opened on December 12, 1955, and allowed US 75 to bypass its run on Main Street; it included interchanges with Allen Parkway and Memorial Drive. The next piece near downtown opened on July 24, 1962, leaving the 1955 freeway in the Allen Parkway interchange, passing east of Houston Avenue, and connected to an already-built portion at I-610. The six-lane Pierce Elevated, which occupies half a block on the southwest side of Pierce Street, required the acquisition of a number of commercial properties; the cost prevented the full block from being used. This portion opened on August 18, 1967, connecting the Gulf and North Freeways and bypassing the "four-street distribution system", which remains in its original form to this day.

The first piece of the North Freeway to be built outside I-610 was an upgrade of existing US 75 on Stuebner Airline Road, between Airline Drive and Shepherd Drive, opened in December 1959. In April 1961, this was completed to the interchange with I-610, and on July 24, 1962 the downtown section was extended north to meet it. As each section opened, US 75 was moved to it, temporarily using I-610 to Airline Drive for about a year. At the other end, US 75 was upgraded from Spring Creek at the north edge of Springmarker north to the San Jacinto River south of Conroemarker in 1960.General Drafting Company, Texas, 1961, published by Humble Oil In between, the upgrade was completed from Farm to Market Road 525 to near Richey Road in December 1961, south to the 1959 segment in February 1963, and north to the 1960 segment in March 1963, completing the North Freeway except for the Pierce Elevated (1967). The freeway as initially built had eight lanes (four in each direction) between downtown and I-610, six to Farm to Market Road 1960, and four north of FM 1960.

Like the Gulf Freeway, the North Freeway soon became congested. The oil boom of the 1970s resulted in large-scale residential development along the highway, most notably The Woodlandsmarker. Since the corridor was strongly directional, with 65% of peak-hour traffic going in the peak direction, a 9.6-mile (15.4 km) contraflow lane for buses and other high-occupancy vehicles (HOV) was implemented later that decade, opening on August 28, 1979 between downtown and Shepherd Drive (exit 56B). The facility, operating during both rush hour periods, occupied the leftmost lane of the other direction, and was separated from the other lanes with a movable pylon every 40 feet (12 m). In 1980, the existing center breakdown lanes were restriped for HOV traffic for about two miles (3 km) from the north end of the contraflow lane. However, off-peak traffic was increasing, and construction began in 1983 on a more permanent reversible transitway in the median. This, the second transitway in Houston (a month after the one on the Katy Freeway), opened on November 23, 1984, replacing the contraflow lane.

Reconstruction of the main lanes and frontage roads to handle increased traffic began in 1982 just north of downtown. No lanes were added south of I-610, but the eight-lane cross section, with room for a transitway, was continued north as oonstruction progressed. Work was completed south of Airline Drive (exit 53) in about 1985, to Shepherd Drive (exit 56B) in 1987, and to Farm to Market Road 525 (exit 60A) in 1990; this last opening allowed the transitway to extend to just south of FM 525. The Hardy Toll Road, completed on June 28, 1988 between I-610 and I-45 near The Woodlands, added capacity to that part of the corridor, and in 1990 reconstruction was completed on a short piece of I-45 from the toll road into The Woodlands. Reconstruction continued from FM 525, reaching Airtex Boulevard (exit 63) in 1997, including part of the Sam Houston Tollway interchange (completed in 2003) and a transitway extension, Cypresswood Drive (exit 68) in 1998, extending the transit way to its present terminus, and the Hardy Toll Road (exit 72) in 2003. Work on the section through The Woodlands to Research Forest Drive (exit 77) was completed in 2001, including a direct connection to Woodlands Parkway, and in 2003 work was completed to Farm to Market Road 1488 (exit 81). Construction is presently ongoing between FM 1488 and Loop 336 (exit 84), with completion planned for late 2008. Two more projects will extend eight lanes to Farm to Market Road 830 (exit 92), and another will take six lanes to the county line south of New Waverlymarker, near State Highway 75 (exit 98).

Between Conroe and Richland

The first part of I-45 between Conroemarker and Richlandmarker was the bypass around Huntsvillemarker.

The final piece of I-45 between the cities opened on October 13, 1971, for 12 miles (19 km) between Fairfieldmarker and Streetmanmarker.

Julius Schepps Freeway (Dallas) and to Richland

The Central Expressway was the first freeway in Dallasmarker, built as a new alignment of US 75. It first opened between San Jacinto Street and Fitzhugh Avenue in 1949, and soon stretched south to Hutchinsmarker. However, the stretch through downtown ran along the surface, as did the part south of the bridge over the Trinity Rivermarker, due to diversion of funds to the north portion. By the late 1950s, a bypass to the east of the downtown section was planned. By the time construction reached Hutchins, in about 1955, the state decided to build further segments to full freeway standards. By 1961, the freeway was complete between Hutchins and the State Highway 14 split at Richlandmarker, except for the bypass around Corsicanamarker, which was built ca. 1964. This freeway was mostly built along the existing US 75; one of the projects in Navarro Countymarker, near Corsicana, was the first Interstate project in Texas approved under the Federal-Aid Highway Act of 1956.

It was not until 1964 that I-345, extending I-45 north along the proposed Central Expressway bypass, was added as a proposed state highway.Texas Department of Transportation, Highway Designation File: Interstate Highway No. 345 I-45 and I-345 was built and opened in the 1970s, with the final section, between Lamar Street (exit 283A) and the Central Expressway (exit 283B), opening on February 25, 1976. At the north end, before it merged into the Central Expressway (which continued to carry US 75), I-345 straddled the bridges over Bryan Street and Ross Avenue, the latter the location of the opening ceremonies in 1949. Because of their location, these two bridges were not replaced in the 1990s reconstruction of the North Central Expressway, and are the only surviving grade separations from the initial construction north from downtown.

Reconstruction and widening to six lanes, from the Ellismarker-Navarromarker county line (between exits 243 and 244) north to State Highway 310 (exit 275), began in 1991. The last section, near the north end, was completed in 2002.

Future expansions

Interstate 45 may expand into Kansas once US-route 75 and US route 69 are upgraded to interstate status up to the suburban side of Kansas City, Kansas.

Exit list

County Location # Destinations Notes
Galvestonmarker Galvestonmarker - Downtownmarker, East Beach Southbound exit and northbound entranceFormer
1A , West Beach
1B 71st Street Southbound exit and northbound entrance
4 Village of Tiki Islandmarker
5 Frontage Road
Bayou Vistamarker 6 Frontage Road Southbound exit only
7A Northbound exit and southbound entranceFormer
7B Northbound exit and southbound entrance
7C Frontage Road Northbound exit and southbound entrance
7 Southbound exit and northbound entrance
La Marquemarker 8 Frontage Road Northbound exit and southbound entrance
9 Frontage Road Southbound exit and northbound entrance
11 Vauthier Road
Texas Citymarker 12
13 Century Blvd, Delany Road
16 Southbound exit and northbound entrance
17 Holland Road, Hughes Road
Dickinsonmarker 19
League Citymarker 20
22 Calder Drive, Brittany Bay Boulevard
Harrismarker Webstermarker Northbound entrance ramp still under construction.
25 Southbound exit and entrance temporarily closed due to construction. Traffic is being advised to take Exit 26.
26 Bay Area Boulevard – University of Houston–Clear Lakemarker
27 El Dorado Boulevard
Houstonmarker 29
32 Sam Houston Tollway
34 Almeda-Genoa Road, South Shaver Road
35 Clearwood Drive, Edgebrook Drive
36 Airport Boulevard, College Avenue
38 Former
38B Howard Drive, Bellfort Avenue Southbound exit and northbound entrance
39 Park Place Boulevard, Broadway Boulevard
40A Frontage Road Northbound exit only
40B Northbound exit and southbound entrance
40B Southbound exit and northbound entrance
40C Northbound exit and southbound entrance
41A Woodridge Drive
41B Griggs Road, Broad Street
42 Northbound exit is via exit 41B
43A Telephone Road
43B Tellepsen Street Northbound exit and southbound entrance
44A Elgin Street, Lockwood Drive, Cullen Boulevard – University of Houstonmarker Northbound exit and southbound entrance
44B  – University of Houstonmarker Southbound exit and northbound entrance
44C Cullen Boulevard – University of Houstonmarker Southbound exit and northbound entrance
45 Scott Street - Downtown Signed as exit 45A southbound
46 Signed as exits 46A (north) and 46B (south)
47A Allen Parkway
47B Houston Avenue, Memorial Drive Northbound exit and southbound entrance
47C McKinney Street Southbound exit and northbound entrance
47D Dallas Street, Pierce Street Southbound exit and northbound entrance
48 Signed as exits 48A (east) and 48B (west)
49A Quitman Street Southbound exit and northbound entrance
49B North Main Street, Houston Avenue
50A Patton Street Southbound exit is via exit 50
50B Cavalcade Street, Link Road Signed as exit 50 southbound
52A Frontage Road Southbound exit only
52B Crosstimbers Road
53 Airline Drive
54 Tidwell Road
55A Parker Road, Yale Street
55B Little York Road Northbound exit and southbound entrance
56A Canino Road Northbound exit and southbound entrance
56B Southbound exit and northbound entrance
57A Gulf Bank Road
59 West Road
60B Southbound exit is via exit 60A
60B Signed as exits 60C (west) and 60D (east) northbound
61 Greens Road
62 Kuykendahl Road, Rankin Road, Ryan Drive
63 Airtex Drive
64 Richey Road
66A Signed as exit 66 southbound
66B Hollow Tree Street, Paramatta Lane Northbound exit and southbound entrance
68 Cypresswood Drive, Holzwarth Road, Louetta Road
70B Spring Stuebner Road
72B Hardy Toll Road south Signed as exit 72 northbound
72A Spring Crossing Drive Southbound exit and northbound entrance
Montgomerymarker 73 Rayford Road, Sawdust Road
Oak Ridge Northmarker 76 Robinson Road, Woodlands Parkway Signed as exits 76A (Robinson Road) and 76B (Woodlands Parkway) northbound
77 Lake Woodlands Drive, Research Forest Drive, Tamina Road
Shenandoahmarker 79
Conroemarker 83 Crighton Road, Camp Strake Road, River Plantation Drive
84 Former
91 League Line Road
Willismarker 94
95 Longstreet Road Northbound exit and southbound entrance
98 Former
Walkermarker 102 Signed as exit 103 southbound
Huntsvillemarker 112 Sam Houston State Universitymarker
113 Northbound exit and southbound entrance
116 South end of US 190 overlap
Madisonmarker 136
Madisonvillemarker 142 North end of US 190 overlap
146 Former
Leonmarker 156
Centervillemarker 164
Buffalomarker 178
Freestonemarker 189
Fairfieldmarker 197
Streetmanmarker 211
Navarromarker 213
Richlandmarker 218 No southbound exit
219A No northbound exit
219B Frontage Road Southbound exit only
220 Frontage Road
221 Frontage Road
Angusmarker, Mustangmarker 225 Former
Corsicanamarker 228A 15th Street Southbound exit is via exit 228B
228B Former
229 South end of US 287 overlap
232 Roane Road, East 5th Avenue
235B Southbound exit and northbound entranceFormer
235A Frontage Road Signed as exit 235 northbound
237 Frontage Road
Ricemarker 242 Calhoun Street - Ricemarker
243 Frontage Road
Ellismarker 244
247 North end of US 287 overlap
249 Former
Ennismarker 251A
253 Former
258 Former
Palmermarker 260 Former
262 Frontage Road
263B Frontage Road Northbound exit and southbound entrance
264 Frontage Road Southbound exit and northbound entrance
265 Northbound exit and southbound entranceFormer
Ferrismarker 266
267 Frontage Road
Dallasmarker 268 Former
269 Mars Road
Wilmermarker 270 Belt Line Road
271 Pleasant Run Road
272 Fulghum Road
273 Wintergreen Road
274 Dowdy Ferry Road, Palestine Street
Dallasmarker 275 Northbound exit and southbound entranceFormer
276 , Shreveportmarker Signed as exits 276A (west) and 276B (east)
277 Simpson Stuart Road
279 Signed as exits 279A (east) and 279B (west) northbound
280 Illinois Avenue, Linfield Street
281 Overton Road Southbound exit and northbound entrance
283A Lamar Street
283B Pennsylvania Avenue, Martin Luther King, Jr. Boulevard Northbound exit and southbound entranceFormer
283B Southbound exit and northbound entranceFormer
284B Main Street west, Elm Street Northbound exit and southbound entrance
284C Live Oak Street - Downtown (Central Expressway south) Southbound exit and northbound entrance; there are two southbound exits, a left exit serving traffic on US 75 south and a right exit serving traffic from Spur 366Former
285 Bryan Street east Northbound exit and southbound entrance
285 Ross Avenue Southbound exit and northbound entrance
286A Northbound exit and southbound entrance
Northbound exit and southbound entrance


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