Interstate 40 in Tennessee
Interstate 40 | ||||
|---|---|---|---|---|
 I-40 highlighted in red | ||||
| Route information | ||||
| Maintained by TDOT | ||||
| Length | 455.28 mi[1] (732.70 km) | |||
| Existed | August 14, 1957[2]–present | |||
| History | ||||
| NHS | Entire route | |||
| Major junctions | ||||
| West end |  I-40 at the Arkansas state line in Memphis | |||
| East end | I-40 at the North Carolina state line near Hartford | |||
| Location | ||||
| Country | United States | |||
| State | Tennessee | |||
| Counties | Shelby, Fayette, Haywood, Madison, Henderson, Carroll, Decatur, Benton, Humphreys, Hickman, Dickson, Williamson, Cheatham, Davidson, Wilson, Smith, Putnam, Cumberland, Roane, Loudon, Knox, Sevier, Jefferson, Cocke | |||
| Highway system | ||||
| ||||
Interstate 40 (I-40) is part of the Interstate Highway System that spans 2,556.61 miles (4,114.46 km) from Barstow, California, to Wilmington, North Carolina.[1] In Tennessee, I-40 traverses the state from west to east, from the Mississippi River at the Arkansas border to the northern base of the Great Smoky Mountains at the North Carolina border. At 455.28 miles (732.70 km), the Tennessee segment of I-40 is the longest of the eight states through which it passes, and the longest Interstate Highway in Tennessee.[5]
I-40 passes through Tennessee's three largest cities—Memphis, Nashville, and Knoxville—and serves the Great Smoky Mountains National Park, the most visited national park in the United States. It crosses all of Tennessee's physiographical provinces and Grand Divisions—the Mississippi embayment and Gulf Coastal Plain in West Tennessee, the Highland Rim and Nashville Basin in Middle Tennessee, and the Cumberland Plateau, Cumberland Mountains, Ridge-and-Valley Appalachians, and Blue Ridge Mountains in East Tennessee. Landscapes on the route vary from flat, level plains and swamplands in the west, to irregular rolling hills, cavernous limestone bluffs, and deep river gorges in the central part of the state, to plateau tablelands, broad river valleys, narrow mountain passes, and mountain peaks in the east.[6]
I-40 parallels the older U.S. Route 70 (US 70) corridor for its entire length in Tennessee. It has interchanges and concurrencies with four other mainline Interstate Highways in the state and has five auxiliary routes: I-140, I-240, I-440, I-640, and I-840. Initially constructed in segments, I-40 in Tennessee was mostly complete by the latter 1960s. The stretch between Memphis and Nashville, completed in 1966, was the first major Interstate segment to be finished in the state. The last planned section was completed in 1975; much of the route has been widened and reconstructed since then.
The I-40 corridor between Memphis and Nashville is known as "Music Highway", passing through a region that was instrumental in the development of American popular music. In Memphis, the highway is also nationally significant due to a 1971 US Supreme Court case that established the modern process of judicial review of infrastructural projects. Community opposition to the proposed routing through Overton Park led to a nearly 25-year activist campaign that culminated in this case; this resulted in the state abandoning the original alignment and relocating the Interstate onto a section of what was originally part of I-240.
Route description
I-40 runs for 455.28 miles (732.70 km) through Tennessee, making it the second-longest stretch of Interstate Highway within a single state east of the Mississippi River.[1] It is the only Interstate Highway to pass through all three of the state's Grand Divisions and all nine physiographic regions.[6] It is maintained by the Tennessee Department of Transportation (TDOT), along with all other Interstate, US, and state highways in Tennessee. The busiest stretch of highway in Tennessee is on the segment concurrent with I-75 in Knoxville between a connector to US 11/70 and Papermill Road, which carried an annual average daily traffic (AADT) volume of 218,583 vehicles in 2022.[7] The lowest traffic volume that year was 26,985 vehicles per day at the North Carolina state line.[7] The busiest weigh station in the country is located on I-40/I-75 in Farragut, a suburb of Knoxville, which serves more than 2.4 million trucks annually.[8][9]
West Tennessee
Memphis
I-40 enters Tennessee in a direct east–west alignment via the six-lane Hernando de Soto Bridge, a tied-arch bridge which spans the Mississippi River and has a total length of approximately 1.8 miles (2.9 km).[10] Upon entering the city of Memphis, Tennessee's second-largest city, the Interstate crosses the southern half of Mud Island before crossing the Wolf River Harbor and Mississippi Alluvial Plain into Downtown Memphis, where the bridge ends next to the Memphis Pyramid.[11] The highway then has an interchange with US 51 (Danny Thomas Boulevard), and, just beyond this point, abruptly turns 90 degrees north near Midtown at an interchange with the western terminus of I-240, a southern bypass route around the central city. It then has an interchange with SR 14 (Jackson Avenue). Proceeding northward, the freeway crosses the Wolf River and reaches the eastern terminus of SR 300, a controlled-access connector to US 51. Here, the Interstate shifts due east, bypassing the central part of Memphis to the north. Passing near the neighborhoods of Frayser and Raleigh, I-40 intersects with multiple surface streets and crosses the Wolf River for a second time about five miles (8.0 km) later. It then meets SR 14 again and turns southeast.[12][13]
A few miles later, I-40 reaches a complex four-level stack interchange with US 64/70/79 (Summer Avenue) and the eastern termini of I-240 and Sam Cooper Boulevard, where a pair of flyover ramps carry its traffic to the northeast. Entering a straightaway, the Interstate crosses the Wolf River for a third and final time and over the next several miles passes through the suburban neighborhoods of East Memphis and Cordova, as well as the incorporated suburb of Bartlett in eastern Shelby County.[13] This stretch carries eight lanes, with the left lanes serving as high-occupancy vehicle (HOV) lanes during rush hour, and provides several interchanges with local thoroughfares.[14] Afterward, the freeway reaches an interchange with US 64, where it narrows to four lanes.[15] After passing through Lakeland, the Interstate reaches a cloverleaf interchange with the eastern termini of I-269 and SR 385 some distance later near the suburb of Arlington.[12][13]
Gulf coastal plain
Leaving the Memphis area, I-40 enters Fayette County directly east of Arlington and, about five miles (8.0 km) later, crosses the Loosahatchie River and adjacent wetlands. Over the next 30 miles (48 km), the Interstate crosses a flat and level expanse of farmland and some rural woodlands and swamplands in a straight alignment, bypassing most cities and communities.[16] At exit 35 is an interchange with SR 59, which provides access to Covington and Somerville.[12] The highway enters Haywood County near the site of Ford Motor Company's future Blue Oval City manufacturing facility.[17] Some distance beyond this point, the freeway turns north and enters Hatchie National Wildlife Refuge. Here it crosses the Hatchie River and multiple streams and swamps in a long straightaway. Upon exiting the refuge, I-40 turns east and passes southeast of Brownsville, where it has interchanges with SR 76, SR 19, and US 70. The highway then enters Madison County.[12]
Traversing through a mix of additional level farmland and swamplands, I-40 enters Jackson some distance later and crosses the South Fork of the Forked Deer River.[16][18][19] Passing through northern Jackson, the Interstate widens to six lanes and has a total of six urban interchanges.[15] In short succession, the highway intersects with US 412, which connects to Alamo and Dyersburg; the US 45 Bypass (US 45 Byp.); and US 45 (North Highland Avenue), which also provides access to Humboldt and Milan. After advancing through a residential area, the Interstate reaches US 70, which also connects to Huntingdon. I-40 then reduces back to four lanes.[15][20]
From here, I-40 continues east-northeast through a territory of farmland and woodlands characterized by low rolling hills.[12][16] After entering Henderson County, the Interstate crosses the Middle Fork of the Forked Deer River.[11] Near the town of Parkers Crossroads, the highway has an interchange with SR 22, a major north–south corridor in West Tennessee, here providing access to Lexington and Huntington. The Interstate crosses the Big Sandy River before proceeding through the northern half of Natchez Trace State Park. Over the next several miles, the highway transitions multiple times between Henderson and Carroll counties, before entering Decatur County. At the Decatur–Benton County line, the highway reaches US 641/SR 69, another major north–south corridor, which at this point connects to Camden and Decaturville. About six miles (9.7 km) later, the Interstate descends about 300 feet (91 m) on a steep grade over the course of one mile (1.6 km) into the Western Valley of the Tennessee River, with the westbound lanes utilizing a truck climbing lane. Entering Tennessee National Wildlife Refuge at the bottom of this grade, I-40 crosses the Kentucky Lake impoundment of the Tennessee River on the 0.5-mile (0.80 km) Jimmy Mann Evans Memorial Bridge into Middle Tennessee.[11][21][22]
Middle Tennessee
Western Highland Rim
Upon crossing the Tennessee River into Humphreys County, I-40 exits the refuge after a few miles and traverses through vast woodlands in the rugged hills of the Western Highland Rim. This section is characterized by several ascents and descents, with the route roughly following a natural crooked stream valley.[21][23] About six miles (9.7 km) beyond the river, the highway crosses the Buffalo River and then intersects with SR 13, which connects to Linden and Waverly. It then descends another steep grade, once again utilizing a westbound truck climbing lane, and crosses into Hickman County.[22] After a short time it reaches SR 50, which connects to Centerville, and crosses the Duck River. The highway enters Dickson County several miles afterwards, where it reaches SR 48, providing access to Centerville and Dickson.[24] I-40 then crosses the Piney River.[12]
Several miles beyond this point is an interchange with SR 46, the primary exit for Dickson, which also provides access to Centerville and Columbia. Near the town of Burns, I-40 reaches the western terminus of I-840, the outer southern beltway around Nashville. The highway continues through woodlands and rugged topography and, crossing into Williamson County, ascends steeply over a brief distance, gaining an eastbound truck climbing lane.[12][22] Along this ascent is an interchange with SR 96, which connects to the Nashville suburbs of Fairview and Franklin.[25] The Interstate enters Cheatham County a few miles later and gradually descends into the Nashville Basin.[26] The highway then passes the towns of Kingston Springs and Pegram and crosses the Harpeth River twice in short succession.[12]
Nashville
Around milepost 191, I-40 enters Davidson County, and a few miles later crosses the Harpeth River for a third time.[27] Entering the urban parts of the Nashville metropolitan area, the Interstate widens to six lanes near Bellevue.[15] The highway enters the outskirts of the state capital and largest city of Nashville and has an interchange with US 70S near a bend in the Cumberland River. It then reaches Old Hickory Boulevard (SR 251) and intersects US 70 (Charlotte Avenue) a few miles later.[27] I-40 then widens to eight lanes, and has a four-level interchange with SR 155 (Briley Parkway, White Bridge Road), which includes the western terminus of a northern controlled-access beltway around Nashville.[15] South of Tennessee State University is the western terminus of I-440, the southern loop around central Nashville, where I-40 reduces to six lanes.[15][27]
I-40 briefly passes through the Jefferson Street neighborhood before entering downtown Nashville near Fisk University. Here, it begins a brief concurrency with I-65, turning southeast.[12] As part of the freeway that encircles downtown Nashville known as the Inner Loop, the two concurrent Interstates have interchanges in short succession with US 70 (Charlotte Avenue), US 70S/431 (Broadway), Church Street, and Demonbreun Street.[28] Next, they shift east-northeast near Music Row and the neighborhoods of The Gulch and SoBro, and I-65 splits off, heading south toward Huntsville, Alabama. Briefly independent for about one mile (1.6 km), I-40 crosses a viaduct and has an interchange with US 31A/41A (4th Avenue, 2nd Avenue), before beginning a brief concurrency with I-24.[27] The concurrent Interstates turn southeast, expanding back to eight lanes.[15] I-24 then splits off to the southeast, signed for Chattanooga, and I-40 shifts eastward. The eastern terminus of I-440 and a connector road to US 41/70S (Murfreesboro Road) are also directly accessible from the westbound lanes of I-40 at this interchange.[12][27]
Entering the Donelson neighborhood, I-40 has an interchange once again with SR 155 (Briley Parkway) near the Nashville International Airport.[12][27] Beginning here, the left lanes function as HOV lanes during rush hour.[14] A partial exit provides access to an airport connector road; immediately beyond is a second airport access at SR 255 (Donelson Pike). Shifting northeast, the Interstate crosses the Stones River near J. Percy Priest Dam. Entering the southern fringes of the Hermitage neighborhood, the highway meets Old Hickory Boulevard once again at an interchange with SR 45 and once again shifts eastward into a straightaway.[27] I-40 enters Wilson County and then has an interchange with SR 171 in the suburb of Mount Juliet. Entering another long straightaway, the Interstate intersects with SR 109 after some distance, which provides access to Gallatin to the north. A few miles afterward, the highway has a trumpet interchange with the eastern terminus of I-840 east of Lebanon. It then enters Lebanon, reduces back to four lanes,[15] and has interchanges with US 231 and US 70.[12][29]
Eastern Nashville Basin, Eastern Highland Rim, and Cumberland Plateau
For roughly 25 miles (40 km), I-40 continues across mostly farmland, passing near multiple small communities.[12][16] Some distance east of Lebanon, it enters Smith County and begins a steep ascent where the eastbound lanes gain a truck climbing lane.[22] Beyond this point is an interchange with SR 53 in Gordonsville and near Carthage.[12] Between mileposts 263 and 266, the highway crosses the meandering Caney Fork River five times before entering Putnam County. Shortly thereafter, I-40 has an interchange once again with SR 96 in Buffalo Valley, where it shifts southeast and begins its ascent out of the Nashville Basin onto the Eastern Highland Rim.[26] This grade is moderately steep and is protracted over a distance of about four miles (6.4 km). Near the top, the Interstate reaches an elevation of 1,000 feet (300 m) for the first time in Tennessee near Silver Point.[30] The highway then curves northeast and begins a concurrency with SR 56, which connects to Smithville and McMinnville to the south.[12]
Beyond this point, I-40 gradually shifts eastward over the next several miles, before reaching Baxter, where SR 56 splits off and heads north toward Gainesboro. Reaching Cookeville, the Interstate has a total of five interchanges, including one with SR 111, a major north–south connector to Chattanooga, and another with US 70N. Next, the Interstate begins a steep ascent onto the Cumberland Plateau, protracted over a distance of about five miles (8.0 km), and reaches an elevation of nearly 2,000 feet (610 m) at the top.[12] Along this section, the speed limit reduces to 65 mph (105 km/h), and 55 mph (89 km/h) for trucks on the westbound descent. The Interstate then continues through a wooded area before reaching Monterey and turning southeast. Here it has two interchanges with US 70N, the first of which carries a concurrency with SR 84. After a few miles, the highway reaches an elevation of 2,000 feet (610 m), just before crossing into Cumberland County and East Tennessee.[12][31]
East Tennessee
Cumberland Plateau and Tennessee Valley
After ascending further onto the Cumberland Plateau, I-40 remains moderately flat and straight as it continues east through a mix of wooded areas and farmland.[16][31] At mile marker 308, the highway crosses the Tennessee Valley Divide, where the Cumberland and Tennessee river watersheds meet.[32] About 10 miles (16 km) later, the Interstate reaches Crossville, where it crosses the Obed River. Here, it has three interchanges, including one with US 127, which also connects to Jamestown.[12][33] East of Crossville, the Crab Orchard Mountains, the southern fringe of the Cumberland Mountains, come into view as the road descends several hundred feet, with the westbound lanes utilizing a truck climbing lane over part of this elevation change.[34][35]
After a few miles, I-40 has an interchange with a connector road to US 70 near the town of Crab Orchard.[12] It then winds through Crab Orchard Gap, a narrow pass at the base of the Cumberland Mountains once prone to rockslides.[36] The Interstate then briefly ascends, with the eastbound lanes utilizing a truck climbing lane.[22] At the top of this ascent, it crosses into Roane County, also transitioning from Central to Eastern Time.[33] Shortly thereafter, the Interstate curves to the northeast and begins its descent off of the Cumberland Plateau into the Ridge-and-Valley Appalachians, also known as the Tennessee Valley or Great Valley of East Tennessee.[32] Along this descent, the speed limit drops to 60 mph (97 km/h) in the eastbound lanes.[33] The highway hugs the slopes of the plateau's Walden Ridge escarpment for several miles, containing what geologist Harry Moore describes as "dramatic views" of the Tennessee Valley, before reaching the base of the plateau about 800 feet (240 m) below.[32][37][38] I-40 then shifts eastward between Harriman and Rockwood and has an interchange with US 27.[12]
Beyond this point, I-40 crosses a series of paralleling ridges and valleys characteristic of the region's topography. It has an interchange with SR 29, and immediately afterward, crosses the Clinch River, with the Kingston Fossil Plant and its 1,000-foot (300 m) twin smokestacks dominating the view to the north.[32][39] Next is an interchange with SR 58 southbound in Kingston, where the Interstate begins a brief concurrency with this route. After ascending a short and relatively steep ridge out of the Clinch River Valley, SR 58 splits off to the north, heading toward Oak Ridge.[38][40] Continuing through additional rugged terrain and traversing additional ridges, the Interstate enters Loudon County and has an interchange with US 321/SR 95 near Lenoir City, before reaching I-75.[12][41]
Knoxville
About 20 miles (32 km) west-southwest of Downtown Knoxville, I-40 merges with I-75, which continues to the southwest to Chattanooga.[12] The two routes turn east-northeast, carrying six through lanes,[15] and cross into Knox County.[42] After ascending a ridge, the two Interstates shift onto a long straight alignment and pass through Farragut, a suburb of Knoxville.[12] Upon reaching SR 131 (Lovell Road), the road widens to eight lanes and then has an interchange with the Pellissippi Parkway (SR 162 northbound, I-140 eastbound), which connects to Oak Ridge and Maryville, respectively.[15] Proceeding through West Knoxville, the two routes have interchanges with additional local roads, before reaching a connector to US 11/70 (Kingston Pike) near the West Hills neighborhood. A short time later is an interchange with SR 332 (Northshore Drive), and the separate Papermill Road and Weisgarber Road. Two miles (3.2 km) later, the routes reach the western terminus of I-640, a beltway which bypasses downtown to the north. Here, I-75 splits off from I-40 onto a brief concurrency with I-640, heading toward Lexington, Kentucky. The Interstate then enters downtown, containing a minimum of six through lanes, as well as several short segments of auxiliary lanes between exits.[12][15]
Passing near the main campus of the University of Tennessee, as well as several residential neighborhoods, the Interstate first reaches an interchange with the northern terminus of US 129 (Alcoa Highway), a controlled-access artery that provides access to McGhee Tyson Airport and the Great Smoky Mountains National Park. Next is an exit with SR 62 (Western Avenue), and immediately beyond this point is a three-level interchange with the southern terminus of I-275. Here, the eastbound lanes also have access to US 441 southbound (Henley Street). The highway crosses a long viaduct over a railyard, before reaching an interchange with SR 158 (James White Parkway) westbound, a controlled-access spur that provides direct access to Downtown Knoxville and the University of Tennessee to the south. I-40 then curves due north and then northeast again before coming to an interchange with a connector to US 441. It enters a predominantly residential area, passing by Zoo Knoxville, and reaches an interchange with US 11W (Rutledge Pike). The Interstate then reaches the eastern terminus of I-640, shifting eastward, where it begins a brief unsigned concurrency with US 25W and SR 9. These routes promptly split off at an interchange with US 11E/70 (Asheville Highway). Leaving Knoxville, the Interstate crosses the Holston River.[12][42]
Smoky Mountains and Pigeon River gorge
Continuing east as a six-lane highway, I-40 travels through the Strawberry Plains community before crossing into Sevier County several miles later.[15][42] Near the Kodak community is Exit 407 with SR 66 and the northern terminus of the Great Smoky Mountains Parkway, where the Interstate begins an unsigned concurrency with the former. This interchange is the primary means of access to the Great Smoky Mountains National Park, as well as the tourist attractions in the cities of Sevierville, Pigeon Forge, and Gatlinburg, and is one of the busiest non-Interstate exits in the state as a result.[43] Gradually turning northeastward, the highway next enters Jefferson County.[12][44] After a gradual ascent over a distance of about five miles (8.0 km), the highway has an interchange with US 25W/70 near Dandridge, where SR 66 also splits off.[45][46] It then enters the northern fringes of Dandridge, where it meets SR 92. I-40 then reaches an interchange with the southern terminus of I-81, which runs into northeast Tennessee to the "Tri-Cities" of Bristol, Kingsport, and Johnson City. Here, I-40 reduces to four lanes and turns 90 degrees southeast.[15][47]
Beginning a moderate descent, I-40 crosses the Douglas Lake impoundment of the French Broad River a few miles later and enters Cocke County after a small elevation gain.[47][48] Near Newport is an interchange with US 25W/70 near the northern terminus of US 411.[12] Traveling along the northern base of English Mountain, the Interstate turns southward and has an interchange with US 321.[49] After leaving Newport, the road crosses the Pigeon River, has an interchange with SR 73 near Cosby, and veers almost directly south, revealing a dramatic view of 4,928-foot (1,502 m) Mount Cammerer at the northeastern end of the Great Smoky Mountains.[32] The highway crosses the Pigeon River again and has an interchange with the eastern terminus of the Foothills Parkway, before crossing the river a final time and curving sharply to the east.[12] At this point, I-40 enters the Cherokee National Forest and snakes through the Pigeon River Gorge between the Great Smoky Mountains to the south and the Bald Mountains to the north, closely following the north bank of the river.[50][51] Due to hazardous curves and a susceptibility to accidents, the speed limit reduces to 55 mph (89 km/h) and trucks are prohibited from using the left lane.[52] This stretch is also prone to rockslides, and contains mesh nets along some of the cliff slopes as preventive measures. The route gradually curves to the southeast near the unincorporated community of Hartford, and after several miles, crosses the Appalachian Trail and enters North Carolina immediately afterward.[12][53]
Music Highway
The name Music Highway refers to the section of I-40 between Memphis and Nashville, which was designated as such by the Tennessee General Assembly in 1997. The act defines the designation as spanning "from the eastern boundary of Davidson County to the Mississippi River in Shelby County", a distance of about 222 miles (357 km). The designation commemorates the significant roles that Memphis and Nashville, as well as the areas in between, played in the development of American popular music. Memphis is known as "the Home of the Blues and the Birthplace of Rock and Roll", and Nashville is known as "Music City" for its influence on numerous types of music, especially country. Several cities and towns between the two, including Jackson, Brownsville, Nutbush, Waverly, and others were birthplaces or homes of numerous singers and songwriters. Signs that display the words "Music Highway" along with musical notes are erected in both directions along I-40 throughout this section. In addition, the rest areas along this stretch are each named for musicians or bands associated with the respective locations and contain related information.[54][55]
History
Predecessor highways
Prior to the settlement of Tennessee by European Americans, a series of Native American trails existed within what is now the I-40 corridor. The Cumberland Trace, also known as Tollunteeskee's Trail, was a Cherokee trail that passed through the central part of the Cumberland Plateau and was first used by settlers and explorers in the 1760s.[56] In 1787, the North Carolina General Assembly, which, at the time, controlled what is now Tennessee, authorized the construction of a trail between the south end of Clinch Mountain near present-day Knoxville and the Cumberland Association, which included modern-day Nashville. Completed the following year, this trail became known as Avery's Trace and roughly followed several existing Native-American trails.[57] After the creation of the Southwest Territory, the territorial legislature, on July 10, 1795, authorized a wagon trail to be constructed between Knoxville and Nashville. This trail was officially named the Cumberland Turnpike and became popularly known as the Walton Road after one of its surveyors, William Walton, an American Revolutionary War veteran.[56] Built from 1799 to 1801 at a cost of $1,000 (equivalent to $22,312 in 2023[58]), it was constructed out of portions of Tollunteeskee's Trail, Avery's Trace, and the Emery Road, an earlier trail cleared by settlers, and passed through the cities of Kingston, Carthage, and Gallatin.[59]
In 1911, a series of Tennessee businesspeople formed the Memphis to Bristol Highway Association to encourage the state to improve the network of roads that ran between Memphis and Bristol.[60] After the formation of TDOT predecessor Tennessee Department of Highways and Public Works in 1915, the agency designated these roads as the Memphis to Bristol Highway and SR 1.[5] When the US Numbered Highway System was formed by Congress in 1926, the portion of this route connecting Memphis and Knoxville became part of US 70 and US 70S, and the part from Knoxville to Bristol was designated as part of US 11 and US 11W.[60][61][62] This highway became part of the "Broadway of America" auto trail linking California and New York in the late 1920s.[63]
Planning
The first highway segment included in the I-40 designation in Tennessee was a 1.09-mile-long (1.75 km) freeway in Knoxville, which was jointly constructed by the state and local governments and was also the first freeway in Tennessee.[64][65] Known initially as the Magnolia Avenue Expressway and later renamed the Frank Regas Expressway, this freeway originated from a 1945 plan that recommended a number of expressways be constructed in Knoxville to relieve congestion on surface streets.[65][66] Planners intended these freeways to be integrated into the then-proposed nationwide highway network that became the Interstate Highway System, which, at that time, was expected to eventually be authorized by Congress.[67] The location and design of this freeway was finalized in a subsequent plan in 1948,[64][68] and preliminary construction began on October 1, 1951.[69] The first segment, between Unaka Street and Tulip Avenue, was completed on November 14, 1952,[70] and the second segment, joining Tulip Avenue to Gay Street, was completed on December 10, 1955.[71] The Magnolia Avenue Expressway contained a cloverleaf interchange which was reused for the intersection with I-75 (now I-275) and US 441.[64][65] This configuration quickly developed a reputation for severe congestion and a high accident rate and became known locally as "Malfunction Junction".[64][72]
The general location of the freeway that became I-40 was included in the National Interregional Highway Committee's 1944 report, titled Interregional Highways,[73] and a subsequent 1947 plan produced by the Public Roads Administration of the now-defunct Federal Works Agency.[74] The only area that presented a challenge to planners was the Blue Ridge Mountains, with residents of Western North Carolina divided over whether the Interstate should follow the Pigeon River or the French Broad River to the north. Surveys for both routes were authorized in 1945, and the first survey for the former took place in 1948.[75][76] After additional studies, the North Carolina Highway Commission recommended the Pigeon River Gorge route in 1955,[77] which was approved by the Bureau of Public Roads, predecessor to the Federal Highway Administration (FHWA), on April 12, 1956.[78] The Tennessee leg of I-40 was among 1,047.6 miles (1,685.9 km) of Interstate Highways authorized for the state by the Federal-Aid Highway Act of 1956, commonly known as the Interstate Highway Act.[79] The numbering was approved by the American Association of State Highway Officials on August 14, 1957.[2] At 451.8 miles (727.1 km) long, I-40 in Tennessee was initially the longest segment of Interstate Highway planned within a single state east of the Mississippi River until an extension of I-75 in Florida was authorized by the Federal-Aid Highway Act of 1968.[2][80] The first design contract for I-40 in Tennessee was awarded on March 4, 1956, for a short section in Davidson County. Within a year, design contracts had been awarded for sections in Davidson, Knox, Roane, Haywood, Madison, Jefferson, and Cocke counties. By 1958, design work was underway for most of the entire route in Tennessee.[81]
Earlier construction
The first contract for construction of I-40 in Tennessee under the Interstate Highway System was awarded on August 2, 1957, for a 4.8-mile (7.7 km) section in Roane County near Kingston between the Clinch River and SR 58, and construction began the following month.[83][84] Construction on I-40 between Memphis and Nashville began on September 18, 1958, in Madison County near Jackson.[85] On October 19, 1961, the bridge over the Clinch River, constructed at a cost of $2.4 million (equivalent to $18.7 million in 2023[58]), was dedicated and opened to traffic by then-Governor Buford Ellington.[86] The 21.5-mile (34.6 km) section linking US 70 east of Brownsville and US 70 in Jackson, referred to at the time as the "Jackson Bypass", was opened to traffic on December 1, 1961.[87] The following day, the 31-mile (50 km) segment between the Clinch River bridge in Kingston and Papermill Road in Knoxville opened.[88][89] On October 31, 1962, the section connecting SR 113 near Dandridge and US 25W/70 in Newport was opened.[90] The first section of I-40 in Middle Tennessee to be completed was the 14.5-mile (23.3 km) stretch from SR 96 in Williamson County and US 70S in Bellevue, opened on November 1, 1962.[91][92] The next day, the 16.5-mile (26.6 km) segment joining SR 56 near Silver Point and US 70N in Cookeville saw its first traffic.[93] The segment from US 70S in Bellevue and US 70 in western Nashville was opened on November 15, 1962.[92]
In Memphis, the segment between I-240/Sam Cooper Boulevard and US 64/70/79 (Summer Avenue), which was then part of I-240, was dedicated on October 9, 1963, by then-Governor Frank G. Clement and opened to traffic 14 days later.[94][95] Governor Clement opened and dedicated the 31-mile (50 km) stretch linking SR 59 near Braden and US 70 east of Brownsville on December 17, 1963.[96] Four days later, two sections, the nine-mile (14 km) segment connecting SR 46 in Dickson and SR 96 in Williamson County and the 15-mile (24 km) segment from SR 53 in Gordonsville and SR 56 near Silver Point, were opened.[97][98] The opening of the stretch in Knoxville linking Papermill Road to Liberty Street was announced on September 4, 1964.[99] Two noncontiguous sections, located between US 27 in Harriman and the Clinch River Bridge in Kingston and from Liberty Street to Unaka Street in Downtown Knoxville, respectively, were opened on December 4, 1964.[100][101] Two separate stretches, 23 miles (37 km) linking I-240 in Memphis and SR 59 in Braden and 21 miles (34 km) connecting US 70 in Jackson and SR 22 in Parkers Crossroads, were dedicated by Governor Clement 10 days later.[102] In Nashville, the link between Fesslers and Spence lanes, including the eastern interchange with I-24, was declared complete on January 11, 1965.[103] The adjacent link to the west, between the western interchange with I-24 and Fesslers Lane, was partially opened in late December 1963, along with the nearby Silliman Evans Bridge,[104] and fully opened on April 19, 1965.[105]
Work began on the bridge over the Tennessee River on November 29, 1962, and was completed on July 21, 1965, at a cost of $4.62 million (equivalent to $34.1 million in 2023[58]).[106] Multiple segments of the western portion of the 26-mile (42 km) stretch connecting Spence Lane in Nashville and US 70 in Lebanon were opened to local traffic throughout 1963;[104][107] dedication of this entire stretch by Governor Clement occurred on August 26, 1965.[108][109] The 10.5-mile (16.9 km) segment from SR 13 in Humphreys County and SR 230 in Hickman County was completed on November 24, 1965.[106] On December 20, 1965, four segments were declared complete by the state highway department. These were the 19-mile (31 km) stretch connecting US 70 in Lebanon to SR 53 in Gordonsville, the eight-mile (13 km) segment from the Tennessee River to SR 13 in Humphreys County, the 11-mile (18 km) stretch linking US 70N in Cookeville and US 70N in Monterey, and the three-mile (4.8 km) segment from US 25W/70 to US 321 in Newport.[110][111] On July 24, 1966, I-40 was completed between Memphis and Nashville, with the opening of the 64-mile (103 km) segment from SR 22 in Parkers Crossroads to SR 46 near Dickson after seven months of weather-related delays. A large dedication ceremony was held on the Tennessee River Bridge, officiated by Governor Clement and US Senator Albert Gore Sr..[112][113] This was the first Interstate Highway segment completed between two major cities in Tennessee and cost $109.87 million (equivalent to $788 million in 2023[58]).[85][114]
Later construction
In December 1966, the segment joining US 25W/70 to SR 113 in Jefferson County, including the interchange with I-81, was completed.[115][116] On April 11, 1967, the segment in Knoxville from Gay Street to US 11W was opened.[117][118] The 16-mile (26 km) segment linking US 70N in Monterey and US 127 in Crossville was opened to traffic on December 1, 1967.[119] The final section of I-40 in Knoxville to be completed was the segment connecting US 11W and US 11E/25W/70, which opened on December 19, 1967, to eastbound traffic,[120] and to westbound traffic on June 21, 1968.[121] The 12-mile-long (19 km) segment from US 127 in Crossville to US 70 in Crab Orchard was opened on September 12, 1968.[122] The adjacent section extending to SR 299 near the eastern escarpment of the Cumberland Plateau followed on September 26, 1969.[123] The section through the Pigeon River Gorge in Cocke County, as well as into North Carolina, was initially believed by some engineers to be impossible to build. Construction of this segment was one of the most difficult and laborious highway projects in the nation, requiring thousands of tons of earth and rock to be moved.[124] It was also one of the most expensive highway construction projects per mile, at a cost of $19 million (equivalent to $127 million in 2023[58]).[125][126] Work began on this project in 1961,[126] and the entire stretch, 37 miles (60 km) between US 321/SR 32 in Newport and US 276 in Haywood County, North Carolina, was jointly opened to traffic on October 24, 1968, by both states in a dedication ceremony.[127]
In Nashville, the segment linking 46th Avenue with I-65 opened to traffic on March 15, 1971.[128] On July 14, 1971, the Memphis section from US 51 to Chelsea Avenue, including the Midtown interchange with I-240 (then I-255), opened.[129] Work on the final segment between Memphis and Knoxville, approximately 5.5 miles (8.9 km) from the interchange with I-65 to the western split with I-24 southeast of downtown Nashville, including the concurrency with I-65, began in May 1969 and was opened on March 3, 1972. This completed the entirety of I-40 from Memphis to SR 299 near Rockwood, as well as the last stretch in Middle Tennessee.[130] The last segment of the original planned route of I-40 in West Tennessee to be completed was the Hernando de Soto Bridge in Memphis; construction began on May 2, 1967, and the bridge opened to traffic on August 2, 1973.[131][132] The bridge, which cost $57 million (equivalent to $299 million in 2023[58]), was dedicated in a ceremony by Tennessee Governor Winfield Dunn and Arkansas Governor Dale Bumpers on August 17, 1973.[133][134]
The nine-mile (14 km) segment from SR 299 to US 27 near Harriman and Rockwood, including the descent down Walden Ridge, was opened to traffic on August 19, 1974, after years of delays due to geological problems, completing the entirety of I-40 between Memphis and Knoxville.[135] Work started on this section in early 1966 and was originally expected to be complete by late 1968.[136] The final segment of the planned route of I-40 in Tennessee, 21.5 miles (34.6 km) connecting US 11E/25W/70 east of Knoxville to US 25W/70 in Dandridge, was dedicated by Governor Dunn and partially opened to traffic on December 20, 1974,[137][138] and fully opened on September 12, 1975.[3] Initially planned to carry four lanes, engineers chose to expand this segment to six lanes in 1972 after construction had already begun, based on studies projecting higher-than-average traffic volumes.[139] As a result, this segment was one of the first rural six-lane highways in the country and was also dedicated on the same day that the last sections of I-75 and I-81 in Tennessee were opened.[137][140] The last section of what is now I-40 in Tennessee to be completed was the section linking Chelsea Avenue and US 64/70/79, which was originally part of I-240. Construction began in April 1974, and the section was opened to traffic by Governor Lamar Alexander on March 28, 1980, after years of delays.[141]
Controversies
In Memphis, I-40 was originally slated to pass through the city's Overton Park, a 342-acre (138 ha) public park. This location was announced in 1955 and subsequently approved by the Bureau of Public Roads in November 1956.[142] The park consists of a wooded refuge, as well as the Memphis Zoo, Memphis Brooks Museum of Art, Memphis College of Art, a nine-hole golf course, an amphitheater that was the site of Elvis Presley's first paid concert in 1954, and other features. When the state announced the routing through the park, a group of local citizens, spearheaded by a group of elderly women dubbed the "little old ladies in Tennis shoes" by multiple media outlets, began a campaign to stop this construction. The organizers first collected over 10,000 signatures in their support and founded the organization Citizens to Preserve Overton Park in 1957.[143] The movement was also backed by environmentalists, who feared that the Interstate's construction would upset the park's fragile ecological balance, as the wooded area had become an important stopover for migratory birds.[144]
The organization continued to wage their campaign and filed a lawsuit in the US District Court for the Western District of Tennessee in December 1969 after then-US Secretary of Transportation John A. Volpe had authorized the state to advertise bids the previous month.[145] The suit was dismissed on February 26, 1970, by judge Bailey Brown,[146] which was subsequently upheld by the Sixth Circuit Court of Appeals on September 29, 1970.[147] The case was then appealed to the US Supreme Court, which, on March 2, 1971, reversed the lower court rulings in the landmark decision of Citizens to Preserve Overton Park v. Volpe. The court found that Volpe had violated clauses of the Department of Transportation Act of 1966 and Federal-Aid Highway Act of 1968 which prohibit the approval of federal funding for highway projects through public parks with feasible alternative routes.[148] For many years after this decision, the state continued to explore options to route I-40 through Overton Park, including tunneling under the park or constructing the highway below grade, but ultimately concluded that these alternatives were too expensive.[142] On January 9, 1981, then-Governor Alexander submitted a request to then-Secretary of Transportation Neil Goldschmidt to cancel the route through Overton Park, which was approved seven days later.[149][150]
Immediately after the cancelation of the Overton Park section, the northern portion of I-240 was redesignated as the remainder of I-40, adding approximately 3.5 miles (5.6 km) to the route.[11] About four miles (6.4 km) of a controlled-access highway was actually built within the I-240 loop east of the park; this portion of highway was named Sam Cooper Boulevard in December 1986,[151] and terminates at East Parkway in the Binghampton neighborhood near the park.[13] In addition, right-of-way was acquired west of the park, and many structures demolished to make way for the Interstate. Some of these empty lots have since been built over.[152] At the time of the route's cancelation, approximately $280 million (equivalent to $795 million in 2023[58]) had been budgeted by the federal government for its construction; these funds were then diverted for other transportation improvements in the Memphis metropolitan area.[150][152]
In western Nashville, I-40 passes through the Jefferson Street community, a predominantly Black American neighborhood, which contains three historically Black colleges and was a site of the Nashville sit-ins during the civil rights movement.[153][154] Planners considered placing this section near Vanderbilt University but had ultimately settled on the current alignment by the mid-1950s.[155] Before construction began, many residents had come to believe that the interstate would lead to economic decline of their neighborhood and divide it from the rest of the city.[155] Some also believed that the routing was an act of racial discrimination and criticized the state for not being transparent about their plans.[155] In October 1967, several residents of Jefferson Street formed the I-40 Steering Committee and filed a lawsuit against the state in the US District Court for the Middle District of Tennessee hoping to force them to reroute I-40.[155] On November 2, judge Frank Gray Jr. ruled against them, arguing that there was no feasible alternate route.[156] He did, however, concede that the methods the state used to notify residents about the project were unsatisfactory and that the route would have an adverse effect on their community.[155] The organization appealed the decision to the Sixth Circuit, which unanimously upheld the lower court's decision on December 18, and to the Supreme Court, which refused to hear the case on January 29, 1968.[156] The construction of I-40 through Jefferson Street ultimately resulted in many Black residents being displaced to the Bordeaux area in North Nashville and did lead to the deterioration of the neighborhood that had been predicted.[157]
Major projects and expansions
Memphis
The first HOV lanes in the Memphis area opened on September 15, 1997, on the 7.5-mile (12.1 km) section between I-240 and US 64 in Bartlett with the completion of a project that widened this segment from four to eight lanes.[158]
The cancelation of the section of I-40 through Overton Park rendered both interchanges with I-240 inadequate to handle the unplanned traffic patterns, thus necessitating their reconstruction.[152] In addition, both interchanges contained ramps with hazardously sharp curves.[159] On the eastern interchange, reconstruction was accomplished in two separate projects.[160] The first project, which began in January 2001 and was completed in October 2003, constructed a new two-lane flyover ramp from I-40 westbound to I-240 westbound, replacing a single-lane loop ramp, and widened the approach of I-240 south of the interchange.[161][162] Also in this project, I-40 directly north of the interchange was reconstructed in preparation for the second project and the interchanges with US 64/70/79 (Summer Avenue) and White Station Road were modified.[160]
The second project was initially slated to begin in January 2004[160] but was delayed until October 2013 due to funding and redesign complications.[163] A two-lane flyover was constructed to carry I-40 eastbound traffic through the interchange, replacing a one-lane ramp. The single-lane ramp carrying I-40 westbound traffic through the interchange was rerouted to become the exit ramp for Summer Avenue and replaced with a two-lane flyover that connects to the flyover constructed in the first project. Additional aspects of this project widened the ramp connecting I-240 eastbound and I-40 eastbound to three lanes, widened both approaches to the interchange on I-40, which required a new 14-lane bridge over the Wolf River, widened the approach on I-240 south of the interchange, added through lanes to Sam Cooper Boulevard, and reconfigured the SR 204 (Covington Pike) interchange.[164] The project cost $109.3 million (equivalent to $136 million in 2023[58]), which was, at the time, the highest-bid contract in state history[163] and was completed on December 15, 2016.[165][166]
The interchange with the western terminus of I-240 near Midtown Memphis was reconstructed between June 2003 and December 2006.[167] This project converted the interchange into a directional T configuration, which required the demolition of several unused ramps and bridges that had been constructed with the intent of I-40 continuing directly east of this interchange prior to the Overton Park controversy.[168] As part of this project, the nearby cloverleaf interchange with SR 14 (Jackson Avenue) was reduced to a partial cloverleaf interchange, and several additional auxiliary lanes and slip ramps were constructed. The northern merge with I-40 and I-240 was moved north of the SR 14 interchange.[169]
Nashville area
In November 1977, TDOT installed a system to detect tailgating vehicles in the westbound lanes of the concurrent segment with I-24, which consisted of sensors embedded in the roadway connected to overhead warning signs with flashing lights and horns.[170][171] The system was the first of its kind in the country but experienced technical problems and was criticized as ineffective, leading to its decommission in July 1980.[172] This segment of I-40 was widened from six to eight lanes between July 1979 and January 1980 by removing the right shoulders, narrowing the lanes by one foot (30 cm), and shifting traffic slightly to the left.[173][174]
The short segment of I-40 from east of the split with I-24/I-440 and east of SR 255 (Donelson Pike) in eastern Nashville was widened to six lanes from August 1986 and December 1987.[175] From October 1987 to November 1989, the 4.7-mile (7.6 km) segment from east of SR 255 to east of SR 45 was widened to six lanes.[176] West of downtown Nashville, the three-mile (4.8 km) section between SR 155 (Briley Parkway/White Bridge Road) and US 70 (Charlotte Pike) was expanded to six lanes from February 1988 and December 1989. From April 1991 to December 1992, the section in Bellevue linking US 70 and US 70S, a distance of 5.9 miles (9.5 km), was widened to six lanes.[177]
The first HOV lanes on I-40 in Tennessee were opened to traffic on November 14, 1996, with the completion of a project that widened the eight-mile (13 km) section between west of SR 45 (Old Hickory Boulevard) in eastern Nashville and east of SR 171 in Mount Juliet from four to eight lanes.[178] These were the second set of HOV lanes constructed in Tennessee.[179] This project, which began in early 1995, was also the first in Tennessee to be constructed with split Jersey barriers in the median every few miles to allow police enforcement from the left shoulders.[180] The short stretch between SR 155 (Briley Parkway/White Bridge Road) and the western terminus of I-440 was modified in a project from November 2002 to July 2005 that widened the stretch to eight through lanes, added auxiliary lanes, improved and expanded access between multiple local thoroughfares, and added partial access control between the southern end of Briley Parkway by means of two new flyover ramps.[181][182] The second phase, which ran from July 2009 to August 2011, constructed an additional flyover ramp between I-40 and Briley Parkway, converting the interchange to full access control, further modified the White Bridge Road interchange, and widened a short stretch of I-40 west of this interchange.[183][184]
A project which ran between January 2004 and January 2007 widened the three-mile (4.8 km) section connecting I-24/440 to SR 255 from six to eight through lanes, added extra auxiliary lanes between interchanges, and reconstructed the interchange with SR 155 (Briley Parkway) into a fully controlled-access interchange.[185][186] Work to widen six miles (9.7 km) of I-40 from four to eight lanes between east of SR 171 and east of SR 109 in Lebanon began in July 2012 and was completed in July 2014.[187][188] The four-mile (6.4 km) stretch from east of SR 109 and east of I-840 in Lebanon was widened from four to eight lanes between April 2019 and September 2021.[189][190]
Knoxville
Beginning in early May 1980, the segment of I-40 in Knoxville between Papermill Road and Gay Street was modified in a project that eliminated the interchanges with 17th Street, Western Avenue, and Gay Street, widened the segment to a minimum of six through lanes, added frontage roads, and reconstructed the gridlock-prone cloverleaf interchange with I-75, known as "Malfunction Junction", into a stack interchange with flyover ramps.[191][192] The noncontiguous segment between US 11W (Rutledge Pike) and US 11E/25W/70 (Asheville Highway) was also widened to six lanes.[193] The project was completed on March 30, 1982, in a ceremony officiated by Governor Alexander.[194] While these projects were underway, the concurrent part of I-75 on this segment was rerouted around the western leg of I-640, which was completed in December 1980, and the short segment of I-75 north of this segment became I-275.[195] These projects were conducted as part of a larger $250 million (equivalent to $668 million in 2023[58]) multi-phase improvement project on multiple roads in the area that was accelerated in preparation for the 1982 World's Fair.[196][197]
By the mid-1970s, the concurrent segment of I-40 with I-75 between Lenoir City and western Knoxville had begun to experience regular congestion, and, in 1978, the FHWA authorized TDOT to widen the segment from the I-75 interchange near Lenoir City to the Pellissippi Parkway to six lanes and the segment from the Pellissippi Parkway to I-640 to eight lanes, as well as reconstruct interchanges along this segment. TDOT announced plans to proceed with the project in May 1981; however, they initially chose to only widen the entire segment to six lanes, due to the need for immediate congestion relief and the fact that the larger project required additional right-of-way.[198] The six-lane project began in July 1984 with the segment between Papermill Road and the Pellissippi Parkway, and this was completed in December 1985.[199] The remainder of the project, located between the Pellissippi Parkway and the I-75 split, took place from June 1985 to July 1986.[200]
On October 9, 1986, the FHWA approved an environmental impact statement (EIS) for the remainder of the I-40/I-75 improvement project.[198] The first phase, which took place between August 1990 and August 1994, widened the section from east of the Pellissippi Parkway and east of Cedar Bluff Road and reconstructed the interchange with the latter.[201][202] In preparation for the second phase, Gallaher View Road was extended north to the Interstate between April 1994 and July 1996, with a new overpass over the Interstate and onramp constructed.[203][204] The second phase, which ran from May 1996 to December 1999, widened the section from east of Cedar Bluff Road to east of Gallaher View Road and extended Bridgewater Road to the Interstate.[205][206] The interchange with Walker Springs Road was replaced with a new interchange providing access to all three roads via collector–distributor frontage roads in between.[203] The third phase, which occurred between early 2000 and late 2002, widened the segment linking Papermill Road to I-640 from 6 to 10 lanes. The fourth phase, which ran from September 2000 to July 2003, improved the interchange with SR 131 and widened the section from this route to the Pellissippi Parkway.[207] The final phase, which occurred between January 2003 and December 2006, widened the section connecting Gallaher View Road to Papermill Road, and reconfigured the interchanges with the US 11/70 connector and Papermill Road.[208][209] A new collector–distributor facility serving the westbound ramps was built along the Papermill interchange, and ramps providing direct access to Weisgarber Road and SR 332 were constructed.[210]
On February 28, 2002, the FHWA approved an EIS for a project called "SmartFix 40" between I-275 and Cherry Street.[211] The first phase, which ran from July 6, 2005, to September 21, 2007,[212] consisted of reconstructing and realigning the interchanges with SR 158 (James White Parkway), Hall of Fame Drive, and Cherry Street, and constructing collector–distributor ramps between these interchanges.[213][214] For the second phase, I-40 between SR 158 and Hall of Fame Drive was completely closed to all traffic between May 1, 2008, and June 12, 2009.[215] This substandard section, which was four lanes from east of I-275 to SR 158 and six lanes between SR 158 and Cherry Street, was widened to six lanes, plus additional auxiliary lanes. It had been a severe bottleneck and was highly accident-prone. In addition, left-hand entrance and exit ramps with the SR 158 interchange were eliminated.[216] During this closure, through traffic was required to use I-640 or surface streets, and inbound and outbound ramps connecting I-40 and I-640 at both interchanges were temporarily widened to three lanes to facilitate the extra volume.[217] Both phases of SmartFix 40 won an America's Transportation Award from AASHTO in 2008 and 2010, respectively.[218][219] At a cost of $203.7 million (equivalent to $281 million in 2023[58]), SmartFix 40 was at the time the largest project ever coordinated by TDOT, and the second of its kind attempted in the US.[220]
Other projects
Between July 1997 and November 1999, the six-mile (9.7 km) section from US 25W/70 to I-81 in Jefferson County was widened to six lanes.[221]
A 2008 study conducted by TDOT on the I-40 and I-81 corridors identified a number of steep grades difficult for trucks to ascend, causing congestion and safety hazards. This resulted in TDOT constructing truck climbing lanes throughout the corridor. In 2018, three westbound truck lanes; a two-mile-long (3.2 km) lane immediately west of the Tennessee River in Benton County, a two-mile (3.2 km) lane in Humphreys and Hickman counties, and a one mile (1.6 km) lane east of Crossville were completed.[35][222][223] The following year, two additional projects, a four-mile (6.4 km) lane in Dickson and Williamson counties and a three-mile (4.8 km) lane in western Smith County, both in the eastbound direction, were completed.[223] In 2020, the most recent truck lane was completed on a two-mile (3.2 km) segment of the eastbound lanes in eastern Cumberland County.[224]
In Jackson, TDOT is working to widen I-40 to six lanes and improve interchanges in three separate phases. The first phase, which began on October 2, 2017, widened I-40 between west of US 45 Byp. and east of US 45, a distance of approximately 2.9 miles (4.7 km); added auxiliary lanes between these interchanges and the interchange with US 412; converted the cloverleaf interchange with the US 45 Byp. into a partial cloverleaf interchange and the cloverleaf with US 70 into a single-point urban interchange (SPUI); and replaced bridges and improved intersections on both routes near the interchanges.[225][226] The entire first phase was completed in early July 2021.[227] The second phase, which began on November 4, 2020, widened I-40 from east of US 45 to east of US 70/412, a distance of approximately 5.5 miles (8.9 km), added auxiliary lanes, and replaced multiple bridges along this segment.[228] It was completed on November 7, 2022.[229] The final phase, which began on July 10, 2022, and is expected to be completed by May 31, 2024, widens the 1.2-mile (1.9 km) segment from west of US 412 to west of US 45 Byp.[230][231][needs update]
Geological difficulties
The rugged terrain of East Tennessee presented numerous challenges for I-40 construction crews and engineers. Rockslides, especially along the eastern Cumberland Plateau and in the Pigeon River Gorge, have been a persistent problem both during and since the road's construction.[36]
Crab Orchard and Walden Ridge area
On December 17, 1986, a truck driver was killed when his truck struck a boulder that had fallen across the road just east of Crab Orchard.[232] In response to this incident, between January 1987 and December 1988, workers flattened the cutslopes along this stretch of the Interstate and moved a 1,000-foot (300 m) section of the road 60 feet (18 m) away from the problematic cliffside.[36][233]
While still under construction, 20 rockslides occurred along the Walden Ridge section, miles 341–346, of the eastern plateau in 1968 alone. This prompted various remedial measures throughout the 1970s, including the employment of rock buttresses, gabion walls, and horizontal drains.[36] A minor rockslide shut down the right lane of westbound I-40 at mile 343 on May 6, 2013.[234]
Pigeon River gorge
An area very prone to rockslides is the Pigeon River gorge, especially in the vicinity of the Tennessee–North Carolina state line.[235] Throughout the 1970s, this stretch of I-40 was repeatedly shut down by rockslides, sometimes for several weeks at a time. In the late 1970s and early 1980s, workers dug over 24,000 feet (7,300 m) of horizontal drains, blasted out large volumes of unstable rocks, and installed massive mesh catchment fences.[36] Nevertheless, rockslides in 1985 and 1997 again forced the closure of I-40 in the Pigeon River gorge for several weeks.[236] Additional stabilization measures were implemented, including the blasting of loose rock, the installation of rock bolts, and the construction of a better drainage system.[237] In spite of these measures, another massive rockslide occurred in the Pigeon River gorge on October 26, 2009, blocking all lanes just across the border at North Carolina mile 3. The section was closed to traffic in both directions until April 25, 2010.[238] On January 31, 2012, the westbound lanes of I-40 were closed because of a rockslide near the North Carolina border. Traffic was detoured along I-26 and I-81 and reopened a few months later.[239]
Sinkholes
Sinkholes are a consistent issue along highways in East Tennessee. One particularly problematic stretch is a section of I-40 between miles 365 and 367 in Loudon County, which is underlain by cavernous rock strata. In the 1970s and 1980s, TDOT employed numerous stabilization measures in this area, including backfilling existing sinkholes with limestone, collapsing potential sinkholes, and paving roadside ditches to prevent surface water from seeping into the volatile soil.[36]
Other incidents and closures
On December 23, 1988, a tanker truck hauling liquified propane overturned along a one-lane ramp carrying I-40 traffic through the Midtown interchange with I-240 in Memphis, rupturing a small hole in the front of the tank.[240][241] The leaking gas ignited in a boiling liquid expanding vapor explosion (BLEVE), producing a massive fireball that set nearby vehicles and structures on fire and instantly killed five motorists, including the driver.[242][243] The tank was then propelled from the crash site by the remaining escaping combusting gas, causing it to strike a nearby overpass bridge and crash into a duplex apartment about 125 yards (114 m) away. This killed one occupant and started additional fires which subsequently spread to multiple other buildings.[244] A total of seven additional cars were destroyed, and 10 cars, six houses, and one additional residential complex were damaged.[242] 10 people were injured, and two people who were inside of homes impacted by the fires later died from their injuries.[245] A truck driver was also killed when he crashed into a traffic jam caused by the accident.[246] This accident was one of the deadliest and most destructive motor vehicle accidents to ever occur in Tennessee and provided momentum for the eventual reconstruction of the interchange.[167]
On May 11, 2021, inspectors discovered a crack on a tie girder of the Hernando de Soto Bridge, resulting in closure of the bridge to all traffic.[247] A subsequent investigation revealed that the crack had existed since at least May 2019, and reports later surfaced that the crack had likely existed since August 2016.[248][249] TDOT awarded an emergency repair contract for the bridge on May 17, 2021, that was conducted in two phases.[250][251] In the first phase, which was completed on May 25, 2021, fabricated steel plates were attached to both sides of the fractured beam.[252] The second phase consisted of the installation of additional steel plating and removal of part of the damaged beam.[250] The eastbound lanes of the bridge reopened on July 31, 2021,[253] and the westbound lanes reopened two days later.[254]
Exit list
| County | Location | mi[255][a] | km | Exit | Destinations | Notes |
|---|---|---|---|---|---|---|
| Mississippi River | 0.00– 1.18 | 0.00– 1.90 |  I-40 west – Little Rock | Continuation into Arkansas | ||
| Hernando de Soto Bridge | ||||||
| Shelby | Memphis | 0.92 | 1.48 | 1 | Front Street, Riverside Drive – Downtown Memphis | Western end of Music Highway designation |
| 1.09– 1.16 | 1.75– 1.87 | 1A | Second Street, Third Street (SR 3, SR 14) | Westbound exit and eastbound entrance | ||
| 1.55 | 2.49 | 1B |  US 51 (Danny Thomas Boulevard, SR 1) | Signed as exits 1C (south) and 1D (north) westbound | ||
| 2.23– 2.69 | 3.59– 4.33 | 1E |  I-240 / Madison Avenue south – Jackson Miss. | I-240 exit 31; former I-255 south; semi-directional T interchange; westbound ramp to I-240 southbound and ramp from I-240 northbound to I-40 eastbound merge north of exit 1F via collector–distributor facilities | ||
| 3.13 | 5.04 | 1F |  SR 14 (Jackson Avenue) | Westbound exit and eastbound entrance | ||
| 3.89– 4.14 | 6.26– 6.66 | 2 | Chelsea Avenue, Smith Avenue | |||
| 4.78– 5.49 | 7.69– 8.84 | 2A |  To US 51 (SR 3) – Millington | Access via unsigned SR 300 west; directional-T interchange | ||
| 5.51 | 8.87 | 3 | Watkins Street | |||
| 7.44 | 11.97 | 5 | Hollywood Street | |||
| 8.60 | 13.84 | 6 | Warford Street | |||
| 10.42 | 16.77 | 8 | SR 14 (Jackson Avenue, Austin Peay Highway) | Signed as exits 8A (north) and 8B (south) westbound | ||
| 12.50 | 20.12 | 10 |  SR 204 (Covington Pike) | |||
| 13.37– 14.39 | 21.52– 23.16 | 12A |    US 64 / US 70 / US 79 (Summer Avenue SR 1) / White Station Road | Eastbound exit only; westbound access via Sam Cooper Blvd. | ||
| 14.39 | 23.16 | 10A | I-240 west – Jackson Miss. | Westbound exit follows Sam Cooper Blvd. numbering; no exit number eastbound; I-240 exit 12C; four-level stack interchange | ||
| 14.39 | 23.16 | — | Sam Cooper Boulevard | Westbound left exit and eastbound left entrance | ||
| 15.67 | 25.22 | 12 | Sycamore View Road – Bartlett | |||
| 17.27 | 27.79 | 14 | Whitten Road | |||
| 18.79 | 30.24 | 15 | Appling Road | Signed as exits 15A (south) and 15B (north) eastbound | ||
| 20.15 | 32.43 | 16 |  SR 177 – Germantown | Signed as exits 16A (south) and 16B (north) westbound | ||
| Memphis–Bartlett line | 21.47 | 34.55 | 18 | US 64 (SR 15) – Somerville, Bolivar, Bartlett | ||
| Lakeland | 23.87 | 38.42 | 20 | Canada Road – Lakeland | ||
| Arlington | 27.95 | 44.98 | 24 |     I-269 south / SR 385 north – Millington, Collierville | Signed as exits 24A (south) and 24B (north); I-269 exit 19; cloverleaf interchange | |
| 28.74 | 46.25 | 25 |  SR 205 – Arlington, Collierville | |||
| Fayette | | 32.48 | 52.27 | 28 |  SR 196 – Gallaway, Oakland | |
| | 38.90 | 62.60 | 35 |  SR 59 – Covington, Somerville | ||
| | 39 |  SR 194 | To serve an extension of SR 194 for Blue Oval City[17][256] | |||
| | 45.80 | 73.71 | 42 |  SR 222 – Stanton, Somerville | ||
| Haywood | | 51.25 | 82.48 | 47 |  SR 179 (Stanton-Dancyville Road) | |
| | 55.72 | 89.67 | 52 |  SR 179 / SR 76 – Whiteville | ||
| Brownsville | 59.028 | 94.996 | 56 | SR 76 – Brownsville, Somerville | ||
| | 62.60 | 100.74 | 60 |  SR 19 (Mercer Road) | ||
| | 68.35 | 110.00 | 66 | US 70 (SR 1) – Brownsville, Ripley | ||
| Madison | | 70.68 | 113.75 | 68 |  SR 138 (Providence Road) | |
| | 77.11 | 124.10 | 74 | Lower Brownsville Road | ||
| Jackson | 78.81 | 126.83 | 76 |    SR 223 south – McKellar-Sipes Regional Airport | ||
| 81.57 | 131.27 | 79 |  US 412 (SR 20) / Vann Drive – Jackson, Alamo, Dyersburg | |||
| 82.83 | 133.30 | 80 |   US 45 Byp. (SR 186) – Jackson, Humboldt | Signed as exits 80A (south) and 80B (north) | ||
| 84.29 | 135.65 | 82 | US 45 (SR 5) / Vann Drive – Jackson, Milan | Formerly signed as exits 82A (south) and 82B (north) | ||
| 85.56 | 137.70 | 83 | Campbell Street, Old Medina Road | Opened June 13, 2003[257] | ||
| 87.15 | 140.25 | 85 | Christmasville Road, Dr. F.E. Wright Drive – Jackson | Opened December 14, 1987; formerly signed as exits 85A (Dr. F. E. Wright Drive) and 85B (Christmasville Road)[258] | ||
| | 89.31 | 143.73 | 87 |  US 70 / US 412 east (SR 1) – Huntingdon, McKenzie, Jackson | ||
| | 95.87 | 154.29 | 93 |  SR 152 (Law Road) – Lexington | ||
| Henderson | | 103.11 | 165.94 | 101 |  SR 104 – Lexington | |
| Parkers Crossroads | 110.34 | 177.58 | 108 |  SR 22 – Parkers Crossroads, Lexington, Huntingdon | ||
| Henderson–Carroll county line | | 118.47 | 190.66 | 116 |  SR 114 – Natchez Trace State Park, Lexington | |
| Decatur–Benton county line | | 128.34 | 206.54 | 126 |   US 641 / SR 69 – Camden, Paris, Parsons | |
| Benton | | 135.42 | 217.94 | 133 |  SR 191 (Birdsong Road) | |
| Tennessee River | 136.82– 137.32 | 220.19– 221.00 | Jimmy Mann Evans Memorial Bridge | |||
| Humphreys | | 139.14 | 223.92 | 137 | Cuba Landing | |
| | 145.30 | 233.84 | 143 |  SR 13 – Linden, Waverly | ||
| Hickman | | 150.64 | 242.43 | 148 |   SR 50 to SR 229 – Centerville | |
| Bucksnort | 154.92 | 249.32 | 152 |  SR 230 – Bucksnort | ||
| Dickson | | 166.19 | 267.46 | 163 |  SR 48 – Centerville, Dickson | |
| Dickson | 175.19 | 281.94 | 172 |  SR 46 – Centerville, Dickson, Columbia | ||
| | 179.29 | 288.54 | 176 |   I-840 east – Knoxville, Franklin | I-840 exit 0; half-cloverleaf interchange. | |
| Williamson | | 184.58 | 297.05 | 182 |  SR 96 – Franklin, Fairview, Dickson | |
| Cheatham | Kingston Springs | 190.53 | 306.63 | 188 |  SR 249 – Kingston Springs, Ashland City | |
| Davidson | Nashville | 195.22 | 314.18 | 192 | McCrory Lane – Pegram | |
| 199.01 | 320.28 | 196 |  US 70S (SR 1) – Bellevue, Newsom Station | |||
| 201.76 | 324.70 | 199 |  SR 251 (Old Hickory Boulevard) | |||
| 203.60 | 327.66 | 201 | US 70 (Charlotte Pike, SR 24) | Signed as exits 201A (east) and 201B (west) eastbound | ||
| 206.39 | 332.15 | 204 |  SR 155 (Briley Parkway, White Bridge Road) / Robertson Avenue | Signed as exits 204A (north) and 204B (south) westbound; SR 155 exit 6; four-level stack interchange | ||
| 206.93– 207.31 | 333.02– 333.63 | 205 | 51st Avenue, 46th Avenue – West Nashville | |||
| 208.17– 208.61 | 335.02– 335.73 | 206 |  I-440 east (Four-Forty Parkway) – Knoxville | Left exit westbound; semi-directional T interchange | ||
| 208.88 | 336.16 | 207 | 28th Avenue | Westbound exit and eastbound entrance | ||
| 209.33 | 336.88 | Jefferson Street | Eastbound exit and westbound entrance | |||
| 209.91– 210.28 | 337.82– 338.41 | 208 |     I-65 north to I-24 west – Louisville, Clarksville | Left exit eastbound, left entrances; signed as exit 208B eastbound; western end of I-65 overlap; I-65 exit 84B southbound; former I-265; directional-T interchange | ||
| 211.00 | 339.57 | 209 | US 70 (Charlotte Avenue, SR 24) / Church Street | Church St. not signed eastbound | ||
| 211.20 | 339.89 | 209A | Church Street US 70 / US 70S / US 431 (Broadway, SR 1/SR 24) | Eastbound signage Westbound signage | ||
| 211.38– 211.52 | 340.18– 340.41 | 209B | US 70S / US 431 (Broadway, SR 1) / Demonbreun Street | Westbound signed as "Demonbreun St." only | ||
| 212.04– 212.52 | 341.25– 342.02 | 210 | I-65 south – Huntsville | Eastern end of I-65 overlap; left exit and entrance westbound; signed as exit 210B westbound; I-65 exit 82B northbound; directional-T interchange | ||
| 212.71– 212.83 | 342.32– 342.52 | 210C |   US 31A / US 41A south (4th Avenue, 2nd Avenue, SR 11 south) | |||
| 213.10– 213.48 | 342.95– 343.56 | 211 | I-24 west to I-65 north – Clarksville, Louisville | Western end of I-24 overlap; left exit and entrance eastbound; signed as exit 211B eastbound; I-24 exit 50B eastbound; former I-65 north; directional-T interchange | ||
| 213.91 | 344.25 | 212 | Hermitage Avenue | Westbound exit; eastbound entrance from Green Street; access to unsigned US 70 | ||
| 214.42 | 345.08 | Fesslers Lane | Eastbound exit and westbound entrance | |||
| 215.21– 215.78 | 346.35– 347.26 | 213A | I-24 east – Chattanooga | Eastern end of I-24 overlap; eastbound exit and westbound left entrance; directional-T interchange | ||
| I-440 west (Four-Forty Parkway) / I-24 east – Memphis, Chattanooga | Westbound left exit and eastbound entrance; I-24 exit 52B | |||||
| 215.78 | 347.26 | 213 |  Spence Lane to US 41 / US 70S (Murfreesboro Road, SR 1) | Westbound exit only; eastbound access via exit 213A | ||
| 217.28 | 349.68 | 215 | SR 155 (Briley Parkway) | Signed as exits 215A (south) and 215B (north); SR 155 exit 27 southbound; not signed northbound; cloverstack interchange | ||
| 218.42 | 351.51 | 216A | Nashville International Airport | Eastbound exit and westbound entrance | ||
| 219.11 | 352.62 | 216B |  SR 255 south (Donelson Pike) – Nashville International Airport, Air Freight | |||
| 216C | SR 255 north (Donelson Pike) | |||||
| 221.55 | 356.55 | 219 | Stewarts Ferry Pike – J. Percy Priest Dam | |||
| 222.51 | 358.10 | 221A |  SR 45 north (Old Hickory Boulevard) – The Hermitage | Eastbound exit and westbound entrance; Eastern end of Music Highway designation | ||
| 223.41 | 359.54 | 221B | Old Hickory Boulevard | |||
| Wilson | Mount Juliet | 228.49 | 367.72 | 226 |  SR 171 / Belinda Parkway, Providence Way – Mount Juliet | Signed as exits 226A (SR 171 south), 226B (SR 171 north), and 226C (Belinda/Providence) eastbound; Belinda Pky./Providence Way not signed westbound |
| 231.67 | 372.84 | 229 | Beckwith Road, Golden Bear Gateway | Signed as exits 229A (south) and 229B (north) eastbound; Golden Bear Gtwy. not signed eastbound | ||
| Lebanon | 234.49 | 377.38 | 232 |  SR 109 – Gallatin | Signed as exits 232A (south) and 232B (north) eastbound | |
| 237.56 | 382.32 | 235 | I-840 west – Memphis, Murfreesboro | I-840 exit 76; trumpet interchange. | ||
| 239.03 | 384.68 | 236 | S. Hartmann Drive | Opened on October 18, 2002[259] | ||
| 240.54 | 387.11 | 238 |  US 231 (SR 10) – Lebanon, Hartsville | |||
| 242.25 | 389.86 | 239 | US 70 (SR 26) – Watertown, Lebanon | Signed as exits 239A (east) and 239B (west) eastbound | ||
| Tuckers Crossroads | 247.43 | 398.20 | 245 | Linwood Road | ||
| Smith | New Middleton | 256.86 | 413.38 | 254 |  SR 141 – Alexandria | |
| Gordonsville | 261.06 | 420.14 | 258 |  SR 53 – Carthage, Gordonsville | ||
| Caney Fork River | 265.68– 269.95 | 427.57– 434.44 | Five total crossings on five separate bridges | |||
| Putnam | Buffalo Valley | 270.78 | 435.78 | 268 |  SR 96 (Buffalo Valley Road) – Center Hill Dam | |
| Silver Point | 275.88 | 443.99 | 273 |  SR 56 south – Smithville, McMinnville | Western end of SR 56 overlap; eastbound exit ramp includes direct access to SR 141 west | |
| Boma | 278.53 | 448.25 | 276 | Old Baxter Road | ||
| Baxter | 282.54 | 454.70 | 280 | SR 56 north – Baxter, Gainesboro | Eastern end of SR 56 overlap | |
| Cookeville | 285.33 | 459.19 | 283 | Tennessee Avenue, Highland Park Boulevard | Opened on June 20, 2018[260] | |
| 288.27 | 463.93 | 286 |  SR 135 (South Willow Avenue) – Cookeville | |||
| 289.77 | 466.34 | 287 |  SR 136 – Cookeville, Sparta | |||
| 291.08 | 468.45 | 288 |  SR 111 – Livingston, Sparta | |||
| 292.72 | 471.09 | 290 |  US 70N – Cookeville | |||
| Monterey | 303.62 | 488.63 | 300 |   US 70N (SR 24) / SR 84 to SR 62 – Monterey, Livingston | ||
| 304.27 | 489.68 | 301 | US 70N (SR 24) / SR 84 to SR 62 – Monterey, Jamestown, Livingston | |||
| Cumberland | | 313.44 | 504.43 | 311 | Plateau Road | |
| Crossville | 320.26 | 515.41 | 317 |  US 127 (SR 28) – Crossville, Jamestown | ||
| 322.42 | 518.88 | 320 |  SR 298 (Genesis Road) – Crossville | |||
| 324.66 | 522.49 | 322 |  SR 101 (Peavine Road) – Crossville, Fairfield Glade | |||
| Crab Orchard | 332.00 | 534.30 | 329 | To US 70 (SR 1) – Crab Orchard | ||
| | 341.13 | 549.00 | 338 |  SR 299 south (Westel Road) – Rockwood | Western end of SR 299 overlap | |
| Cumberland–Roane county line | | 343.16 | 552.26 | 340 | SR 299 north (Airport Road) | Eastern end of SR 299 overlap; transition from Central Time Zone to Eastern Time Zone |
| Roane | Harriman | 350.34 | 563.82 | 347 |  US 27 (South Roane Street) – Harriman, Rockwood | |
| 353.05 | 568.18 | 350 |  SR 29 – Harriman, Midtown | |||
| Clinch River | 354.27– 354.54 | 570.14– 570.58 | Sam Rayburn Memorial Bridge | |||
| Kingston | 355.40 | 571.96 | 352 |  SR 58 south – Kingston | Western end of SR 58 overlap | |
| 358.25 | 576.55 | 355 | Lawnville Road | |||
| 359.31 | 578.25 | 356 | SR 58 north (Gallaher Road) – Oak Ridge | Eastern end of SR 58 overlap; signed as exits 356A (north) and 356B (south) westbound | ||
| | 363.09 | 584.34 | 360 | Buttermilk Road | ||
| | 364.09 | 585.95 | 362 | Industrial Park Road – Roane Regional Business and Technology Park | Opened on October 8, 2008.[261] | |
| Loudon | Lenoir City | 366.65 | 590.07 | 364 |   US 321 (SR 73) / SR 95 – Lenoir City, Oak Ridge | |
| | 370.22– 370.89 | 595.81– 596.89 | 368 |  I-75 south – Chattanooga | Western end of I-75 overlap; left exit and entrance westbound; I-75 exits 84A-B northbound; directional-T interchange | |
| Knox | | 371.87 | 598.47 | 369 | Watt Road | |
| Farragut | 375.67 | 604.58 | 373 | Campbell Station Road – Farragut | ||
| Knoxville | 377.46 | 607.46 | 374 |  SR 131 (Lovell Road) | ||
| 378.31– 379.62 | 608.83– 610.94 | 376 |   I-140 east / SR 162 north – Oak Ridge, Maryville | Signed as exits 376A (north) and 376B (east); I-140 exits 1C-D westbound, not signed eastbound; cloverstack interchange | ||
| 380.68 | 612.65 | 378 | Cedar Bluff Road | Signed as exits 378A (south) and 378B (north) westbound | ||
| 381.95– 382.16 | 614.69– 615.03 | 379 | Bridgewater Road, Walker Springs Road | |||
| 382.55 | 615.65 | 379A | Gallaher View Road | Eastbound access is via exit 379 | ||
| 383.51 | 617.20 | 380 |  US 11 (SR 1) / US 70 – West Hills | |||
| 385.54– 386.05 | 620.47– 621.29 | 383 |  SR 332 (Northshore Drive, Papermill Road) / Weisgarber Road | Complete access to Papermill Road; westbound exit and entrance only for Weisgarber Road; eastbound exit and entrance only for SR 332 (Northshore Drive); westbound entrance and exit ramps accessible via collector-distributor slip ramp | ||
| 387.64– 388.35 | 623.85– 624.99 | 385 |  I-75 north / I-640 east – Lexington | Eastern end of I-75 overlap; semi-directional T interchange | ||
| 389.20 | 626.36 | 386A | University Avenue, Middlebrook Pike | Westbound access is part of exit 386B; unsigned access to SR 169 | ||
| 389.20– 389.91 | 626.36– 627.50 | 386B |  US 129 (Alcoa Highway, SR 115) – Alcoa, Maryville, McGhee Tyson Airport, Great Smoky Mountains National Park | Semi-directional T interchange | ||
| 390.10– 390.33 | 627.81– 628.18 | 387 |  SR 62 (Western Avenue) / 17th Street | Westbound access via Ailor Avenue | ||
| 390.20– 390.82 | 627.97– 628.96 | 387A |  I-275 north – Lexington | I-275 exit 0; former I-75 north; three-level stack interchange | ||
| 390.59 | 628.59 | 388 |  US 441 south (Henley Street, SR 33 south) – Downtown Knoxville | Eastbound entrance only, access to SR 62 (Western Avenue) and Summit Hill Drive unsigned on I-40 | ||
| 390.92– 391.19 | 629.12– 629.56 | Broadway, Gay Street, Magnolia Avenue | Removed during reconstruction from 1980–1982[191] | |||
| 391.39 | 629.88 | 388A |   SR 158 west to US 441 south (SR 33 south) / James White Parkway – Downtown Knoxville, University of Tennessee | Western end of SR 158 overlap (unsigned); semi-directional T interchange | ||
| 391.82 | 630.57 | 389 | To US 441 north (Hall of Fame Drive, SR 71) / Broadway | SR 71 is unsigned | ||
| 393.00 | 632.47 | 390 | Cherry Street | |||
| 394.78 | 635.34 | 392 |  US 11W (Rutledge Pike, SR 1) / Knoxville Zoo Drive | Signed as exits 392A (south) and 392B (north) | ||
| 395.22– 395.98 | 636.04– 637.27 | 393 |  I-640 west / US 25W north (SR 9 north) to I-75 north – Lexington | I-640 exit 10; western end of US 25W/SR 9 overlap; semi-directional T interchange | ||
| 396.73 | 638.48 | 394 |  US 11E / US 25W south / US 70 (Asheville Highway, SR 9 south, SR 168) | Eastern end of US 25W/SR 9 overlap | ||
| Holston River | 397.55– 397.78 | 639.79– 640.16 | Ralph K. Adcock Memorial Bridge | |||
| | 400.67 | 644.82 | 398 | Strawberry Plains Pike – Strawberry Plains | ||
| | 405.05 | 651.86 | 402 | Midway Road – Seven Islands State Birding Park | ||
| Sevier | Sevierville | 410.31 | 660.33 | 407 |  SR 66 south – Gatlinburg, Sevierville, Pigeon Forge | Western end of SR 66 overlap; reconstructed into a diverging diamond interchange (first in Tennessee) in 2015[262] |
| Jefferson | | 415.24 | 668.26 | 412 | Deep Springs Road – Douglas Dam | |
| | 418.42 | 673.38 | 415 | US 25W (SR 9, SR 66 north) / US 70 – Dandridge | Eastern end of SR 66 overlap | |
| Dandridge | 420.77 | 677.16 | 417 |  SR 92 – Dandridge, Jefferson City | ||
| | 424.01– 424.69 | 682.38– 683.47 | 421 |  I-81 north – Bristol | Left exit and entrance eastbound; southern terminus of I-81; I-81 exits 1A-B southbound; directional-T interchange | |
| | 427.35 | 687.75 | 424 |  SR 113 – Dandridge, White Pine | ||
| French Broad River | 427.57– 428.04 | 688.11– 688.86 | Francis Burnett Swann Memorial Bridge | |||
| Cocke | Newport | 434.49 | 699.24 | 432 |  US 25W (SR 9) / US 70 / US 411 – Newport, Sevierville | Signed as exits 432A (south) and 432B (east) westbound; formerly exits 432A (south) and 432B (east) eastbound |
| 438.23 | 705.26 | 435 |  US 321 / SR 32 – Newport, Gatlinburg | |||
| Wilton Springs | 443.27 | 713.37 | 440 |  SR 73 to US 321 (Wilton Springs Road) – Gatlinburg, Cosby | ||
| | 446.14 | 717.99 | 443 | Foothills Parkway – Gatlinburg, Cosby, Great Smoky Mountains National Park | ||
| Hartford | 450.14 | 724.43 | 447 | Hartford Road | ||
| | 453.73 | 730.21 | 451 | Waterville Road | ||
| | 454.65 | 731.69 | I-40 east – Asheville | Continuation into North Carolina | ||
1.000 mi = 1.609 km; 1.000 km = 0.621 mi
| ||||||
See also
Notes
- ^ While the stretch of I-40 in Tennessee is officially 455.28 miles (732.70 km) long, mileposts and exits remain numbered according to the original planned routing through Overton Park in Memphis, which was approximately 3.5 miles (5.6 km) shorter.[11]
References
- ^ a b c Starks, Edward (January 27, 2022). "Table 1: Main Routes of the Dwight D. Eisenhower National System of Interstate and Defense Highways". FHWA Route Log and Finder List. Federal Highway Administration. Retrieved February 23, 2023.
- ^ a b c Public Roads Administration (August 14, 1957). Official Route Numbering for the National System of Interstate and Defense Highways as Adopted by the American Association of State Highway Officials (Map). Washington, DC: Public Roads Administration. Retrieved June 14, 2018 – via Wikimedia Commons.
- ^ a b "I-40 Link Opening Near Knoxville". The Tennessean. Nashville. Associated Press. September 11, 1975. p. 11. ISSN 1053-6590. Retrieved April 18, 2019.
- ^ Buser, Lawrence (March 22, 1980). "Ceremony On Friday To Open I-240 North". The Commercial Appeal. Memphis. p. 1. Retrieved November 8, 2021 – via Newspapers.com.
- ^ a b Tennessee Department of Transportation (2014). "Brief History of TDOT" (PDF). Tennessee Department of Transportation. Archived (PDF) from the original on January 23, 2020. Retrieved April 28, 2020.
- ^ a b Maertens, Thomas Brock (June 10, 1980). The Relationship of Maintenance Costs to Terrain and Climate on Interstate 40 in Tennessee (PDF) (Masters thesis). The University of Tennessee. Docket ADA085221. Archived (PDF) from the original on June 27, 2021. Retrieved June 27, 2021 – via Defense Technical Information Center.
- ^ a b Tennessee Department of Transportation. "Transportation Data Management System". ms2soft.com. MS2. Retrieved November 27, 2021.
- ^ King, Tom (February 22, 2021). "Carrie Hagen: Adventures at the weigh scales". KnoxTNToday.com. Retrieved February 23, 2023.
- ^ Knox Co. Commission takes up proposal to ask TDOT to build new highway bypass around Knoxville (Television broadcast). Knoxville, Tennessee: WBIR-TV. January 17, 2023. Retrieved February 23, 2023.
- ^ Hickman, Matt (May 13, 2021). "Memphis's Hernando de Soto Bridge shuttered after major fracture discovered". The Architect's Newspaper. Retrieved April 24, 2023.
- ^ a b c d e Moore, Harry (1994). A Geologic Trip Across Tennessee by Interstate 40. Knoxville: University of Tennessee Press. pp. 171–181. ISBN 9780870498329. OCLC 840337369 – via Google Books.
- ^ a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac DeLorme (2017). Tennessee Atlas & Gazetteer (Map) (2017 ed.). 1 in:2.5 mi. Yarmouth, Maine: DeLorme. ISBN 978-1946494047.
- ^ a b c d Long Range Planning Division Office of Data Visualization (2018). Shelby County (PDF) (Map). Tennessee Department of Transportation.
- ^ a b "High Occupancy Vehicle Lane". Tennessee Department of Transportation. Retrieved April 2, 2023.
- ^ a b c d e f g h i j k l m I-40/81 Multimodal Corridor Study: Executive Summary (PDF) (Report). Tennessee Department of Transportation. February 2022. Retrieved April 8, 2023.
{{cite report}}: Unknown parameter|authors=ignored (help) - ^ a b c d e "Tennessee Property Viewer". tn.gov. Tennessee Department of Finance & Administration. Retrieved May 7, 2023.
- ^ a b "State Route 194 Extension / Exit 39". Tennessee Department of Transportation. Retrieved October 22, 2022.
- ^ United States Geological Survey (2022). Denmark, TN (Topographic map). 1:24,000. 7.5 Minute Series. Reston, Virginia: United States Geological Survey. Retrieved April 8, 2023.
- ^ United States Geological Survey (2022). Adair, TN (Topographic map). 1:24,000. 7.5 Minute Series. Reston, Virginia: United States Geological Survey. Retrieved April 8, 2023.
- ^ Long Range Planning Division Office of Data Visualization (2018). Madison County (PDF) (Map). [c. 1:190,080]. Nashville: Tennessee Department of Transportation. Retrieved January 29, 2022.
- ^ a b United States Geological Survey (2022). Daniels Landing, TN (Topographic map). 1:24,000. 7.5 Minute Series. Reston, Virginia: United States Geological Survey. Retrieved March 30, 2023.
- ^ a b c d e I-40/81 Multimodal Corridor Study: Technical Memorandum: Existing and Future Conditions (PDF) (Report). Tennessee Department of Transportation. July 2020. Retrieved April 8, 2023.
{{cite report}}: Unknown parameter|authors=ignored (help) - ^ United States Geological Survey (2022). Hurricane Mills, TN (Topographic map). 1:24,000. 7.5 Minute Series. Reston, Virginia: United States Geological Survey. Retrieved April 8, 2023.
- ^ United States Geological Survey (2022). Spot, TN (Topographic map). 1:24,000. 7.5 Minute Series. Reston, Virginia: United States Geological Survey. Retrieved April 8, 2023.
- ^ United States Geological Survey (2022). White Bluff, TN (Topographic map). 1:24,000. 7.5 Minute Series. Reston, Virginia: United States Geological Survey. Retrieved April 8, 2023.
- ^ a b Moore (1994), pp. 155–170
- ^ a b c d e f g Long Range Planning Division Office of Data Visualization (2018). Davidson County (PDF) (Map). Tennessee Department of Transportation.
- ^ "Downtown Nashville Interstate Loop Concepts Study" (PDF). solvethistogether.org. Greater Nashville Regional Council. 2019. Retrieved April 8, 2023.
- ^ Long Range Planning Division Office of Data Visualization (2018). Wilson County (PDF) (Map). Tennessee Department of Transportation.
- ^ United States Geological Survey (2022). Silver Point, TN (Topographic map). 1:24,000. 7.5 Minute Series. Reston, Virginia: United States Geological Survey. Retrieved March 30, 2023.
- ^ a b United States Geological Survey (2022). Campbell Junction, TN (Topographic map). 1:24,000. 7.5 Minute Series. Reston, Virginia: United States Geological Survey. Retrieved March 30, 2023.
- ^ a b c d e Moore (1994), pp. 137–154
- ^ a b c Long Range Planning Division Office of Data Visualization (2018). Cumberland County (PDF) (Map). [c. 1:190,080]. Nashville: Tennessee Department of Transportation. Retrieved January 29, 2022.
- ^ United States Geological Survey (2022). Dorton, TN (Topographic map). 1:24,000. 7.5 Minute Series. Reston, Virginia: United States Geological Survey. Retrieved March 30, 2023.
- ^ a b "TDOT closes I-40 shoulder for construction". Crossville Chronicle. February 7, 2017. Retrieved March 8, 2023.
- ^ a b c d e f Moore (1994), pp. 120–131
- ^ United States Geological Survey (2022). Cardiff, TN (Topographic map). 1:24,000. 7.5 Minute Series. Reston, Virginia: United States Geological Survey. Retrieved March 30, 2023.
- ^ a b United States Geological Survey (2022). Harriman, TN (Topographic map). 1:24,000. 7.5 Minute Series. Reston, Virginia: United States Geological Survey. Retrieved March 30, 2023.
- ^ Vásquez Russell, Melanie (January 13, 2021). "TVA releases video of Kingston Fossil Plant stacks inspection". WATE-TV. Knoxville. Retrieved April 8, 2023.
- ^ United States Geological Survey (2022). Cave Creek, TN (Topographic map). 1:24,000. 7.5 Minute Series. Reston, Virginia: United States Geological Survey. Retrieved April 8, 2023.
- ^ United States Geological Survey (2022). Lenoir City, TN (Topographic map). 1:24,000. 7.5 Minute Series. Reston, Virginia: United States Geological Survey. Retrieved April 8, 2023.
- ^ a b c Long Range Planning Division Office of Data Visualization (2018). Knox County (PDF) (Map). [c. 1:190,080]. Nashville: Tennessee Department of Transportation. Retrieved May 15, 2020.
- ^ McAlee, Hope (March 8, 2023). "History of Exit 407: Gateway to the great American vacation". WATE-TV. Knoxville. Retrieved April 8, 2023.
- ^ Long Range Planning Division Office of Data Visualization (2018). Sevier County (PDF) (Map). [c. 1:190,080]. Nashville: Tennessee Department of Transportation. Retrieved January 29, 2022.
- ^ United States Geological Survey (2022). Douglas Dam, TN (Topographic map). 1:24,000. 7.5 Minute Series. Reston, Virginia: United States Geological Survey. Retrieved April 8, 2023.
- ^ United States Geological Survey (2022). Jefferson City, TN (Topographic map). 1:24,000. 7.5 Minute Series. Reston, Virginia: United States Geological Survey. Retrieved April 8, 2023.
- ^ a b Long Range Planning Division Office of Data Visualization (2018). Jefferson County (PDF) (Map). [c. 1:190,080]. Nashville: Tennessee Department of Transportation. Retrieved January 29, 2022.
- ^ United States Geological Survey (2022). White Pine, TN (Topographic map). 1:24,000. 7.5 Minute Series. Reston, Virginia: United States Geological Survey. Retrieved April 8, 2023.
- ^ United States Geological Survey (2022). Newport, TN (Topographic map). 1:24,000. 7.5 Minute Series. Reston, Virginia: United States Geological Survey. Retrieved April 8, 2023.
- ^ United States Geological Survey (2022). Hartford, TN (Topographic map). 1:24,000. 7.5 Minute Series. Reston, Virginia: United States Geological Survey. Retrieved April 8, 2023.
- ^ United States Geological Survey (2022). Waterville, NC (Topographic map). 1:24,000. 7.5 Minute Series. Reston, Virginia: United States Geological Survey. Retrieved April 8, 2023.
- ^ Merchant, Julia (February 6, 2008). "Mountain roads cited as among the state's most dangerous". Smoky Mountain News. Waynesville, North Carolina. Retrieved April 24, 2023.
- ^ Long Range Planning Division Office of Data Visualization (2018). Cocke County (PDF) (Map). [c. 1:190,080]. Nashville: Tennessee Department of Transportation. Retrieved January 29, 2022.
- ^ "Public Chapter 124 Senate Bill No. 122". Tennessee General Assembly. Archived from the original on October 14, 2011. Retrieved September 26, 2011.
- ^ "New guide explores musical heritage along stretch of I-40". Johnson City Press. March 3, 1999. p. 15. Retrieved May 20, 2023 – via Newspapers.com.
- ^ a b Smith, David Ray (October 8, 2017). "Historic Trails". Tennessee Encyclopedia of History and Culture. Retrieved November 6, 2022.
- ^ Finger, John R. (2001). Tennessee Frontiers: Three Regions in Transition. Indiana University Press. pp. 121–122. ISBN 978-0-253-33985-0 – via Google Books..
- ^ a b c d e f g h i j Johnston, Louis; Williamson, Samuel H. (2023). "What Was the U.S. GDP Then?". MeasuringWorth. Retrieved November 30, 2023. United States Gross Domestic Product deflator figures follow the MeasuringWorth series.
- ^ "Transportation Milestones in Tennessee History". tn.gov. Tennessee Department of Transportation. 2014. Retrieved February 10, 2021.
- ^ a b Memphis-Nashville-Bristol Highway Association (1911). "Route of Memphis-Nashville-Bristol Highway, Tennessee's First State Road". Nashville: Tennessee State Library and Archives. OCLC 957558404. Retrieved February 10, 2021 – via Tennessee Virtual Archive.
- ^ Bureau of Public Roads & American Association of State Highway Officials (November 11, 1926). United States System of Highways Adopted for Uniform Marking by the American Association of State Highway Officials (Map). 1:7,000,000. Washington, DC: United States Geological Survey. OCLC 32889555. Retrieved November 7, 2013 – via Wikimedia Commons.
- ^ Weingroff, Richard (June 27, 2017). "U.S. 11 – Rouses Point, New York, to New Orleans, Louisiana". Federal Highway Administration. Retrieved February 14, 2022.
- ^ "Plan To Spend $8,000,000 On Route 1, Tennessee's Broadway Of America". Johnson City Chronicle. August 18, 1928. p. 9. Retrieved February 10, 2021 – via Newspapers.com.
- ^ a b c d Hickman, Hayes (August 26, 2001). "Driving in circles; More roads/more traffic cycle has roots in Knoxville's past". The Knoxville News-Sentinel. pp. A1, A10, A11. Retrieved April 18, 2022 – via Newspapers.com.
- ^ a b c Ferguson, Don K. (May 18, 2008). "Ferguson: First downtown expressway spurred Malfunction Junction". The Knoxville News-Sentinel. Retrieved June 6, 2020.
- ^ Range, Wayne (August 9, 1953). "Overpass Design Needed To Speed Completion of Magnolia Link; State Still Waiting for Plans on Span". The Knoxville News-Sentinel. p. A10. Retrieved April 18, 2022 – via Newspapers.com.
- ^ Smith, Walter (November 1945). Major Street System (Report). City of Knoxville, Tennessee. pp. 2–23.
- ^ "$3¼ Million Needed To Start Expressways; U.S. and State Officials Hear Lochner Plan". The Knoxville News-Sentinel. February 17, 1949. pp. 1, 16. Retrieved April 18, 2022 – via Newspapers.com.
- ^ "Grading Set To Start On Expressway". The Knoxville Journal. October 4, 1951. p. 21. Retrieved April 19, 2022 – via Newspapers.com.
- ^ "Expressway's First Link Completed". The Knoxville Journal. November 30, 1952. p. 7A. Retrieved August 19, 2020 – via Newspapers.com.
- ^ "Short Ceremony Opens Expressway Link". The Knoxville News-Sentinel. December 10, 1955. p. 1. Retrieved June 6, 2020 – via Newspapers.com.
- ^ Lakin, Matt (August 26, 2012). "Junction for malfunction". The Knoxville News-Sentinel. Retrieved June 6, 2020.
- ^ Weingroff, Richard F. "Designating the Urban Interstates". Federal Highway Administration. Retrieved August 5, 2018.
- ^ Public Roads Administration (August 2, 1947). National System of Interstate Highways (Map). Scale not given. Washington, DC: Public Roads Administration. Retrieved September 4, 2010 – via Wikimedia Commons.
- ^ Campbell Jr., Robert F. (September 26, 1948). "Dissent Is Voiced On N.C.-Tenn. Route". Asheville Citizen-Times. pp. 1, 9. Retrieved April 24, 2023 – via Newspapers.com.
- ^ Boyle, John (November 1, 2009). "I-40 path spelled trouble; Route 'nothing but fractured rock waiting to fall off'". Asheville Citizen-Times. pp. A1, A3. Retrieved April 24, 2023 – via Newspapers.com.
- ^ "North Carolina Picks Pigeon River Route". The Knoxville News-Sentinel. Associated Press. July 1, 1955. p. 1. Retrieved April 24, 2023 – via Newspapers.com.
- ^ "Pigeon River Route Chosen; Links Knoxville and Asheville". The Knoxville News-Sentinel. United Press. April 12, 1956. p. 31. Retrieved April 24, 2023 – via Newspapers.com.
- ^ Tennessee State Highway Department Highway Planning Survey Division; Bureau of Public Roads (1959). History of the Tennessee Highway Department (PDF) (Report). Nashville: Tennessee State Highway Department. pp. 51–52. Retrieved April 26, 2020.
- ^ "Eisenhower Interstate Highway System, Previous Facts of the Day". Federal Highway Administration. 2010. Archived from the original on December 11, 2020. Retrieved July 5, 2020.
- ^ Moore (1994), pp. 108–109
- ^ "Notice To Contractors Of State Highway Construction Bids To Be Received, February 16, 1962". The Nashville Tennessean. January 24, 1962. p. 19. Retrieved May 21, 2021 – via Newspapers.com.
- ^ "Contract Let For Parts Of Superhighway". The Nashville Banner. August 19, 1957. p. 2. Retrieved September 30, 2022 – via Newspapers.com.
- ^ "Superhighway Link Work Begins". The Knoxville News-Sentinel. September 22, 1957. p. A25. Retrieved September 30, 2022 – via Newspapers.com.
- ^ a b Veazey, Walter (July 24, 1966). "I-40 Is Story Of A Road Made Good". The Commercial Appeal. Memphis. p. 4. Retrieved November 13, 2021 – via Newspapers.com.
- ^ "Clinch River Bridge Opening Draws 700". The Knoxville Journal. October 20, 1961. p. 6. Retrieved August 2, 2020 – via Newspapers.com.
- ^ "Interstate Highway To Open Friday". The Jackson Sun. November 30, 1961. p. 1. Retrieved April 12, 2020 – via Newspapers.com.
- ^ "I-40 Traffic Is Without Incident". The Knoxville News-Sentinel. December 3, 1961. p. A1. OCLC 12008657. Retrieved April 12, 2020 – via Newspapers.com.
- ^ "Vol-Vandy Highroad (Image)". The Knoxville News-Sentinel. November 26, 1961. p. A10. Retrieved November 28, 2020 – via Newspapers.com.
- ^ "Traffic Travels Over New Roadway". The Newport Plain Talk and Tribune. November 8, 1962. p. 4.
- ^ Morrell, Ken (November 1, 1962). "Davidson's First Link Included". The Nashville Banner. pp. 1, 4. Retrieved June 16, 2021.
- ^ a b Hollabaugh, Julie (November 4, 1962). "Superroad Sample Awaits Nashvillians". The Nashville Tennessean. p. 11C. OCLC 11232458. Retrieved April 13, 2020 – via Newspapers.com.
- ^ "Local Happenings (column)". The Cookeville Citizen. November 4, 1962. p. 1.
- ^ "Expressway Link Will Be Opened Next Wednesday". The Commercial Appeal. Memphis. October 5, 1963. p. 1. Retrieved November 5, 2021 – via Newspapers.com.
- ^ "Summer Section of Expressway Open to Traffic". The Commercial Appeal. Memphis. October 24, 1963. p. 8. Retrieved November 5, 2021 – via Newspapers.com.
- ^ Parish, John (December 18, 1963). "Growing Interstate Gets 30 New Miles". The Jackson Sun. p. 6. Retrieved April 12, 2020 – via Newspapers.com.
- ^ "Dickson County Has 9 More Miles Of Interstate Highway". The Dickson County Herald. December 22, 1963. p. 1.
- ^ "Interstate Highway Segment Now Complete". The Tennessee Pictorial Dispatch. Cookeville, Tennessee. December 22, 1963. p. 1.
- ^ "Expressway Section in Use; Now In Partial Use (photos)". The Knoxville Journal. September 4, 1964. p. 17. Retrieved February 20, 2022 – via Newspapers.com.
- ^ "Interstate 40 Section Opens". The Knoxville Journal. December 5, 1964. p. 9. Retrieved August 2, 2020 – via Newspapers.com.
- ^ "West Expressway Slated To Be Opened Dec. 4". The Knoxville Journal. November 7, 1964. p. 1. Retrieved August 19, 2020 – via Newspapers.com.
- ^ Parish, John (December 15, 1964). "Clement Leaves Tax Cut For People To Decide". The Jackson Sun. p. 1. Retrieved April 12, 2020 – via Newspapers.com.
- ^ "Second Access To I-40 Opens". The Nashville Tennessean. January 12, 1965. p. 13. Retrieved February 20, 2022 – via Newspapers.com.
- ^ a b Kovach, Bill (December 29, 1963). "Evans Bridge Handling 10,000 Cars a Day". The Nashville Tennessean. p. 8A. Retrieved July 15, 2020 – via Newspapers.com.
- ^ "Sections To Open On I-40, I-65". The Nashville Tennessean. April 16, 1965. p. 19. Retrieved November 15, 2021 – via Newspapers.com.
- ^ a b Tennessee Department of Highways (1966). Tennessee Interstate: 1,049 Miles of Modern Highways to Serve the Motoring Public (PDF) (Pamphlet). Nashville: Tennessee Department of Highways. Retrieved December 6, 2021.
- ^ Morrell, Ken (April 2, 1963). "Full-Scale Timetable Schedules Road Work". The Nashville Banner. p. 6. Retrieved June 16, 2021 – via Newspapers.com.
- ^ Daughtrey, Larry (August 27, 1965). "Clement Opens I-40, Hits Press". The Nashville Tennessean. p. 1, 3. OCLC 11232458. Retrieved April 12, 2020 – via Newspapers.com.
- ^ "Nashville-Lebanon I-40 Leg Opened". The Knoxville News-Sentinel. August 18, 1965. p. 9. Retrieved February 20, 2022 – via Newspapers.com.
- ^ "State Now Has 450 Miles of Interstate". Clarksville Leaf-Chronicle. Associated Press. December 21, 1965. p. 18. OCLC 12704645. Retrieved April 12, 2020 – via Newspapers.com.
- ^ "Another Interstate Link Opens". The Newport Plain Talk. Newport, Tennessee. December 23, 1965. p. 1.
- ^ Veazey, Walter (July 25, 1966). "A Giant Of Progress Grows 195 Miles". The Commercial Appeal. Memphis. p. 1. Retrieved December 10, 2021 – via Newspapers.com.
- ^ "I-40 Opened in Cuba Landing Bridge Ceremony". The Jackson Sun. Associated Press. July 25, 1966. Retrieved April 12, 2020 – via Newspapers.com.
- ^ Aden, Tom (July 24, 1966). "New Interstate Link Alters a Few Things". The Jackson Sun. Associated Press. p. 7. Retrieved April 12, 2020 – via Newspapers.com.
- ^ "Traffic May Utilize New Interstate Highway Segment". The Dandridge Banner. December 18, 1966. p. 2.
- ^ "Interstate highways to be opened". Johnson City Press-Chronicle. United Press International. October 22, 1966. p. 24. Retrieved April 30, 2020 – via Newspapers.com.
- ^ "I-40 To Open, Gay to Cherry". The Knoxville News-Sentinel. April 10, 1967. pp. 1, 2. Retrieved November 13, 2021 – via Newspapers.com.
- ^ "Expressway Opening Set Today". The Knoxville Journal. April 11, 1967. p. 14.
- ^ "I-40 Link Snarls Traffic". The Nashville Tennessean. December 3, 1967. p. 1, 6. Retrieved April 21, 2020 – via Newspapers.com.
- ^ "Interstate 40 Lanes To Open". The Knoxville News-Sentinel. December 19, 1967. p. 1. Retrieved November 13, 2021 – via Newspapers.com.
- ^ "Last I-40 Knox Section Opens Today". The Knoxville News-Sentinel. June 21, 1968. p. 1. Retrieved November 13, 2021 – via Newspapers.com.
- ^ "New I-40 Section Ready for UT Tilt". The Nashville Tennessean. September 10, 1968. p. 17. Retrieved April 21, 2020 – via Newspapers.com.
- ^ "New I-40 Stretch Will Be Open Today". The Nashville Tennessean. September 26, 1969. p. 28. Retrieved April 21, 2020 – via Newspapers.com.
- ^ Miller, Mike (September 22, 1963). "Cocke County Road Job Is State's Roughest". The Knoxville News-Sentinel. p. B5. OCLC 12008657. Retrieved April 12, 2020 – via Newspapers.com.
- ^ "I-40 Link Dedication Set Today". The Asheville Citizen. October 24, 1968. p. 11. Retrieved April 27, 2020 – via Newspapers.com.
- ^ a b "Two Governors To Dedicate I-40 Link". The Jackson Sun. Associated Press. October 24, 1968. p. 3A. Retrieved April 27, 2020 – via Newspapers.com.
- ^ Parris, John (October 25, 1968). "Interstate 40 Link Opened". The Asheville Citizen. p. 1, 11. Retrieved April 27, 2020 – via Newspapers.com.
- ^ "Interstate Sections To Open Monday". The Nashville Tennessean. March 12, 1971. p. 1, 12. Retrieved April 24, 2020 – via Newspapers.com.
- ^ "Open At Last (Illustration)". The Commercial Appeal. Memphis. July 14, 1971. p. 19. Retrieved November 5, 2021 – via Newspapers.com.
- ^ "The Loop Opens Today". The Nashville Tennessean. March 3, 1972. p. 1. Retrieved April 24, 2020 – via Newspapers.com.
- ^ "Bridge Gets 'Ho-Hum' Opening". The Commercial Appeal. Memphis. August 3, 1973. p. 1-1. Retrieved November 5, 2021 – via Newspapers.com.
- ^ Kofoed, Richard (August 5, 1973). "Span Rekindles Westward Ho". The Commercial Appeal. Memphis. p. 2-2. Retrieved November 5, 2021 – via Newspapers.com.
- ^ "I-40 Bridge Dedicated After Political Disclaimers". The Tennessean. Nashville. United Press International. August 18, 1973. p. 7. Retrieved June 17, 2020 – via Newspapers.com.
- ^ Watts, Micaela A. (June 3, 2021). "A death, a redesign, a funding feud: Story of the road to the Hernando de Soto I-40 bridge". The Commercial Appeal. Memphis. Retrieved June 12, 2021.
- ^ "Slide-Plagued I-40 Link Finally Opens". The Tennessean. Nashville. Associated Press. August 20, 1974. p. 17. ISSN 1053-6590. Retrieved April 18, 2019 – via Newspapers.com.
- ^ "I-40 Section Opened". Clarksville Leaf-Chronicle. Associated Press. August 19, 1974. OCLC 12704645. Retrieved April 12, 2020 – via Newspapers.com.
- ^ a b Yarbrough, William (December 21, 1974). "All Interstates in ET Open; Dunn Dedicates New Sections". The Knoxville News-Sentinel. pp. 1, 14. Retrieved December 30, 2021.
- ^ "Two Interstate Links in East Open Friday". The Tennessean. Nashville. December 18, 1974. p. 25. ISSN 1053-6590. Retrieved April 18, 2019 – via Newspapers.com.
- ^ Vines, Georgiana (May 14, 1972). "Portion of I-40 To Be Expanded to Six Lanes". The Knoxville News-Sentinel. p. A1. Retrieved November 23, 2021 – via Newspapers.com.
- ^ "Dunn Opens 96 Interstate Miles". The Tennessean. Associated Press. December 21, 1974. p. 32. ISSN 1053-6590. Retrieved April 18, 2019 – via Newspapers.com.
- ^ Dawson, William (March 29, 1980). "Flow Of Compliments, Traffic Marks Opening Of I-240 Link". The Commercial Appeal. Memphis. p. 13. Retrieved November 8, 2021 – via Newspapers.com.
- ^ a b United States Senate Committee on Environment and Public Works (April 19, 1978). Proposed Highway Construction Through Overton Park, Memphis, Tenn.: Hearing Before the Subcommittee on Transportation, of the Committee on Environment and Public Works, United States Senate, Ninety-Fifth Congress, Second Session (Report). U.S. Government Printing Office. pp. 45–56. 95-H59. Retrieved April 27, 2020 – via Google Books.
- ^ McNichol, Dan (2006). The Roads that Built America: The Incredible Story of the U.S. Interstate System. New York: Sterling Publishing. pp. 159–161. ISBN 9781402734687 – via Google Books.
- ^ Moore (1994), pp. 112–113.
- ^ Trotter, Wayne (December 11, 1969). "Lawsuit Delays Expressway Link". The Commercial Appeal. Memphis. p. 1. Retrieved January 29, 2022 – via Newspapers.com.
- ^ Evans, Bill (February 26, 1970). "Overton X-Way Suit Dismissed; Judge Rules For State And the U.S." Memphis Press-Scimitar. pp. 1, 2. Retrieved March 3, 2023 – via Newspapers.com.
- ^ "Pack 'Pleased' But Says Appeal May Delay I-40". The Commercial Appeal. Memphis. September 30, 1970. p. 55. Retrieved January 29, 2022 – via Newspapers.com.
- ^ Citizens to Preserve Overton Park v. Volpe, 401 U.S. 402 (U.S. Supreme Court 1971).
- ^ Brosnan, James W. (January 10, 1981). "State Seeks To Withdraw I-40 Segment". The Commercial Appeal. Memphis. p. 3. Retrieved November 8, 2021 – via Newspapers.com.
- ^ a b Cunningham, Morris; Brosnan, James W. (January 17, 1981). "I-40 Funds Diverted, Park Route Canceled". The Commercial Appeal. Memphis. p. 1, 3. Retrieved November 8, 2021 – via Newspapers.com.
- ^ "Corrections & Amplifications". The Commercial Appeal. Memphis. December 18, 1986. p. A2. Retrieved March 3, 2023 – via Newspapers.com.
- ^ a b c Risher, Wayne (June 28, 1998). "I-40 vs. the Park: Who Was Right? Overton Decision Brought Tradeoff". The Commercial Appeal. Memphis. p. A1, A16, A17. Retrieved November 18, 2021 – via Newspapers.com.
- ^ Mielczarek, Natalia (June 24, 2004). "Jefferson Street was 'mecca' for sit-in movement". The Tennessean. Nashville. pp. 8, 9. Retrieved May 6, 2018 – via Newspapers.com.
- ^ Follett, Matt; Watson, Brady (December 18, 2017). "Reviving Nashville's Jefferson Street R&B Scene in Museums Small and Large". WMOT. Retrieved May 6, 2018.
- ^ a b c d e Houston, Benjamin (2012). The Nashville Way: Racial Etiquette and the Struggle for Social Justice in a Southern City. Athens, Georgia: University of Georgia Press. pp. 204–212. ISBN 978-0-8203-4328-0 – via Google Books.
- ^ a b Nashville I-40 Steering Committee v. Ellington, 387 F.2d 179 (6th Cir. January 29, 1968).
- ^ Deville, Nancy (June 24, 2004). "Footpath became heart of city's black middle class. From the '40s to '60s, Jefferson Street was among the best-known music districts in the nation". The Tennessean. Nashville. pp. 1, 11. Retrieved May 6, 2018 – via Newspapers.com.
- ^ "High-Occupancy Vehicle Lanes Open". The Commercial Appeal. Memphis. September 15, 1997. p. B1. Retrieved November 18, 2021 – via Newspapers.com.
- ^ "Memphis City Council Wants Quick Redesign of Ramp Where Tanker Exploded". Associated Press. December 27, 1988.
- ^ a b c "I-40/I-240 Project". Tennessee Department of Transportation. 2001. Archived from the original on June 16, 2001. Retrieved February 16, 2020.
- ^ Adams, Tracy (June 26, 2003). "Honk if you like I-40 relief". The Commercial Appeal. Memphis. p. A1. Retrieved January 30, 2022 – via Newspapers.com.
- ^ "TDOT sharpens listening skills". The Commercial Appeal. Memphis. October 17, 2003. p. B4. Retrieved January 30, 2022 – via Newspapers.com.
- ^ a b Reese, Michelle (October 8, 2013). "Construction Set To Begin On I-240/I-40 Interchange". Memphis: WREG-TV. Retrieved February 16, 2020.
- ^ "I-40/I-240 Interchange". Tennessee Department of Transportation. 2013. Archived from the original on October 13, 2013. Retrieved February 16, 2020.
- ^ "I-40 / I-240 Interchange – Phase II". Dement Construction Company. 2016. Retrieved February 16, 2020.
- ^ "Haslam marks completion of Memphis interstate project". WREG-TV. Memphis. July 19, 2017. Retrieved March 26, 2023.
- ^ a b Charlier, Tom (December 10, 2006). "Midtown I-40/240 Project Wraps Up; Dangerous curves led to deaths of 8 in 1988". The Commercial Appeal. Memphis. p. B1, B7. Retrieved November 26, 2021 – via Newspapers.com.
- ^ "I-40/I-240 Midtown Interchange". Tennessee Department of Transportation. 2003. Archived from the original on April 5, 2004. Retrieved February 16, 2020.
- ^ "I-40/240 Midtown Interchange – Project Facts". Tennessee Department of Transportation. 2003. Archived from the original on December 27, 2005. Retrieved January 18, 2020.
- ^ Gibson, Frank (November 26, 1977). "Sensors Lurk On Interstates For Tailgaters". The Tennessean. Nashville. p. 1, 6. Retrieved November 3, 2021 – via Newspapers.com.
- ^ "Checking On Tailgaters". The Tennessean. Nashville. December 1, 1977. p. 14. Retrieved November 3, 2021 – via Newspapers.com.
- ^ Travis, Fred (October 14, 1980). "Another Expensive Boondoggle". The Leaf-Chronicle. Clarksville, Tennessee. p. 10A. Retrieved November 3, 2021 – via Newspapers.com.
- ^ "Motorists Face I-40 Disruption". The Tennessean. Nashville. May 28, 1979. p. 16. Retrieved November 3, 2021 – via Newspapers.com.
- ^ "Work To Widen I-24-40 Lanes Scheduled To Begin Today". The Tennessean. Nashville. July 12, 1979. p. 15. Retrieved November 3, 2021 – via Newspapers.com.
- ^ "Legals (column)". The Tennessean. Nashville. July 18, 1986. p. 7-C. Retrieved November 3, 2021 – via Newspapers.com.
- ^ "Road work (column)". The Tennessean. Nashville. October 26, 1987. p. 2-B. Retrieved October 14, 2021 – via Newspapers.com.
- ^ Tennessee Department of Transportation. "1987–1991 Contract Awards" (PDF). Tennessee Department of Transportation. Archived (PDF) from the original on January 24, 2020. Retrieved July 7, 2020.
- ^ Donsky, Paul (November 13, 1996). "Late for work? Pick up a friend". The Tennessean. Nashville. p. 1B. ISSN 1053-6590. Retrieved May 5, 2019 – via Newspapers.com.
- ^ "HOV Lanes Open on I-40 East" (Press release). Nashville: Tennessee Department of Transportation. November 14, 1996. Archived from the original on July 23, 1997. Retrieved April 11, 2020.
- ^ Cheek, Duren (November 26, 1995). "Work helps police patrol HOV lanes". The Tennessean. Nashville. p. 1B, 14B. ISSN 1053-6590. Retrieved April 11, 2020 – via Newspapers.com.
- ^ Denton, Rebecca (April 3, 2003). "I-40/Robertson work taking shape; $43.6 million first phase set for 2005 completion". The Tennessean. Nashville. p. 1M. Retrieved April 23, 2022 – via Newspapers.com.
- ^ Bryant, Linda (August 12, 2005). "Many on West side await I-40 project phase two startup". The Tennessean. Nashville. p. M4. Retrieved April 23, 2022.
- ^ "Bredesen Breaks Ground on Recovery Act Project in Nashville". Tennessee Government Newsroom. Nashville. Tennessee Department of Transportation. July 1, 2009. Archived from the original on July 8, 2009. Retrieved July 6, 2009.
- ^ "I-40 Interchange at Robertson Rd. (Phase II)". tn.gov. Nashville: Tennessee Department of Transportation. Archived from the original on August 25, 2011. Retrieved April 24, 2022.
- ^ Stults, Rachel (August 22, 2004). "Blasting blocks interstate for 12 1/2 hours". The Tennessean. Nashville. p. 2A. Retrieved October 15, 2021 – via Newspapers.com.
- ^ "Interstate 40 Widening Project in Nashville Completed Five Months Early" (Press release). Nashville: Tennessee Department of Transportation. January 22, 2007. Retrieved May 5, 2019.
- ^ "I-40 Widening Project in Wilson County Is Underway" (Press release). Nashville: Tennessee Department of Transportation. July 26, 2012. Retrieved May 5, 2019.
- ^ Horton, Jennifer (July 11, 2014). "Is I-40 widening project complete?". The Wilson Post. Lebanon, Tennessee. Retrieved May 5, 2019.
- ^ Frio, Alan (April 3, 2019). "State widening I-40 in Wilson County". Nashville: WSMV-TV. Retrieved May 5, 2019.
- ^ Smith, Xavier (September 2, 2021). "Interstate 40 widening project nears completion". The Wilson Post. Lebanon, Tennessee. Retrieved October 14, 2021.
- ^ a b Knoxville-Knox County Metropolitan Planning Commission; Barton-Aschman Associates; Knoxville International Energy Exposition; K-Trans (December 1982). 1982 World's Fair Transportation System Evaluation (Report). Office of Planning Assistance, Urban Mass Transportation Administration. DOT-I-83-4. Retrieved June 6, 2020 – via Google Books.
- ^ "Notice to Contractors of State Highway Bids to Be Received March 14, 1980 (Legal Notice)". The Tennessean. Nashville. February 27, 1980. p. 48. Retrieved November 3, 2021 – via Newspapers.com.
- ^ "Interstate Work Ahead of Schedule; 3 Contracts Signed". The Knoxville News-Sentinel. April 29, 1980. p. 21. Retrieved December 30, 2021 – via Newspapers.com.
- ^ "Junction Bottleneck Officially Broken". The Knoxville News-Sentinel. March 31, 1982. p. C1. Retrieved November 19, 2021 – via Newspapers.com.
- ^ "Governor To Open West Leg of I-640/75". The Knoxville News-Sentinel. December 21, 1980. p. B10. Retrieved November 19, 2021 – via Newspapers.com.
- ^ Hunt, Keel (2018). Crossing the Aisle: How Bipartisanship Brought Tennessee to the Twenty-First Century and Could Save America. Nashville: Vanderbilt University Press. pp. 101–102, 117–129, 122. ISBN 978-0-8265-2241-2 – via Google Books.
- ^ Stiles, John M. (March 7, 1982). "Interstate Works Stays on Schedule Despite Weather". The Knoxville News-Sentinel. p. B1. Retrieved December 30, 2021 – via Newspapers.com.
- ^ a b Proposed Improvements for Interstate 40/75 and Interchanges from East of Pellissippi Parkway (I-40 Mile Marker 377) to East of Papermill Road (I-40 Mile Marker 383) in Knoxville, Knox County, Tennessee: Final Environmental Impact Statement. Washington D.C., Nashville: Federal Highway Administration, Tennessee Department of Transportation. 1986 – via Google Books.
- ^ Stiles, John H. (October 13, 1985). "Third lane of I-40/75 may open this week". The Knoxville News-Sentinel. p. B6. Retrieved November 19, 2021 – via Newspapers.com.
- ^ "I-40 expansion set at $9.4 million". The Knoxville News-Sentinel. May 11, 1985. p. C1. Retrieved December 5, 2021 – via Newspapers.com.
- ^ Parish, Joe (October 3, 1990). "Cedar Bluff merchants welcome work on interstate". The Knoxville News-Sentinel. p. W3. Retrieved November 19, 2021 – via Newspapers.com.
- ^ Lackey, Skip (July 26, 1994). "Repaving job to snarl I-40 for 2–3 weeks". The Knoxville News-Sentinel. p. A1, A5. Retrieved December 4, 2021 – via Newspapers.com.
- ^ a b Lackey, Skip (July 6, 1997). "Walker Springs construction inconvenient". The Knoxville News-Sentinel. p. B1, B5. Retrieved December 4, 2021 – via Newspapers.com.
- ^ "Gallaher View overpass, on-ramp open to public". The Knoxville News-Sentinel. July 22, 1996. p. A4. Retrieved December 4, 2021 – via Newspapers.com.
- ^ Womack, Bob (May 22, 1996). "Access alternatives; Project to close Bridgewater to through traffic". The Knoxville News-Sentinel. p. W1. Retrieved December 4, 2021 – via Newspapers.com.
- ^ "Street Beat". The Knoxville News-Sentinel. December 13, 1999. p. A6. Retrieved December 4, 2021 – via Newspapers.com.
- ^ Kovac, Rachel (July 23, 2003). "Barrels gone at Lovell Road; Longtime construction project finally finished". The Knoxville News-Sentinel. p. A1, A8. Retrieved November 26, 2021 – via Newspapers.com.
- ^ Jacobs, Don (December 27, 2004). "Interstate project shifts into high gear". The Knoxville News-Sentinel. p. A1, A7. Retrieved November 26, 2021 – via Newspapers.com.
- ^ Jacobs, Don (November 24, 2006). "I-40, Kingston Pike lanes open in time for holiday traffic". The Knoxville News-Sentinel. pp. A1, A8. Retrieved December 16, 2021 – via Newspapers.com.
- ^ "I-40/I-75 Knoxville Interchange Improvement Project". Nashville: Tennessee Department of Transportation. 2003. Archived from the original on March 4, 2006. Retrieved June 11, 2021.
- ^ Tennessee Department of Transportation; Federal Highway Administration (February 28, 2002). Interstate 40 from I-275 to Cherry Street in Knoxville, Knox County: Environmental Impact Statement (PDF). U.S. Government Printing Office. Retrieved October 22, 2022 – via Google Books.
- ^ "James White Parkway Reopens" (Press release). Nashville: Tennessee Department of Transportation. September 21, 2007. Archived from the original on April 30, 2009. Retrieved February 1, 2021.
- ^ "Accelerating Highway Construction (Brochure)" (PDF). Nashville: Tennessee Department of Transportation. May 2005. Archived from the original (PDF) on April 30, 2009. Retrieved January 31, 2021.
- ^ "Better Roads Faster, Better City Now (Brochure)" (PDF). Tennessee Department of Transportation. September 2006. Archived from the original (PDF) on April 30, 2009. Retrieved January 31, 2021.
- ^ "Interstate 40 Reopens In Knoxville 18 days ahead of schedule". Tennessee Government Newsroom. Nashville. Tennessee Department of Transportation. June 12, 2009. Archived from the original on June 15, 2009.
- ^ Jacobs, Don (June 1, 2008). "I-40 closure going smoothly as traffic adjusts to changes". The Knoxville News-Sentinel. Retrieved January 31, 2021.
- ^ Jacobs, Don (April 13, 2008). "Downtown's 14-month I-40 shutdown will mean new routes, potential surprises". The Knoxville News-Sentinel. Retrieved January 31, 2021.
- ^ "TN: SmartFix40". americastransportationawards.org. American Association of State Highway and Transportation Officials. 2008. Retrieved January 31, 2021.
- ^ "TN: SmartFIX40 Phase 2 Knoxville Project". americastransportationawards.org. American Association of State Highway and Transportation Officials. 2010. Retrieved January 31, 2021.
- ^ Walker, Jeff. "I-40 SmartFix 40 Phase I, II, III and IV". Franklin, Tennessee: Wilson and Associates Engineering. Retrieved May 28, 2022.
- ^ "I-40 widening project wraps up". The Standard Banner. Dandridge, Tennessee. December 15, 1999. p. 1.
- ^ "TDOT says truck climbing lane in Benton Co. will make I-40 safer". Jackson, Tennessee: WBBJ-TV. October 30, 2017. Retrieved November 14, 2021.
- ^ a b Gadd, Chris (May 16, 2018). "What's I-40 roadwork on Dickson-Nashville commute? 'Truck climbing' lane". The Tennessean. Nashville. Retrieved November 14, 2021.
- ^ "Construction of Truck Climbing Lane Ongoing on I-40 in Cumberland Co". Crossville, Tennessee: WIHG-FM. September 25, 2019. Retrieved November 14, 2021.
- ^ Tennessee Department of Transportation (October 2, 2017). "Governor to Break Ground on I-40 Widening and Casey Jones Project in Jackson" (Press release). Tennessee Department of Transportation. Retrieved October 24, 2020.
- ^ Stephenson, Cassandra (August 21, 2019). "Building bridges takes time: What to expect from continuing North Highland construction". The Jackson Sun. Retrieved October 24, 2020.
- ^ "West Tennessee Weekly Construction June 30 – July 7, 2021" (Press release). Nashville: Tennessee Department of Transportation. July 1, 2021. Retrieved October 24, 2021.
- ^ Fernandez, Stephanie (November 4, 2020). "TDOT announces construction plans for interstate widening, bridge repair". Jackson, Tennessee: WBBJ-TV. Retrieved November 10, 2020.
- ^ Shields, Brandon (December 21, 2022). "I-40 widening enters final phase at Exit 79". The Jackson Post. Jackson, Tennessee. Retrieved February 5, 2023.
- ^ "TDOT Awards Contract to Continue Widening I-40" (Press release). Nashville: Tennessee Department of Transportation. July 7, 2022. Retrieved July 7, 2022.
- ^ Luningham, Ashley (July 12, 2022). "Widening of I-40 bridges near Exit 79 to begin soon". Jackson, Tennessee: WBBJ-TV. Retrieved July 12, 2022.
- ^ Moser, Mike (December 17, 1986). "Trucker killed, one hurt, in I-40 rockslide; road shut". The Tennessean. Nashville. p. 2-B. Retrieved June 11, 2021.
- ^ "Rock slide scene (photo)". The Knoxville News-Sentinel. January 11, 1987. p. S6. Retrieved January 23, 2022 – via Newspapers.com.
- ^ Jacobs, Don (May 7, 2013). "TDOT: I-40 should be clear of rock slide debris in Roane today". The Knoxville News-Sentinel. Retrieved June 16, 2021.
- ^ Lohman, Isabel (July 16, 2019). "The inside story of why rockslides on Interstate 40 will never stop". The Knoxville News-Sentinel. Retrieved June 16, 2021.
- ^ "I-40 Closed in Both Directions: Another Rock Slide". Raleigh, North Carolina: WRAL-TV. Associated Press. July 1, 1997. Retrieved October 23, 2009.
- ^ Goumans, Corry & Wallace, Dwayne (1999). "I-40 Rockslide Causes Mountains of Problems" (PDF). Complete Abstracts of the ISEE Proceedings. 1G: 167. Archived from the original (PDF) on September 2, 2003. Retrieved October 23, 2009.
- ^ Hickman, Hayes (April 25, 2010). "Section of I-40 Closed Since Oct. Rockslide Reopens". The Knoxville News-Sentinel. Archived from the original on October 4, 2012. Retrieved September 19, 2011.
- ^ "Tennessee Rock Slide Closes I-40 near Asheville". Raleigh, North Carolina: WRAL-TV. January 31, 2012. Retrieved February 4, 2012.
- ^ Charlier, Tom (December 24, 1988). "Fiery tanker crash kills 6; Cars, homes enveloped by inferno along I-240". The Commercial Appeal. Memphis. p. A1, A5. Retrieved December 5, 2021 – via Newspapers.com.
- ^ Beifuss, John (December 24, 1988). "Even witnesses seem scorched by fire's havoc". The Commercial Appeal. Memphis. p. A4. Retrieved December 5, 2021 – via Newspapers.com.
- ^ a b Isner, Michael S. (February 6, 1990). Fire Investigation Report: Propane Tank Truck Incident, Eight People Killed, Memphis, Tennessee, December 23, 1988 (Report). National Fire Protection Association. Archived from the original on January 28, 2021. Retrieved January 18, 2021.
- ^ "Propane Truck Blows Up; 8 Die, 10 Hurt". Los Angeles Times. Associated Press. December 24, 1988. Retrieved January 12, 2021.
- ^ Baird, Woody (December 24, 1988). "Tanker Exploded 'Like An Unguided Missile'; Eight Dead". Associated Press. Retrieved January 12, 2021.
- ^ "Death Toll at 9 in Memphis Tanker Explosion". The New York Times. Associated Press. December 25, 1988. Retrieved January 12, 2021.
- ^ "7 Die As Propane Truck Explodes and Traffic Backup Causes 2nd Wreck". The Washington Post. December 23, 1988. Retrieved January 12, 2021.
- ^ "I-40 bridge closed indefinitely after crack discovered in structure". Memphis: WMC-TV. May 11, 2021. Retrieved June 11, 2021.
- ^ Chaney, Kim (May 14, 2021). "Yes, there was damage to the I-40 Hernando de Soto bridge at the time of 2019 inspection". Memphis: WATN-TV. Retrieved June 11, 2021.
- ^ Peterson, Joyce (May 19, 2021). "Photos show I-40 bridge damage in 2016". Memphis: WMC-TV. Retrieved June 11, 2021.
- ^ a b "Interstate 40 Hernando DeSoto Bridge – Timeline". tn.gov. Nashville: Tennessee Department of Transportation. May 17, 2021. Retrieved June 11, 2021.
- ^ Duncan, Ian (June 3, 2021). "Repairs to cracked Mississippi River interstate bridge will stretch on for weeks". The Washington Post. Retrieved June 11, 2021.
- ^ Testino, Laura (May 25, 2021). "First phase of two-part I-40 bridge repair complete". The Commercial Appeal. Memphis. Retrieved June 11, 2021.
- ^ Finton, Lucas (August 1, 2021). "The Hernando DeSoto Bridge reopens eastbound lanes, 2 days ahead of plans". The Commercial Appeal. Retrieved August 1, 2021.
- ^ Burnside, Tina (August 2, 2021). "A vital Memphis bridge shut down since May due to a structural crack has fully reopened". CNN. Retrieved August 3, 2021.
- ^ Bureau of Transportation Statistics (June 13, 2022). "National Highway Planning Network" (Map). National Transportation Atlas Database. Washington, D.C.: United States Department of Transportation. Retrieved April 29, 2023.
- ^ Wooten, Rya (July 7, 2022). "TDOT set to preview I-40 extension plans for newly coming Blue Oval City Ford plant". Memphis: WATN-TV. Retrieved July 7, 2022.
- ^ "New exit (photo)". The Jackson Sun. June 14, 2003. p. 1A. Retrieved November 5, 2022 – via Newspapers.com.
- ^ Meisel, Jay (December 13, 1987). "Christmasville interchange to open, easing traffic snarls". The Jackson Sun. pp. 1, 2. Retrieved November 5, 2022 – via Newspapers.com.
- ^ Humbles, Andy (October 17, 2002). "City expects relief as I-40 exit opens". The Tennessean. Nashville. p. 3B. Retrieved January 3, 2021 – via Newspapers.com.
- ^ "TDOT Celebrates Completion of New I-40 Interchange at Academy Road in Cookeville" (Press release). Nashville: Tennessee Department of Transportation. June 20, 2018. Retrieved January 4, 2021.
- ^ Fowler, Bob (October 9, 2008). "Roane Celebrates Access to Industrial Park via I-40". The Knoxville News-Sentinel. Archived from the original on October 11, 2008.
- ^ "Sevierville I-40 Exit 407 Diverging Diamond Interchange to Open June 30". Sevier News Messenger. June 17, 2015. Retrieved March 16, 2020.
External links
Media related to Interstate 40 in Tennessee at Wikimedia Commons- Tennessee Music Highway – official website
- Interstate 40
- Interstate Highways in Tennessee
- Transportation in Shelby County, Tennessee
- Transportation in Fayette County, Tennessee
- Transportation in Haywood County, Tennessee
- Transportation in Madison County, Tennessee
- Transportation in Henderson County, Tennessee
- Transportation in Carroll County, Tennessee
- Transportation in Decatur County, Tennessee
- Transportation in Benton County, Tennessee
- Transportation in Humphreys County, Tennessee
- Transportation in Hickman County, Tennessee
- Transportation in Dickson County, Tennessee
- Transportation in Williamson County, Tennessee
- Transportation in Cheatham County, Tennessee
- Transportation in Davidson County, Tennessee
- Transportation in Wilson County, Tennessee
- Transportation in Smith County, Tennessee
- Transportation in Putnam County, Tennessee
- Transportation in Cumberland County, Tennessee
- Transportation in Roane County, Tennessee
- Transportation in Loudon County, Tennessee
- Transportation in Knox County, Tennessee
- Transportation in Sevier County, Tennessee
- Transportation in Jefferson County, Tennessee
- Transportation in Cocke County, Tennessee