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Interstate 74
Interstate 74
Interstate 74
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Interstate 74 marker
Interstate 74
Map
I-74 highlighted in red
Route information
Length541.62 mi[1] (871.65 km)
As of June 27, 2023
NHSEntire route
Original segment
West end I-80 in Davenport, IA
Major intersections
East end I-75 / US 52 in Cincinnati, OH
Mount Airy segment
West end I-77 at the Virginia state line near Pine Ridge, NC
East end US 52 in Mount Airy, NC
Central North Carolina segment
West end I-40 in Winston-Salem, NC
Major intersections
East end
 US 74 Bus. near Hamlet, NC
Eastern North Carolina segment
West end

 US 74 Alt. / US 74 Bus. in Maxton, NC
Major intersections I-95 / US 301 in Lumberton, NC
South end US 74 near Lumberton, NC
Location
CountryUnited States
StatesIowa, Illinois, Indiana, Ohio; North Carolina
Highway system

Interstate 74 (I-74) is an Interstate Highway in the Midwestern and Southeastern United States. Its western end is at an interchange with I-80 in Davenport, Iowa; the eastern end of its Midwest segment is at an interchange with I-75 in Cincinnati, Ohio. The major cities that I-74 connects to include Davenport, Iowa; Peoria, Bloomington, and Champaign, Illinois; Indianapolis, Indiana; and Cincinnati, Ohio. I-74 also exists as several disconnected sections of highways in North Carolina.

Route description

[edit]
Lengths
  mi[1] km
IA 5.36 8.63
IL 220.34 354.60
IN 171.54 276.07
OH 19.47 31.33
WV
VA
NC 124.91 201.02
SC
Total 541.62 871.65

Iowa

[edit]
Main article: Interstate 74 in Iowa
The I-74 Bridge over the Mississippi River between Bettendorf, Iowa, and Moline, Illinois

In the state of Iowa, I-74 runs south from I-80 for 5.36 miles (8.63 km) before crossing into Illinois on the I-74 Bridge. North of the Mississippi River, I-74 bisects Bettendorf and Davenport.

Illinois

[edit]
Main article: Interstate 74 in Illinois
Murray Baker Bridge over the Illinois River in Peoria, Illinois

In the state of Illinois, I-74 runs south from Moline to Galesburg; from this point, it runs southeast through Peoria to the Bloomington–Normal area and I-55. I-74 continues southeasterly to the Champaign–Urbana metropolitan area, intersecting I-57. The Interstate then runs east past Danville at the Illinois–Indiana state line. U.S. Route 150 (US 150) parallels I-74 in Illinois for its entire length, save the last few miles on the eastern end (in Danville, when US 150 turns south on Illinois Route 1 [IL 1]), where it parallels US 136.

Indiana

[edit]
Main article: Interstate 74 in Indiana

In the state of Indiana, I-74 runs east from the Illinois state line to the Crawfordsville area before turning southeasterly. It then runs around the city center of Indianapolis along I-69 and I-465. Once I-74 reaches the southeast side of Indianapolis, it diverges from I-69 and I-465 and continues to the southeast. It then enters Ohio at Harrison.

Ohio

[edit]
Main article: Interstate 74 in Ohio

In the state of Ohio, I-74 runs southeast from the Indiana border to the western segment's current eastern terminus at I-75 just north of Downtown Cincinnati. It is also signed with US 52 for its entire length. While planned to continue through West Virginia and Virginia to the I-74 section in North Carolina, the route remains unsigned or unbuilt past Cincinnati. At this point, I-74 would follow US 52 or more likely follow State Route 32 (SR 32), east from Cincinnati.

North Carolina

[edit]
Main article: Interstate 74 in North Carolina

In the state of North Carolina, as of January 2025, I-74 exists in several segments, starting with a concurrency with I-77 at the Virginia border. This includes the most western portion from I-77 to US 52 just south of Mount Airy, a segment first opened to traffic as a bypass of High Point then extended west to I-40 east of Winston-Salem and east to I-73 near Randleman, then another along the southern segment of I–73 and US 220 from just north of Asheboro to northwest of Rockingham, and finally a more eastern segment that runs from Laurinburg to an end at NC 41 near Lumberton.[citation needed] One of the latest segments to be signed, from I-40 to High Point, occurred after the federal government approved signing this section as I-74 in mid-2013, despite the highway not being up to current Interstate Highway standards. It was uncertain why the Federal Highway Administration (FHWA) made an exception, but this might have been the result of a misinterpretation when a state highway administrator asked for Interstate designation for another section and "Future Interstate" for the section already completed that did not meet standards.[2] The Rockingham bypass was completed and opened to traffic on January 28, 2025.[3]

Future

[edit]

Long-range plans call for I-74 to continue east and south of Cincinnati to North Carolina using SR 32 from Cincinnati to Piketon, Ohio, and then the proposed I-73 from Portsmouth, Ohio, through West Virginia (along parts of current US 52 and WV Route 108) to I-77. It would then follow I-77 through Virginia into North Carolina, where I-74 splits from I-77 near the Virginia state line and runs eastward to northwest US 52, which it will eventually follow to Winston-Salem, then through High Point to I-73. I-73 and I-74 overlap to Rockingham.[citation needed]

In 1996, the American Association of State Highway and Transportation Officials (AASHTO) approved the signing of highways as I-74 along its proposed path east (south) of I-81 in Wytheville, Virginia, where those highways meet Interstate Highway standards. North Carolina started putting up I-74 signs along its roadways in 1997. As of December 2008, I-74 is proposed to follow the path of I-77 through the state of Virginia but remains unsigned from the West Virginia border to the North Carolina border.[citation needed]

Ohio

[edit]

The 1991 plan to build I-73 soon included an extension of I-74 from where it ended in Hamilton County to I-73 at Portsmouth, Ohio, possibly along SR 32.[4]

In November 1991, Congress passed the $151-billion (equivalent to $309 billion in 2024[5]) Intermodal Surface Transportation Efficiency Act (ISTEA) that included the I-73/74 North-South Corridor and made I-73 a priority and included an extension of I-74 from Hamilton County to I-73 at Portsmouth.[6]

On August 31, 1992, the Ohio Turnpike Commission passed a resolution to study making the extension of I-74 a toll road. Congress had authorized paying for 80 percent of the cost, but the state would have to pay the remainder of the $56 million (equivalent to $112 million in 2024[5]).[7]

The Ohio Turnpike Commission proposed that the extension run along SR 32;[8] while Representative Jim Bunning of Kentucky wanted the road to begin in the west as part of a greater Cincinnati/Northern Kentucky bypass, returning to Ohio near Maysville, Kentucky.[9]

West Virginia

[edit]
See also: U.S. Route 52 in West Virginia

As of October 2009, I-74 remains unbuilt in the state of West Virginia. The West Virginia Department of Transportation (WVDOT) is currently upgrading the Tolsia Highway to four lanes but not to Interstate Highway standards.

It was estimated that improving US 52 to Interstate standards in West Virginia would cost $2 billion (equivalent to $4.09 billion in 2024[5]).[10] Still, by 1994, improvements to US 52 were planned, and future plans called for I-73 to follow that route. The I-74 extension seemed more certain.[11]

North Carolina

[edit]
I-73/I-74 end near Ellerbe, North Carolina

A section of I-74 in North Carolina is currently under construction. This is the eastern half of the Winston-Salem Northern Beltway.

The proposed path of I-74 east of I-95 in North Carolina is still being debated. The current plan takes the route along US 74 to NC 211 near Bolton then south along US 17 to near the South Carolina border. These sections are not currently proposed to be built perhaps for another 20 to 30 years. The North Carolina Turnpike Authority—at the request of officials in Brunswick County—are studying whether a toll road could get the section of I-74 in that county built faster.[12][self-published source]

Starting west of Rockingham and from Laurinburg to Maxton and to the east, I-74 runs concurrent with US 74. This was the first time that a U.S. Route and Interstate Highway with the same number have been designated on the same highway.[13][self-published source] A similar situation occurred more recently in June 2015 when Wisconsin started routing I-41 along the route of US 41.

South Carolina

[edit]
Main article: South Carolina Highway 31

On February 11, 2005, the North Carolina Department of Transportation (NCDOT) and South Carolina Department of Transportation (SCDOT) came to an agreement over where I-74 (and I-73) would cross the border between the two states. It was decided that I-74 would cross the line as a northern extension of South Carolina Highway 31 (SC 31). SC 31 is being used a temporaily placeholder designation until the I-74 from North Carolina connect the South Carolina proposed route. I-74 is then proposed to end south of Myrtle Beach at SC 707. In the 1990s, both I-73 and I-74 were to end at Georgetown but funding cannot allow for the possible extensions to Georgetown or Charleston.[citation needed] In November 2019, both NCDOT and SCDOT released maps of where I-74 could go to from South Carolina to North Carolina.[citation needed]

Junction list

[edit]
Iowa[14]
I-80 in Davenport
US 6 on the Davenport–Bettendorf city line. The highways travel concurrently to Moline, Illinois.
US 67 in Bettendorf
Illinois[14]
I-280 / US 6 in Moline. I-74/I-280 travels concurrently to Colona.
I-80 / I-280 in Colona
US 34 in Galesburg
US 150 east of Knoxville
I-474 west of Peoria
US 150 in Peoria
US 24 / US 150 in East Peoria
I-474 in East Peoria
I-155 in Morton
US 150 north-northwest of Yuton
I-39 in Normal, Illinois
I-55 / US 51 northwest of Normal. I-55/I-74 travels concurrently to Bloomington. I-74/US 51 travels concurrently to south of Bloomington.
US 150 in Bloomington
US 136 south-southeast of Le Roy
I-57 in Champaign
US 45 in Urbana
US 150 east-northeast of Oakwood
US 150 in Tilton
Indiana[14]
US 41 in Veedersburg
US 231 in Crawfordsville
I-465 / US 136 on the Indianapolis–Speedway line. I-74/I-465 travels concurrently into Indianapolis proper.
US 36 in Indianapolis. The highways travel concurrently through Indianapolis.
US 40 in Indianapolis. The highways travel concurrently through Indianapolis.
I-70 in Indianapolis
I-69 in Indianapolis. I-69/I-74 travel concurrently until I-74 leaves I-465.
US 31 in Indianapolis. The highways travel concurrently through Indianapolis.
I-65 in Indianapolis
I-69 / I-465 / US 31 / US 36 / US 40 / US 421 in Indianapolis. I-74/US 421 travels concurrently to northwest of Greensburg.
US 52 west-northwest of West Harrison. The highways travel concurrently to Cincinnati, Ohio.
Ohio[14]
I-275 west-northwest of Miamitown. The highways travel concurrently to northwest of Dent.
US 27 in Cincinnati
US 27 / US 127 in Cincinnati
I-75 / US 52 in Cincinnati
Gap in route
North Carolina[14]
I-77 at the Virginia state line north-northwest of Pine Ridge. The highways travel concurrently to west-southwest of Pine Ridge.
US 601 in White Plains
US 52 east of White Plains
Gap in route
I-40 in Winston-Salem
US 29 in High Point
I-85 east-northeast of Archdale
I-73 / US 220 in Randleman. I-73/I-74 travels concurrently to northwest of Rockingham. I-74/US 220 travels concurrently to Emery.

 US 74 / US 74 Bus. northwest of Rockingham
Gap in route


 US 74 / US 74 Alt. / US 74 Bus. southeast of Maxton. I-74/US 74 travels concurrently to Lumberton.
I-95 / US 301 west-southwest of Lumberton
US 74 in Lumberton

Auxiliary routes

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See also

[edit]

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Interstate 74

View on Grokipedia
from Grokipedia
Interstate 74 (I-74) is an east–west Interstate Highway spanning approximately 417 miles (671 km) across the , with its western terminus at an interchange with Interstate 80 in , and its eastern terminus at an interchange with Interstate 75 in Cincinnati, . The route traverses four states—, , , and —serving as a vital link for commerce and travel between the and the valleys. The highway begins in the Quad Cities metropolitan area, crossing the via twin tied-arch bridges that replaced aging 1930s-era spans and opened to traffic in 2020 and 2021 as part of a $1.2 billion project to enhance safety, capacity, and regional connectivity. In , I-74 covers 220 miles (354 km), passing through Peoria, Bloomington-Normal, Champaign, and Danville while overlapping with I-55 near Bloomington and I-57 near Champaign. It then enters for 172 miles (277 km), connecting Terre Haute and before reaching , where a 19-mile (31 km) segment serves the greater area. Designated as a Tier 2 nationally significant freight corridor, I-74 facilitates efficient movement of goods by linking hubs, agricultural regions, and ports while offering an alternative to congested routes around . Separate, non-contiguous segments of I-74 exist in as of 2025, where the route is being developed along alignments of to eventually form a continuous connection from the Midwest to the Atlantic coast as part of High Priority Corridor 5. These include completed sections from the state line to near Mount Airy, from I-40 in Winston-Salem southward along I-73 to Rockingham, and from Laurinburg to Lumberton, with ongoing projects such as the and Rockingham Bypass aimed at connecting these segments and upgrading additional stretches to full Interstate standards for improved safety and economic access in .

Route description

Iowa

Interstate 74 in spans 5.36 miles (8.63 km) entirely within Scott County, forming a short urban freeway that serves as the primary east-west artery through the metropolitan area. The segment begins at a trumpet interchange with Interstate 80 along the northern edge of Davenport, positioned near the – state line, and extends southeastward, paralleling the boundary between the cities of Davenport to the west and Bettendorf to the east. This routing functions primarily as a local connector, facilitating access to residential, commercial, and industrial areas in the densely populated region without serving long-distance through-traffic beyond its connection to I-80. The freeway features limited interchanges to maintain efficient urban flow, including Exit 1 for 53rd Street in Davenport, which provides entry to local neighborhoods and businesses, and Exit 2 for (Kimberly Road/Spruce Hills Drive) in Bettendorf, connecting to key commercial corridors and the eastern suburbs. There are no additional major junctions along the route, emphasizing its role as a brief transitional link rather than a high-capacity corridor. The path follows a relatively straight southeast trajectory, elevated in places to navigate the flat terrain and urban development near the riverfront. At its eastern terminus, I-74 reaches the and crosses into , over the Iowa–Illinois Memorial Bridge, a pair of tied-arch bridges that opened in 2020 (Iowa-bound span) and 2021 (Illinois-bound span), replacing the original 1935–1936 suspension bridges constructed to carry across the river as a to World War I veterans from both states; the original structure was expanded in 1959–1960 with a parallel span to widen capacity from two to four lanes, predating its designation as part of the . As an urban freeway, the portion of I-74 handles moderate traffic volumes, with (AADT) around 50,000 vehicles in recent years, supporting regional commuting and commerce in the while the replacement of the bridges (completed in 2020–2021) has improved safety and flow.

Illinois

Interstate 74 enters Illinois from Iowa across the I-74 Bridge over the Mississippi River, landing in Moline before proceeding southeast through the Quad Cities metropolitan area, encompassing Moline and Rock Island. In this region, the highway features key interchanges with I-280 near Milan and U.S. Route 6 (Avenue of the Cities) in Moline, facilitating access to local industrial and commercial districts. The segment totals 220.34 miles (354.60 km), marking the longest portion of I-74 and traversing north-central Illinois from the western border at Moline to the Indiana state line east of Danville. Heading eastward from the , I-74 cuts through rural Knox and Fulton counties before reaching Peoria, where it crosses the River via the Murray Baker Bridge as part of the Illini Expressway—the first segment of the highway completed in Illinois on December 12, 1958. Near Peoria, the route intersects I-474, a short auxiliary interstate providing a bypass around the city's downtown core. Continuing southeast, I-74 passes through the Bloomington-Normal area, intersecting I-55 and serving as a vital link for the region's agricultural and educational hubs, before advancing to Champaign-Urbana with connections to I-57 and I-72. The highway's eastern terminus in Illinois lies amid rural farmland northeast of Danville in Vermilion County, where it crosses into as a seamless continuation toward . Construction of the route occurred in phases primarily during the and , expanding from the initial Peoria opening to connect the state's central urban centers with surrounding rural landscapes. I-74 blends urban corridors through Peoria and Champaign with expansive rural stretches that largely bypass smaller towns, reducing local congestion while carrying the state's highest volumes—exceeding 100,000 vehicles per average annual daily traffic (AADT)—in the vicinity of Peoria.

Indiana

Interstate 74 enters from near Danville in Hendricks County, marking the start of its 171.54-mile (276.07 km) traversal eastward to the state line near Cincinnati's suburbs. The highway initially follows a predominantly rural course through western , passing agricultural lands and small communities before intersecting just east of Crawfordsville in Montgomery County. This interchange facilitates connections to central and points north, including Lafayette. Approaching , I-74 shifts northward, bypassing the urban core via a 52-mile concurrency with the northern and eastern segments of , the city's outer beltway loop. This routing avoids downtown congestion, providing access to key interchanges such as on the northwest side, the planned extension of near the northeast interchange, and (Rockville Road) west of the city. Beyond the beltway, I-74 resumes an independent path southeastward through Shelbyville and Greensburg, traversing rural farmland and rolling terrain in Shelby, Decatur, and Ripley counties before reaching the – line near Harrison. Construction on I-74 in began in 1958 as part of the early development, with segments opening progressively through the 1960s; the route was fully completed across the state in 1967, making it the first such highway to span end-to-end. The bypass segment along I-465 was finalized later, integrating with the beltway's completion to enhance regional mobility. The corridor remains largely rural outside the metro area, though suburban development has intensified along the I-465 overlap, where average annual daily traffic reaches peaks of approximately 150,000 vehicles. As a designated corridor, I-74 supports vital freight movement between Midwestern hubs and eastern markets.

Ohio

Interstate 74 (I-74) enters from near the city of Harrison in Hamilton County, marking the start of its 19.47-mile (31.33 km) segment through the state's southwestern corner. The highway runs concurrently with (US 52), known locally as the Cincinnati-Batavia Pike, throughout its entire Ohio length, providing a direct urban corridor into the . This concurrency begins immediately at the state line and continues southeastward, serving as a key link for regional freight and commuter traffic between the Midwest and the valley. The route progresses through the western suburbs of Cincinnati, primarily within Green Township and Colerain Township, characterized entirely by urban freeway standards with no rural sections. Key interchanges include the partial cloverleaf junction with Interstate 275 (I-275), the outer beltway around , where I-74 briefly overlaps with I-275 for about 4 miles before diverging southeast. Additional access points connect to local roads such as Winton Road in Colerain Township, facilitating suburban development and commercial access in areas like North College Hill. As an urban artery, I-74 experiences high volumes, with (AADT) exceeding 120,000 vehicles in many segments, peaking near 193,100 at the eastern end. I-74 reaches its current eastern terminus at a with Interstate 75 (I-75) in Cincinnati's College Hill neighborhood, completing the western section of the overall route and opened to traffic in 1974. This endpoint, cosigned with US 52 until I-75, handles significant cross-state travel and urban distribution, though plans for an eastward extension beyond I-75 remain under consideration.

North Carolina

Interstate 74 in comprises three disjoint segments totaling 124.91 miles (201.02 km), characterized by rural freeway alignments with significant gaps that prevent continuous travel along the route. The highway has been signed as I-74 on these segments since , despite the discontinuities and varying standards, serving lower-traffic rural areas with average annual daily traffic (AADT) ranging from 20,000 to 50,000 vehicles. Primarily a four-lane divided freeway, portions include two-lane sections pending upgrades, and there is no direct connection to the western I-74 in . The western segment spans about 30 miles from its interchange with I-77 near Charlotte eastward to US 52 in Winston-Salem, with cosignage alongside US 74 over select portions to facilitate regional connectivity. In February 2025, NCDOT installed I-74 signs and mile markers along the US 52 corridor in Forsyth County from Rural Hall to the northern junction with I-40, officially designating this segment as part of I-74. This rural pathway traverses the region, incorporating the ongoing project, a 34.5-mile loop that links US 158 southwest of the city to existing I-74 southeast of it and remains under construction as of 2025. Further east, the central segment covers approximately 60 miles from its junction with I-40 near Greensboro southeastward to , emphasizing improved access through the Sandhills area via cosignage with I-73 and US 220. A key recent addition is the 7.2-mile Rockingham Bypass, a four-lane median-divided freeway that opened on January 28, 2025, bypassing the and enhancing connections to US 74 for freight and local traffic. The eastern segment extends about 35 miles from Laurinburg eastward to Lumberton, fully cosigned with US 74 and winding through the rural region of the , supporting agricultural and light industrial transport with interchanges at key towns like Maxton. Gaps persist between the western and central segments, where a proposed I-74 designation along US 311 from Winston-Salem to Greensboro aims to bridge the approximately 25-mile divide, while the eastern end holds potential for extension toward the border to complete the corridor.

History

Western section (Iowa to Ohio)

Interstate 74's western section was planned as part of the Bureau of Public Roads' 1955 Yellow Book, which outlined a continuous route from , to , , to enhance national connectivity along corridors paralleling historic trails like the . This planning aligned with post-World War II efforts to address growing freight transportation needs in the Midwest, facilitating efficient movement of goods between agricultural regions and industrial centers. The provided crucial federal funding, enabling states to initiate construction on the designated alignments. Early construction advanced rapidly in Illinois, where the Peoria segment, known as the Illini Expressway, opened on December 12, 1958, including the new Murray Baker Bridge over the River. This marked one of the first completed interstate segments in the corridor, though it initially displaced hundreds of homes in urban Peoria to accommodate the bypass. In , the Iowa-Illinois Memorial Bridge, with its second span opened in 1959, was integrated into I-74 with connections completed in 1974. Construction in began in 1958, with rural sections largely completed by 1965, connecting the Illinois border eastward through less developed areas. Major phases continued through the 1970s, including the completion of the I-465 bypass around in 1976, which rerouted I-74 around the city's core and displaced over 17,000 residents during urban clearance efforts. In , the final segment from North Bend Road to I-75 in opened in 1974, finalizing the core alignment. Key challenges included engineering complex river crossings, such as the and Wabash Rivers, which required specialized bridge designs to handle flood-prone waterways and heavy loads. Urban bypasses in Peoria and further complicated progress, involving extensive land acquisition and community disruptions. By the late 1970s, the western section—spanning approximately 417 miles across , , , and —was fully signed and operational as a continuous interstate corridor.

Eastern section (North Carolina)

Interstate 74's eastern section in consists of three disjoint segments totaling approximately 125 miles, primarily cosigned with (US 74) and developed independently from the Midwest portions of the route starting in the 1990s. The designation originated from the National Highway Designation Act of 1995, which extended I-74 eastward through the state as part of High Priority Corridor 5 under the (ISTEA) of 1991, aiming to enhance connectivity in the Appalachian region. This aligned with broader (ADHS) goals to foster economic growth by improving access in underserved areas like the and Sandhills regions, where the corridor supports industrial and commercial development. The American Association of State Highway and Transportation Officials (AASHTO) approved the I-74 numbering on July 25, 1996, following an initial denial, enabling signage along upgraded US 74 alignments. Initial construction focused on upgrading existing highways to interstate standards, with the first segments signed in near Asheboro and Randleman, replacing sections of North Carolina Highway 752 (NC 752) by 1998. The westernmost segment, a 13-mile stretch from the state line near Mount Airy to US 52, opened fully in 1999 and runs concurrently with I-77 for about 4.6 miles, tying into broader regional networks while addressing traffic from the . In the central area, extensions from Winston-Salem to progressed through phased upgrades; a key section from Winston-Salem to High Point, approximately 12.2 miles, opened in 1984 as US 311 and was later incorporated into I-74. The extension from High Point to Randleman was completed and signed as I-74 in 2013, with further connections to I-73 added in the 2000s. The eastern segment in the Laurinburg area, spanning 19 miles from Maxton to Lumberton, achieved interstate standards and opened on , 2008, officially named the American Indian Highway to honor local indigenous communities. A pivotal approval came in 2013, when the permitted I-74 signage along the 17-mile US 311 corridor from I-40 near Winston-Salem to High Point, despite its substandard design elements like narrower medians and older alignments built in the 1960s. This decision facilitated cosignage and economic boosts for the Triad area, though full upgrades remain ongoing. The Rockingham , a 7.2-mile four-lane divided freeway in Richmond County, began construction in the 2010s with northern phases opening in 2018; the full route from US 74 Business to Harrington opened on January 28, 2025, reducing congestion in the Sandhills region and connecting to I-73 south of . Gaps persist across the roughly 300-mile proposed route through , with about 48% completed as of March 2025, leaving unsigned interstate-standard sections like portions of NC 74 and US 52 totaling 14 miles. These discontinuities, often bridged by US 74 cosignage, reflect funding priorities driven by regional economic needs, such as linking manufacturing hubs in the to ports in the southeast. As of November 2025, the advances to close a major local gap, with its eastern section partially open since 2020 and further segments tying I-74 to US 52 expected by late 2026, funded partly through state bonds.

Future

Ohio extension

Interstate 74 currently terminates at its interchange with Interstate 75 in , . A proposed extension would continue the route eastward along State Route 32, designated as part of within the , toward the state line near Parkersburg. This alignment follows an existing four-lane divided highway, spanning approximately 60 miles through Clermont, , Adams, and Jackson counties. Planning for the extension originated in the as part of the Appalachian Regional Commission's initiatives to enhance regional connectivity through the , with early corridor studies emphasizing SR 32's role in linking urban centers to rural . Environmental assessments and impact studies for SR 32 upgrades, including alignments and mitigation measures, were conducted and largely completed during the , enabling the full 152.7-mile Ohio segment of Corridor D to open to traffic by 2024. As of 2025, the is participating in a multi-state $1.5 million for the broader I-73/74/75 corridor (primarily along US 23 for I-73), set for completion by the end of 2026, with separate evaluations for designating SR 32 as I-74 and any necessary minor improvements. The project encounters significant funding hurdles amid national deficits and competing priorities, potentially requiring $1–2 billion in federal and state investments for interstate signage, interchanges, and residual enhancements. In January 2022, the passed a unanimous resolution urging the governor and transportation director to advance the extension, highlighting its integration into the broader I-73/74/75 corridor network. The extension aims to facilitate better from Midwestern hubs to Appalachian markets, fostering , job creation, and safer travel while alleviating pressure on parallel routes. It would enhance the overall interstate system's efficiency in southern .

West Virginia corridor

The proposed corridor for Interstate 74 (I-74) in follows the alignment of (US 52) from the state line near Huntington, passing through Wayne, , Wyoming, McDowell, and Mercer counties, and terminating at the state line near Bluefield, spanning approximately 130 miles. This route incorporates the Tolsia segment from Huntington to Williamson (about 51 miles) and the King Coal from Williamson to Bluefield (about 78 miles), aiming to upgrade the existing two-lane to a four-lane divided interstate with controlled access. Planning for the corridor began in the 1990s as part of the broader I-73/I-74 north-south corridor initiative under the National Highway System, designated as a high-priority corridor in 1991 and further specified in 1995 to enhance connectivity across . The West Virginia Legislature established the King Coal Highway Authority in 1999 to oversee development of the southern portion, dividing it into 11 segments for phased environmental reviews and design, with initial approvals completed by the early . These efforts align with the , prioritizing economic revitalization in coalfield regions through improved infrastructure. As of November 2025, construction remains limited, with no full interstate designation or continuous build along the corridor; instead, progress involves isolated upgrades to US 52. The 12-mile segment of the King Coal Highway opened in 2011, and recent advancements include bids awarded in 2024 for a 2.5-mile section from Airport Road to Littlesburg in Mercer County; the project faced delays and was on hold as of August 2025, but a permit approval in September 2025 allows resumption, with construction expected to begin thereafter. Timber clearing for a related 2.5-mile segment in Bluefield began in May 2025. Other sections, such as 4.3 miles from Littlesburg to Montcalm and 9 miles of the Tolsia Highway north of Prichard, are in final planning or preliminary design, but the overall project faces delays. As of November 2025, construction on the Airport Road to Littlesburg segment has not yet been confirmed to have started post-permit, with ongoing coordination for the corridor. Estimated costs for the King Coal Highway alone reached $1.6 billion in 2004 dollars, exacerbated by funding shortages, economic recessions, and the challenges of constructing through mountainous terrain, including environmental reviews and right-of-way acquisition. The primary goals of the corridor are to bridge the gap between the western I-74 segments in and the eastern extensions in and , fostering by providing direct interstate access to isolated southern communities for freight, tourism, and job growth. This connectivity is expected to stimulate industries like and while addressing safety issues on the narrow, winding US 52.

North Carolina completions

In , efforts to complete Interstate 74 (I-74) focus on closing key gaps to create a continuous eastern route from the state's western segments to the border. A primary gap spans approximately 20 miles between Winston-Salem and Greensboro, with proposals to align the route along U.S. Highway 311 (US 311) for upgraded freeway standards. Additionally, a potential southern extension from Lumberton aims to connect directly to , enhancing access toward Myrtle Beach and completing the interstate's southeastern terminus. Major projects include the , a 34.5-mile loop under construction since the that incorporates an I-74 segment on its eastern side. This beltway, beginning at US 158 southwest of Winston-Salem and ending at existing I-74 southeast of the city, addresses connectivity gaps around the Triad region, with partial openings projected for 2026. Complementary upgrades to US 311 involve redesignation and signage improvements as I-74, including work that began in early 2025 on new interstate shields and mile markers in Forsyth County to formalize the route from near Rural Hall to High Point. As of November 2025, the Rockingham Bypass, a 7.2-mile four-lane freeway designated as future I-73/I-74, opened on January 28, 2025, from US 74 Business to Harrington Road, effectively closing the central gap between Rockingham and . Remaining completions, including full US 311 enhancements and southern extensions, are estimated to cost over $500 million, funded through state transportation priorities. These initiatives support the broader goal of linking North Carolina's I-74 segments to the proposed I-73/I-74 corridor through and , enabling a near-coast-to-coast connection from Iowa's crossing to the Atlantic seaboard.

Supplementary information

Western Section

Iowa

I-74 in Iowa spans approximately 5.4 miles from the western terminus at I-80 in Davenport to the Illinois state line near Moline. The exits are numbered sequentially from 0 to 4. The following table lists all interchanges eastbound.
MileExitDestinationsNotes
0.00I-80 – Des Moines, Western terminus of I-74;
1.0153rd Street – DavenportLocal access to Davenport
2.02US 6 (Kimberly Road) – Davenport, Spruce Hills Drive – BettendorfAccess to attractions
3.03Middle Road – Bettendorf, Locust Street – DavenportServes Putnam Museum
4.04US 67 (Grant Street) – BettendorfAccess to Bettendorf riverfront
5.4– state line (continues as I-74)Crosses via I-74 Bridge

Illinois

I-74 in Illinois extends 220 miles from the Iowa state line near Moline to the Indiana state line near Danville. Exits are mile-based, starting at 0. The table below lists major interchanges eastbound, focusing on key destinations; full list includes over 50 exits. Data sourced from state highway guides.
MileExitDestinationsNotes
0.0– state lineContinuation from Davenport, IA
11A-BIL 92 – Moline, River DriveAccess to Pavilion
44A-BIL 5, Expressway – MolineServes Quad City
55A-BI-280 – Rock Island, PeoriaPartial cloverleaf
1414A-BI-280, I-80 – Full access interchange
2424IL 81 – KewaneeRural access
3232IL 17 – WoodhullAccess to Black Hawk College
4646A-BUS 34 – Galesburg, MonmouthDivided exits for east/west
4848Main Street – GalesburgServes Knox College
8282Kickapoo Creek Road – BrimfieldLocal rural exit
8787A-BI-474, IL 6 – PeoriaAccess to Peoria
9292A-BIL 40 – PeoriaDowntown Peoria access
9595A-BUS 150, IL 29 – East Peoria access
9999I-474 – BartonvilleLoop interchange
101101I-155 – LincolnSouthern spur
127127I-55 – Bloomington, /Major junction; interchange
135135IL 47 – Gibson CityRural
165165US 51 – ClintonAccess to Decatur
179179IL 49 – RantoulLocal
197197US 45 – ChampaignUniversity of access
205205I-57 – Champaign, Effingham
220220 state lineContinuation to Danville, IN

Indiana

I-74 in Indiana covers 171.54 miles (276.07 km) from the Illinois state line near Danville to the Ohio state line near Harrison. Exits are mile-based from 0. The table lists all interchanges eastbound. Data from official INDOT interchange guide.
MileExitDestinationsNotes
0.0–Illinois state lineContinuation from Danville, IL
1–Spring Creek Welcome CenterEastbound rest area
44SR 63 – Newport, Terre HauteAccess to Wabash River area
88Springtown Road – CovingtonLocal rural
1515US 41 – VeedersburgMajor north-south route
18–Weigh StationCommercial vehicle inspection
23–Fountain County Rest AreaFacilities for travelers
2525SR 25 – WaynetownLocal
3434US 231 – CrawfordsvilleAccess to Purdue University area
3939SR 32 – CrawfordsvilleCounty seat
5252SR 75 – JamestownRural
57–Boone County Rest AreaWestbound only in some sections
5858SR 39 – LiztonLocal
6161CR 275 E – PittsboroLocal
6666SR 267 – BrownsburgSuburban access
6868Ronald Reagan Parkway – BrownsburgCommercial area
7373I-465, Crawfordsville Road – IndianapolisBeltway junction
9494I-465, US 421, Southeastern Avenue – IndianapolisEastern beltway access
9696Post Road – IndianapolisSuburban
9999Acton Road – IndianapolisLocal
101101Pleasant View Road – IndianapolisIndustrial
103103London Road – FranklinLocal
109109Fairland Road – FairlandRural/suburban
113113SR 9 – ShelbyvilleCounty seat
116116SR 44 – ShelbyvilleLocal
119119SR 244 – ManillaRural
123123County Line Road – ArlingtonCounty line
132132US 421 – GreensburgNorth-south access
134134SR 3 – GreensburgLocal
143143850 E Road – NewpointRural
149149SR 229 – BatesvilleLocal
151–Batesville Rest AreaFacilities
156156SR 101 – SunmanRural
164164SR 1 – St. LeonLocal
169169US 52 – West HarrisonAccess to Cincinnati area
171.54–Ohio state lineContinuation to Cincinnati, OH

Ohio

I-74 in Ohio runs 19.47 miles (31.33 km) from the Indiana state line near Harrison to its eastern terminus at I-75 in Cincinnati. Exits are sequential from 1 to 9. The table lists all interchanges eastbound. Data compiled from state transportation guides and highway logs as of 2025.
MileExitDestinationsNotes
0.0–Indiana state lineContinuation from West Harrison, IN
1.051New Haven Road – HarrisonLocal access to Harrison
3.182US 52 (Harrison Avenue) – HarrisonSigned as west end of concurrency with US 52
5.183I-75 – Dayton, Downtown CincinnatiPartial cloverleaf; major junction
6.784US 127 (Kilby Road) – Colerain TownshipNorth to Hamilton
8.965I-275 – Dayton, Covington, KYConnector to Kentucky; Exit 84 on I-275
11.396Blue Rock Road – White OakAccess to Tri-County Mall area
14.097North Bend Road – CheviotSuburban access
17.008US 52 (Blue Rock Road) – CincinnatiEnd of US 52 concurrency
18.949I-75 – Toledo, Downtown CincinnatiEastern terminus of I-74; stack interchange with I-75
19.47–Merges with I-75 northEnd of route

Eastern Section

North Carolina

The eastern section of I-74 in is discontinuous, spanning about 125 miles in segments: western (VA border to I-40 near Winston-Salem), central (I-40 to I-73 near Asheboro), and eastern (US 74 overlap to I-95 near Lumberton, with extensions under construction as of 2025). Exits are mile-based per segment, with recent renumbering in 2024-2025 for consistency with I-73 cosigning. The table lists current and completed interchanges eastbound by segment; proposed exits noted. Data from NCDOT updates. Western Segment (VA Border to I-40, ~106 miles)
MileExitDestinationsNotes
0.0–Virginia state line (I-77)Western terminus; continues from VA
55I-77 south – StatesvillePartial interchange
66NC 89 – Mount AiryLocal access
88Red Brush RoadRural
1111US 601 – Dobson, Mount AirySurry Community College
1818US 52 north – Mount AiryNorthern spur
2121Cook School RoadRecent renumbering (2025)
2222US 52 Business – Pilot MountainBusiness loop
2929Pinnacle Church Road – PinnacleRural
3535NC 66 – KingLocal
4141US 52 – Winston-SalemMajor junction to I-285
5555NC 8 – Rural HallLocal
106106I-40 – Winston-Salem, GreensboroEnd of western segment
Central Segment (I-40 to I-73/US 220, ~60 miles)
MileExitDestinationsNotes
0.0–I-40 junction (Winston-Salem)Start of central segment
4242University Parkway – Winston-SalemLocal
4949NC 150 – KernersvilleEastern loop access
5555US 311 – High PointBusiness access
6565I-85 Business – GreensboroUrban
7575NC 68 – Oak RidgeRural/suburban
7979Cedar Square Road – RandlemanLocal
8686I-73/US 220 north – AsheboroCosigned; end of central segment
Eastern Segment (I-73/US 220 to I-95, ~100 miles; US 74 overlap)
MileExitDestinationsNotes
0.0–I-73/US 220 junction (mile 87 from west)Start; cosigned with I-73
2222NC 24/27 – RockinghamRecent bypass (2025)
2525US 220 – EllerbeSouthern access
2828Millstone Road – EllerbeLocal
4444NC 211 – Pinehurst area
4949NC 690 – Southern PinesLocal
95–Approximate to US 1 – Southern PinesMilitary access (Fort Liberty); partial designation
103–Approximate to I-95 – Fayetteville, LumbertonMajor junction; under construction extension
115–Approximate to US 301 – LumbertonLocal overlap with US 74
120–Approximate to NC 211 – MaxtonLocal
~125–Proposed to Wilmington/SC borderPlanned corridor; partial construction as of 2025; miles approximate due to ongoing upgrades

Lengths by state

Interstate 74 spans a total of 541.62 miles (871.85 km) across five states, with the continuous western section measuring 416.71 miles (670.85 km) from to and the disjoint eastern section in totaling 124.91 miles (201.02 km). These lengths reflect completed segments as of November 2025, incorporating recent designations and constructions in but excluding proposed future extensions. The distribution highlights as the longest segment, reflecting its central role in connecting the Midwest, while 's brief urban portion underscores the route's focus on major population centers.
StateMiles (km)Notes
5.36 (8.63)Entirely urban in the area, connecting I-80 in Davenport to the bridge.
220.34 (354.60)Northwest-southeast traverse from Moline to Danville, serving Peoria and Champaign-Urbana.
171.54 (276.07)Crosses the state from the Illinois border near Danville to the Ohio border near Harrison, passing through .
19.47 (31.33)Short southeastern segment from the Indiana border to I-75 in .
124.91 (201.02)Disjoint segments, including concurrencies with I-77 near Mount Airy, the , and US 74 toward Wilmington; recent 2025 additions include extensions near Rural Hall and Forsyth County.
The table aggregates official state transportation department measurements, emphasizing the route's discontinuous nature in due to ongoing completions.

References

  1. https://midamericafreight.org/index.php/rfs/network-inventory/corridors/profiles/i-74/
  2. https://idot.illinois.gov/news/i-74-river-bridge-named-roads---bridges--top-bridge-of-2022.html
  3. https://www.ourquadcities.com/news/local-news/illinois-gov-pritzker-federal-state-and-local-leaders-celebrate-completion-of-1-billion-i-74-bridge/
  4. https://www.interstate-guide.com/i-074/
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  6. https://www.ncdot.gov/projects/wsnb/Pages/default.aspx
  7. https://www.ncdot.gov/projects/rockingham-bypass/Pages/default.aspx
  8. https://documents.iowa.gov/home/download/9585187
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  10. https://www.iowahighways.org/exits/i74qc.html
  11. https://historicbridges.org/bridges/browser/?bridgebrowser=iowa/i74/
  12. https://blogs.davenportlibrary.com/sc/2014/01/22/spanning-the-years-the-iowa-illinois-memorial-bridge/
  13. https://idot.illinois.gov/content/dam/soi/en/web/idot/documents/transportation-system/reports/opp/travel-stats/2022-its-original-website.pdf
  14. https://www.iexitapp.com/exits/Illinois/I-74/East/188
  15. https://www.fhwa.dot.gov/planning/national_highway_system/interstate_highway_system/routefinder/table01.cfm
  16. https://www.aaroads.com/guides/i-074-il
  17. https://midamericafreight.org/wp-content/uploads/2018/11/Graph_74HPMS.pdf
  18. https://www.aaroads.com/guides/i-074-in
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  20. https://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=3453&context=roadschool
  21. https://www.in.gov/indot/resources/traffic-data/
  22. https://wiki.aaroads.com/wiki/Interstate_74_in_Ohio
  23. https://www.alpsroads.net/roads/oh/i-275/e.html
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  25. https://www.transportation.ohio.gov/wps/portal/gov/odot/projects/projects/104668
  26. https://www.fhwa.dot.gov/policy/otps/sma/chap4.cfm
  27. https://wiki.aaroads.com/wiki/Interstate_74_in_North_Carolina
  28. https://www.ncdot.gov/news/press-releases/Pages/2025/2024-02-26-signs-mile-markers-i74-forsyth-county.aspx
  29. https://www.ncdot.gov/projects/i-74-study/Documents/i74_feasibility_study_report.pdf
  30. https://www.ncdot.gov/projects/i-74-study/Pages/default.aspx
  31. https://highways.dot.gov/highway-history/interstate-system/original-intent-purpose-interstate-system-1954-1956
  32. https://www.fhwa.dot.gov/infrastructure/target.cfm
  33. https://www.pjstar.com/story/news/history/2022/05/19/build-i-74-peoria-hundreds-homes-destroyed/9752522002/
  34. https://www.aaroads.com/blog/i-74-bridge-replacement-will-it-ever-get-built/
  35. https://www.wrtv.com/news/local-news/indianapolis/under-the-highway-how-interstates-divided-indianapolis-neighborhoods-and-displaced-17-000-people
  36. https://cincinnati-transit.net/I-74.html
  37. https://www.benesch.com/project/i-74-corridor/
  38. https://www.pjstar.com/story/news/2020/11/01/murray-baker-bridge-brought-big-changes-to-peoria-good-and-bad/114600248/
  39. https://malmeroads.net/i7374nc/wh7374.html
  40. https://www.arc.gov/wp-content/uploads/2024/12/FY-2024-ADHS-Status-Report.pdf
  41. https://www.aaroads.com/guides/i-074-west-high-point-nc
  42. https://malmeroads.net/i7374nc/i74seg5.html
  43. https://www.transportation.ohio.gov/projects/all-projects
  44. https://ftp.dot.state.oh.us/pub/Districts/D06/Downloads/2025%2520May%2520Programmatic/123988_US23_I71_Connector/Previous%2520Studies/I-73_1995%2520Corridor%2520Study%2520Volume%25201.pdf
  45. https://www.cleveland.com/news/2025/08/ohio-joins-six-state-effort-to-build-1000-mile-interstate-corridor.html
  46. https://www.cleveland.com/news/2025/08/despite-economic-potential-i-73-through-ohio-five-other-states-faces-money-roadblock.html
  47. https://ohiohouse.gov/members/jason-stephens/news/house-passes-resolution-urging-for-the-extension-of-i-73-and-i-74-108407
  48. https://www.i73.com/benefits/
  49. https://www.i73.com/corridor/ohio/
  50. https://www.transportation.gov/utc/potential-economic-benefits-public-private-partnerships-p3s-reclaimed-mine-sites-construction-i
  51. https://www.fhwa.dot.gov/ipd/project_profiles/wv_kingcoal.aspx
  52. http://futureinterstatecorridors.com/I-50%2C%2520I-60%2C%2520I-70.html
  53. https://transportation.wv.gov/highways/major-projects/KingCoalHighway/Pages/default.aspx
  54. https://mountaincitizen.com/2025/04/09/i-73-progresses-in-west-virginia/
  55. https://www.yahoo.com/news/articles/permit-approval-allows-resumption-king-214600134.html
  56. https://mountainmedianews.com/king-coal-highway-project-still-on-hold-due-to-permits/
  57. https://wvpublic.org/timber-cleared-construction-to-begin-on-king-coal-highway/
  58. https://www.mingomessenger.com/news/article_bdf1e9ed-27c2-4b8a-a778-331240547f20.html
  59. https://www.i73.com/corridor/west-virginia/
  60. https://caheda.org/i-73-74-corridor/west-virginia-counties/
  61. https://www.ncdot.gov/news/press-releases/Pages/2025/01-24-2024-rockingham-bypass-open.aspx
  62. https://www.i73.com/corridor/
  63. https://iowahighways.org/exits/i74il.html
  64. https://www.transportation.ohio.gov/projects/projects/104668
  65. https://www.aaroads.com/guides/i-074-west-oh
  66. https://malmeroads.net/i7374nc/i74exit.html
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