Interstate 45

Interstate 45
Route information
Maintained by TxDOT
Length:	284.91 mi[1] (458.52 km)
Existed:	1971 – present
Major junctions
South end:	SH 87 in Galveston
	Sam Houston Tollway in Houston I-10 in Houston I-610 in Houston Hardy Toll Road in Houston US 190 in Huntsville/Madisonville US 79 in Buffalo US 84 in Fairfield US 287 in Alma/Palestine I-20 in Hutchins
North end:	I-30 / I-345 / US 75 in Dallas
Highway system
Interstate Highway System Main Auxiliary Suffixed Business Highways in Texas Interstate US State Loops Spurs Rec FM Toll ← I-44 I-69 →

Interstate 45 (I-45) is an intrastate Interstate Highway located entirely within the U.S. state of Texas. It connects the cities of Dallas and Houston, continuing southeast from Houston to Galveston over the Galveston Causeway to the Gulf of Mexico. Interstate 45 is the only intrastate primary Interstate Highway ending in 5, and the 2nd longest intrastate Interstate Highway after I-87, and it is also the shortest primary Interstate highway ending in 5 or 0.

I-45 replaced US 75 over its entire length, although portions of US 75 remained parallel to I-45 until its elimination south of downtown Dallas in 1987. At the south end of I-45, State Highway 87 (formerly part of US 75) continues into downtown Galveston. The north end is at Interstate 30 in downtown Dallas, where US 75 used the Good-Latimer Expressway. A short continuation, known by traffic reporters as the I-45 overhead,^[2] signed as part of US 75, and officially Interstate 345, continues north to the merge with the current end of US 75. Traffic can use Spur 366 to connect to Interstate 35E at the north end of I-345.

The portion of I-45 between downtown Houston and Galveston is known to Houston residents as the Gulf Freeway. The short elevated section of I-45 which forms the southern boundary of downtown Houston is known as the Pierce Elevated, after the surface street next to which the freeway runs, while north of Interstate 10 it is known as the North Freeway. I-45 and I-345 in the Dallas area, north of the interchanges with Interstate 20 and State Highway 310 (old US 75), is the Julius Schepps Freeway. The Gulf Freeway and North Freeway both include reversible high-occupancy vehicle lanes for buses and other high-occupancy vehicles to and from downtown Houston.

Route description

In addition to the official control cities of Galveston, Houston, and Dallas,^[3] I-45 serves a number of other communities, including La Marque, League City, Spring, The Woodlands, Conroe, Willis, Huntsville, Madisonville, Centerville, Buffalo, Fairfield, Corsicana, and Ennis.

U.S. Highway 190 joins I-45 for 26 miles (42 km) from Huntsville, Texas to Madisonville, Texas. U.S. Highway 287 joins I-45 for 18 miles (29 km) from Corsicana, Texas to Ennis, Texas. US 287 signs are only posted (with I-45) from the northern end of Business Loop 45 in Corsicana to the Ellis County line.

Hurricane Rita evacuation from the Louetta Road (exit 68) overpass

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

At just 284.913 miles (458.523 km), I-45 is the shortest of the primary interstates (ending in 0 or 5), and the only primary interstate to be entirely inside of one state.

Gulf Freeway

The stretch of I-45 connecting Galveston with Houston is known as the Gulf Freeway. It was the first freeway built in Texas—opened in stages beginning on October 1, 1948, up to a full completion to Galveston in 1952, as part of U.S. Highway 75. At the north (Houston) end, it connects to the North Freeway via the short Pierce Elevated, completed in 1967.^[4] The section north of the curve near Monroe Road/State Highway 3 in southeastern Houston was built on the right-of-way of the former Galveston-Houston Electric Railway, which entered downtown on Pierce Street.^[5][6]

After several interchanges, I-45 crosses the Galveston Causeway and passes Tiki Island. The split with State Highway 6 and State Highway 146 (to State Highway 3) may be the beginning of the Gulf Freeway^{[citation needed]}; old U.S. Highway 75 south of this junction was upgraded on the spot.^[7]

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

I-45 and I-10 next to Downtown Houston

In Houston, I-45 meets Interstate Highway 610 and State Highway 35 at a complicated interchange.^[8] At the merge with Spur 5, a short freeway spur to the University of Houston, elevated collector/distributor roads (also part of Spur 5) begin. The C/D roads and the HOV lane end at Dowling Street, the original end of the Gulf Freeway. Just past Dowling Street is an interchange with U.S. Highway 59/future Interstate Highway 69 (Eastex Freeway and Southwest Freeway) and State Highway 288 (South Freeway), after which I-45 technically becomes the North Freeway^[9] as it runs along the northwest half of the block between Pierce Street and Gray Street as the Pierce Elevated.

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

• Eastwood Transit Center — full access
• Interstate Highway 610 north frontage road — full access
• Monroe Road and Monroe Park & Ride — full access
• Fuqua Park & Ride and South Point Park & Ride — full access
• Frontage roads north of Dixie Farm Road (Farm to Market Road 1959) - towards downtown, with a ramp stub for continuation

North Freeway

The Interstate 45 North Freeway HOV begins in downtown Houston near the University of Houston–Downtown, with easy access inbound on Milam Street and outbound on Travis Street. Ramps and entrances are provided for access from the following roads:

• Interstate 10 westbound exit and entrance only — full access
• Quitman Street — full access
• Airline Drive (to Crosstimbers Road) - full access
• N. Shepherd (to N. Shepherd Park & Ride) - full access
• Farm to Market Road 525 (Aldine-Bender Rd) - full access
• Kuykendahl Park & Ride — full access
• Farm to Market Road 1960 (to Spring Park & Ride) - full access

The HOV ends approximately one mile north of the Cypress Creek Parkway (FM1960) exit.

Schepps Freeway

The stretch of I-45 along the Julius Schepps Freeway in Dallas, from the Trinity River to Downtown Dallas up to and including the I-345, is elevated above the surrounding areas for most of its length. As such, when ice storms hit the Dallas area (usually on average 1-2 times per year), the freeway is shut down, and traffic is diverted to State Highway 310 and U.S. Highway 175 which parallel I-45.

Lane configuration

From south to north, the following one-way lane counts are for mainlanes only:

• 3 lanes between Galveston and Kurland
• 4 lanes between Kurland and US 59/future I-69
• 3 lanes between US 59/future I-69 and McKinney Street
• 4 lanes between McKinney Street and Beltway 8
• 5 lanes between Beltway 8 and Parramatta Lane
• 4 lanes between Parramatta Lane and Spring Crossing Drive
• 5 lanes between Spring Crossing Drive and Lake Woodlands Drive
• 4 lanes between Lake Woodlands Drive and FM 3083 (exit 91)
• 2 lanes between FM 3083 (exit 91) and exit (96)
• 3 lanes between just north of (exit 96) to Walker County line
• 2 lanes between Walker County line and exit 235
• 3 lanes between exit 235 and I-20
• 5 lanes between I-20 and I-30
• 4 lanes between I-30 and the beginning of the Central Expressway/US 75

History

In the initial assignment of state highways in 1917, Dallas-Fort Worth and Houston were connected by a branch of State Highway 2 (the Meridian Highway), which ran via Waco and Bryan and continued on to Galveston. The more direct route followed by I-45 was not initially part of the system between Richland and Huntsville;^[10][11] this cutoff was added by 1919 as State Highway 32,^[12] and U.S. Highway 75 was assigned to the alignment in 1926.^[13] Prior to the coming of the Interstate Highway System in the late 1950s, the only improvements to US 75 in Texas beyond building a two-lane paved roadway were in the Houston and Dallas areas.^[14] However, the highways in and near these cities included some of the first freeways in the state: the Gulf Freeway (Houston) and the Central Expressway (Dallas).

Gulf Freeway (Houston to Galveston)

The Galveston-Houston Electric Railway began operating an interurban between those cities on December 5, 1911, and last ran on October 31, 1936, though the Houston Electric Company, operator of Houston's city transit system, continued to run trains on the portion between downtown and Park Place. A proposal for a "super-highway" between the cities was first made in 1930, and Houston Mayor Oscar Holcombe began to work towards it later that decade. He announced an agreement with the Houston Electric Company on April 12, 1940, through which the company could convert its four remaining lines to buses, in exchange for the right-of-way used by the Park Place line. This line was last used on June 9, 1940, the last day of streetcar service in Houston;^[15] the replacement is still operated by METRO as the 40 along Telephone Road.

Before the new highway was built, U.S. Highway 75 followed Galveston Road (now mostly State Highway 3), Broadway Street, and Harrisburg Boulevard into downtown Houston. State Highway 225 carried traffic from La Porte along La Porte Road to US 75 in Harrisburg, and State Highway 35 connected Alvin with downtown Houston along Telephone Road and Leeland Street.^[16] Plans made in October 1943, when the Texas Transportation Commission signed an agreement with Houston and Harris County, referred to the new bypass as a relocation of US 75. Drawings were released by the state on January 31, 1946, and included almost continuous frontage roads, broken only at railroad crossings.^[15] Although the freeway ended at Live Oak Street, a so-called "four-street distribution system"^[17] of four one-way streets, timed for 30 miles per hour (50 km/h), carried traffic to Main Street.^[18] Initially, the two southwestern streets — Pierce Street and Calhoun Avenue (now St. Joseph Parkway) - carried traffic towards the freeway, and the other two — Jefferson and Pease Streets — carried exiting traffic;^[19] once the freeway was completed far enough to allow US 75 to be marked along it, Pease and Pierce Streets carried that highway to Fannin Street.^[20]

The first freeway dedication in the state took place at 7 p.m. on September 30, 1948, at the overpass over Calhoun Road by the University of Houston. The roadway between downtown and Telephone Road was opened to traffic after speeches, but lacked an official name, being called the "Interurban Expressway", after the rail line that it replaced, by the press. Mayor Holcombe quickly started a contest to assign a name, and the city chose the winning entry on December 17, 1948. Sara Yancy of Houston Heights won $100 for her submission of "Gulf Freeway", named for the Gulf of Mexico that the highway would reach when completed. The freeway was extended to Griggs Road in February 1951, Reveille Street (onto which SH 35 was realigned) in July 1951, and was completed to the Galveston Causeway on August 2, 1952, with a ceremony on the bridge over Farm to Market Road 517 near Dickinson. However, beyond Reveille Street, the road was not built to freeway standards, with 32 at-grade intersections, though no traffic signals. The highway curved away from the old interurban right-of-way near Monroe Road, about where the Park Place streetcar line had ended. In December 1952, a short spur, now part of Interstate 610, was opened to connect with SH 225.^[21] A three-way split in the northwest part of Park Place, near where Gulfgate Shopping Center opened in 1956, carried non-stop traffic to and from SH 35 and SH 225.^[15][22][23] This split was also the location of a lane drop; the roadway carried six lanes (three in each direction) between Houston and the interchange, and four beyond to Galveston. After the new US 75 was completed, the old road between downtown and South Houston was dropped from the state highway system, while the remainder became State Highway 3, connecting to the Gulf Freeway via Winkler Drive, effective August 20, 1952.^[24]

The first major change was made in preparation for the North Freeway connection, when the directions of Calhoun Avenue and Jefferson Street were swapped so that they would alternate. A bridge, dated 1954, was built to carry traffic from Jefferson Street over traffic to Jefferson Street,^[23] and US 75 was moved to Calhoun Avenue northbound,^[25] soon crossing downtown on the one-way pair of Calhoun Avenue and Pierce Street to the new North Freeway.^[26] A median barrier was added in 1956 to prevent crossover accidents. Southeast of downtown Houston, the at-grade intersections proved dangerous, and only two had been replaced with interchanges by 1959, when the Texas Highway Department began a program to upgrade the road to full freeway standards. Frontage roads would be required along the entire highway, since the state had not purchased access rights, and so abutting property owners were able to build driveways to the road. To accomplish this, traffic was shifted to the newly built frontage roads so that the central main lanes could be reconstructed. This grade separation was completed from Houston to Almeda-Genoa Road (exit 34) in June 1959, Farm to Market Road 1959 (exit 30) in October 1964, Farm to Market Road 518 (exit 23) in December 1970, and Farm to Market Road 1764 (exit 15) in 1976. As the section beyond FM 1764 into Galveston had already been rebuilt,^[23][27] this marked the completion of the Gulf Freeway as an actual freeway.^[15]

Looking northwest along the Gulf Freeway towards downtown; the Spur 5 distributor lanes, completed in 1988, are to the right

As the first freeway in Texas, the standards of the Gulf Freeway soon became inadequate, with poor sight lines and little room to merge when entering. It also attracted development, such as Gulfgate Shopping City, the first mall in the Houston area, the Manned Spacecraft Center, and many residential developments. Heavy congestion began to affect the freeway by the early 1960s; two roughly parallel freeways — the Harrisburg Freeway and Alvin Freeway - were proposed at that time to relieve the traffic, but were not built. A short project to widen the road to six lanes between I-610 and Sims Bayou was completed in 1960, and ramp meters were installed in 1966. The I-610 interchange was rebuilt with direct connections for most movements in 1975. Plans to reconstruct the freeway near downtown began in 1972, taking about 170 houses and 22 businesses from the southwest side for the room to expand the main lanes and add parallel lanes for the Alvin Freeway. Local opposition was unsuccessful at stopping the project, and construction on this segment, and others to the southeast, took place in the 1980s. The lanes were shifted outward to make room for the transitway, which opened to I-610 on May 16, 1988. These lanes were inspired by the similar ones on the Shirley Highway in the Washington Metropolitan Area.^[28] That year also marked the end of the reconstruction inside I-610, along with the elevated distribution lanes alongside the main lanes near downtown; the first short piece of the Alvin Freeway was finally connected to these in 1999. This project gave I-45 its current configuration, mostly eight main lanes wide, from Sims Bayou past I-610 to Griggs Road in 1981, to Telephone Road in 1982, to Lockwood Drive in 1985, and finally to downtown in 1988.^[15]

However, this was not the end of construction on the Gulf Freeway. The highway beyond I-610 to FM 1959, which had just been upgraded in the 1950s and 1960s, saw an extension of the transitway to a temporary end near FM 1959, widening to eight lanes, and a large stack interchange at the Sam Houston Tollway. This reconstruction was completed between Almeda-Genoa Road and College Avenue in 1991, between College Avenue and Sims Bayou in 1994, and finally, in 1997, there was no construction anywhere on the entire length of the freeway when the tollway interchange was opened, along with the widening between Almeda-Genoa Road and FM 1959. A 1999 study recommended widening the entire stretch from the Sam Houston Tollway to Galveston to at least eight lanes. Construction to replace the Galveston Causeway began in mid-2003,^[15] and work on a section through Webster, including a new interchange with the NASA Road 1 Bypass, began in mid-2007.^[29]

Widening of the freeway between Kurland Drive and Clear Lake City Boulevard began in July 2011. This construction will expand the number of freeway lanes from six to ten, and increase the number of frontage lanes from four to six. The high occupancy vehicle (HOV) lane will be extended to the southern end of the construction. It will also involve rebuilding the overpasses at Dixie Farm Road and Clear Lake City Boulevard.^[30] The project is expected to take four years to complete.^[31] According to the Texas Department of Transportation, the project is approximately five miles in length, starting at Kurland and ending approximately one mile south of Clear Lake City Boulevard.

The project has four phases. Phase one is the reconstruction of the main lanes from the northern end of the project to just south of FM 1959. The end of this phase will include the demolition and reconstruction of the bridge at the FM 1959 intersection. Phase two, planned to begin in mid-2012, will be the reconstruction of the frontage roads from just south of FM 1959 to the southern end of the project. Phase three will be the reconstruction of the main lanes on the southern half of the project, and is planned to begin in mid-2013. Phase four, scheduled to start late 2014, will be the demolition and reconstruction of the overpass at Clear Lake City Boulevard.

North Freeway (Houston to Conroe)

Southbound on the North Freeway

The last alignment of US 75 before the North Freeway was built left downtown Houston to the northwest on Main Street, turning north at Airline Drive, and then northwest along the present alignment of I-45, then known as Stuebner Airline Road, Shepherd Drive, and East Montgomery Road.^[25] The freeway replacement was authorized in stages between May 1945 and June 1952, when the Texas Transportation Commission adopted plans for a freeway all the way between Houston and Dallas. The North Freeway name was adopted in 1956; an unsuccessful proposal in 1965 would have renamed it the Dallas Freeway.^[32] The first short piece of the freeway to open crossed Buffalo Bayou, connecting the two one-way pairs from the north end of the Gulf Freeway with the south end of Houston Avenue. This was opened on December 12, 1955, and allowed US 75 to bypass its run on Main Street;^[26] it included interchanges with Allen Parkway and Memorial Drive. The next piece near downtown opened on July 24, 1962, leaving the 1955 freeway in the Allen Parkway interchange, passing east of Houston Avenue, and connected to an already-built portion at I-610. The six-lane Pierce Elevated, which occupies half a block on the southwest side of Pierce Street, required the acquisition of a number of commercial properties; the cost prevented the full block from being used. This portion opened on August 18, 1967, connecting the Gulf and North Freeways and bypassing the "four-street distribution system", which remains in its original form to this day.^[15][33]

The first piece of the North Freeway to be built outside I-610 was an upgrade of existing US 75 on Stuebner Airline Road, between Airline Drive and Shepherd Drive, opened in December 1959. In April 1961, this was completed to the interchange with I-610, and on July 24, 1962 the downtown section was extended north to meet it. As each section opened, US 75 was moved to it, temporarily using I-610 to Airline Drive for about a year.^[34] At the other end, US 75 was upgraded from Spring Creek at the north edge of Spring north to the San Jacinto River south of Conroe in 1960.^[35] In between, the upgrade was completed from Farm to Market Road 525 to near Richey Road in December 1961, south to the 1959 segment in February 1963, and north to the 1960 segment in March 1963, completing the North Freeway except for the Pierce Elevated (1967). The freeway as initially built had eight lanes (four in each direction) between downtown and I-610, six to Farm to Market Road 1960, and four north of FM 1960.^[15]

Like the Gulf Freeway, the North Freeway soon became congested. The oil boom of the 1970s resulted in large-scale residential development along the highway, most notably The Woodlands. Since the corridor was strongly directional, with 65% of peak-hour traffic going in the peak direction, a 9.6-mile (15.4 km) contraflow lane for buses and other high-occupancy vehicles (HOV) was implemented later that decade, opening on August 28, 1979 between downtown and Shepherd Drive (exit 56B). The facility, operating during both rush hour periods, occupied the leftmost lane of the other direction, and was separated from the other lanes with a movable pylon every 40 feet (12 m). In 1980, the existing center breakdown lanes were restriped for HOV traffic for about two miles (3 km) from the north end of the contraflow lane. However, off-peak traffic was increasing, and construction began in 1983 on a more permanent reversible transitway in the median. This, the second transitway in Houston (a month after the one on the Katy Freeway), opened on November 23, 1984, replacing the contraflow lane.^[15][28]

Reconstruction of the main lanes and frontage roads to handle increased traffic began in 1982 just north of downtown. No lanes were added south of I-610, but the eight-lane cross section, with room for a transitway, was continued north as construction progressed. Work was completed south of Airline Drive (exit 53) in about 1985, to Shepherd Drive (exit 56B) in 1987, and to Farm to Market Road 525 (exit 60A) in 1990; this last opening allowed the transitway to extend to just south of FM 525. The Hardy Toll Road, completed on June 28, 1988 between I-610 and I-45 near The Woodlands, added capacity to that part of the corridor, and in 1990 reconstruction was completed on a short piece of I-45 from the toll road into The Woodlands. Reconstruction continued from FM 525, reaching Airtex Boulevard (exit 63) in 1997, including part of the Sam Houston Tollway interchange (completed in 2003) and a transitway extension, Cypresswood Drive (exit 68) in 1998, extending the transit way to its present terminus, and the Hardy Toll Road (exit 72) in 2003. Work on the section through The Woodlands to Research Forest Drive (exit 77) was completed in 2001, including a direct connection to Woodlands Parkway, and in 2003 work was completed to Farm to Market Road 1488 (exit 81).^[15] Construction is complete between FM 1488 and FM 3083 (Exit 89) and from just north of (Exit 96) to Walker County line near milepost 100. Two more projects will extend eight lanes to Farm to Market Road 830 (exit 92), and another will take six lanes to the county line south of New Waverly, near State Highway 75 (exit 98).^[36]

Between Conroe and Richland

The first part of I-45 between Conroe and Richland was the bypass around Huntsville.^[35]

The final piece of I-45 between the cities opened on October 13, 1971, for 12 miles (19 km) between Fairfield and Streetman.^[37]

Richland to Dallas (Julius Schepps Freeway)

The Central Expressway was the first freeway in Dallas, built as a new alignment of US 75. It first opened between San Jacinto Street and Fitzhugh Avenue in 1949, and soon stretched south to Hutchins. However, the stretch through downtown ran along the surface, as did the part south of the bridge over the Trinity River, due to diversion of funds to the north portion.^[38] By the late 1950s, a bypass to the east of the downtown section was planned.^[39] By the time construction reached Hutchins, in about 1955, the state decided to build further segments to full freeway standards. By 1961, the freeway was complete between Hutchins and the State Highway 14 split at Richland, except for the bypass around Corsicana, which was built ca. 1964.^[23][35] This freeway was mostly built along the existing US 75; one of the projects in Navarro County, near Corsicana, was the first Interstate project in Texas approved under the Federal-Aid Highway Act of 1956.^[37]

1955 "Yellow Book" plan for Interstates in Dallas

It was not until 1964 that I-345, extending I-45 north along the proposed Central Expressway bypass, was added as a proposed state highway.^[40] I-45 and I-345 were built and opened in the 1970s, with the final section, between Lamar Street (exit 283A) and the Central Expressway (exit 283B),^[23] opening on February 25, 1976.^[41] At the north end, before it merged into the Central Expressway (which continued to carry US 75), I-345 straddled the bridges over Bryan Street and Ross Avenue, the latter the location of the opening ceremonies in 1949.^[42] Because of their location, these two bridges were not replaced in the 1990s reconstruction of the North Central Expressway, and are the only surviving grade separations from the initial construction north from downtown.^[23]

At the time the interchange with I-20 was built, the freeway that crossed I-45 was then a part of I-635; it would not be until later when, initially, I-20 was added to I-635 as a multiplex, then later still, I-635 would be truncated away from the I-45 interchange (back around to just north of what is now I-20's interchange with US 175).^[43][44]

Reconstruction and widening to six lanes, from the Ellis-Navarro county line (between exits 243 and 244) north to State Highway 310 (exit 275), began in 1991.^[45] The last section, near the north end, was completed in 2002.^{[citation needed]}

Exit list

County	Location	Mile	km	Exit	Destinations	Notes
Galveston	Galveston			—	SH 87 (Broadway Avenue J) – Downtown Galveston, East Beach, Port Bolivar	Southbound exit and northbound entrance
				1A	Spur 342 (61st Street) / 71st Street – Scholes International Airport, West Beach, Moody Gardens, Schlitterbahn Galveston Island
				1B	71st Street	Southbound exit and northbound entrance
				1C	FM 188 (Teichman Road) / SH 275 (Harborside Drive)
				4	Village of Tiki Island
				5	Frontage Road
	Bayou Vista			6	Frontage Road	Southbound exit only
				7A	SH 3 north / SH 146 north – Texas City, La Marque	Northbound exit and southbound entrance
				7B	SH 6 west – Bayou Vista, Hitchcock	Northbound exit and southbound entrance
				7C	Frontage Road	Northbound exit and southbound entrance
				7	SH 6 / SH 146 – Texas City	Southbound exit and northbound entrance
	La Marque			8	Frontage Road	Northbound exit and southbound entrance
				9	Frontage Road	Southbound exit and northbound entrance
				10	FM 519 (Main Street)
				11	Vauthier Road
	Texas City			12	FM 1765 (Texas Avenue) – La Marque, Texas City
				13	Century Boulevard, Delany Road
				15	FM 1764 / FM 2004 (Mall of the Mainland Parkway) – Hitchcock
				16	FM 1764 east (Emmett F. Lowry Expressway) – Texas City	Southbound exit and northbound entrance
				17	Holland Road, Hughes Road
	Dickinson			19	FM 517 / Hughes Road – Dickinson, Alvin
	League City			20	FM 646 (16th Street) – Santa Fe
				22	SH 96 / League City Parkway
				23	FM 518 (W Main Street) – League City
Harris	Webster			24	NASA 1 (NASA Bypass) – Johnson Space Center	Southbound exit and northbound entrance
				25	FM 528 / NASA 1 – Alvin, Johnson Space Center
				26	Bay Area Boulevard – University of Houston–Clear Lake
				27	El Dorado Boulevard
	Houston			29	FM 2351 (Clear Lake City Boulevard) – Friendswood
				30	FM 1959 (Dixie Farm Road) – Ellington Field
				31	Beltway 8 (Frontage Road) / FM 2553 (Scarsdale Boulevard)	Northbound exit and southbound entrance
				32	Sam Houston Tollway
				33	Beltway 8 (Frontage Road) / Fuqua Street	Southbound exit and northbound entrance
				34	Almeda–Genoa Road, South Shaver Road
				35	Clearwood Drive, Edgebrook Drive
				36	Airport Boulevard, College Avenue
				38	SH 3 (Monroe Road) / Bellfort Avenue
				38B	Howard Drive, Bellfort Avenue	Southbound exit and northbound entrance
				39	Park Place Boulevard, Broadway Boulevard
				40A	Frontage Road	Northbound exit only
				40B	I-610 east (South Loop Freeway) to SH 225 – Pasadena	Northbound exit and southbound entrance
				40B	I-610 (South Loop Freeway) / SH 35 south to SH 225 – Pearland, Alvin, Pasadena	Southbound exit and northbound entrance
				40C	I-610 west (South Loop Freeway)	Northbound exit and southbound entrance
				41A	Woodridge Drive
				41B	Griggs Road, Broad Street
				42	US 90 Alt. (South Wayside Drive)	Northbound exit is via exit 41B
				43A	Telephone Road
				43B	Tellepsen Street	Northbound exit and southbound entrance
				44A	Elgin Street, Lockwood Drive, Cullen Boulevard – University of Houston	Northbound exit and southbound entrance
				44B	Spur 5 south – University of Houston	Southbound exit and northbound entrance
				44C	Cullen Boulevard – University of Houston	Southbound exit and northbound entrance
				45	Scott Street, Pease Street – Downtown Houston
				46	US 59 (Southwest Freeway, Eastex Freeway) / SH 288 south (South Freeway) – Cleveland, Lake Jackson, Freeport, Victoria	Signed as exits 46A (north) and 46B (south), future I-69
				47A	Allen Parkway
				47B	Houston Avenue, Memorial Drive	Northbound exit and southbound entrance
				47C	McKinney Street – Downtown Houston	Southbound exit and northbound entrance
				47D	Dallas Street, Pierce Street	Southbound exit and northbound entrance
				48	I-10 (East Freeway, Katy Freeway) / US 90 – Beaumont, San Antonio	Signed as exits 48A (east) and 48B (west)
				49A	Quitman Street	Southbound exit and northbound entrance
				49B	North Main Street, Houston Avenue
				50A	Patton Street	Southbound exit is via exit 50
				50B	Cavalcade Street, Link Road	Signed as exit 50 southbound
				51	I-610 (North Loop Freeway)
					Frontage Road	Southbound exit only
				52B	Crosstimbers Road
				53	Airline Drive
				54	Tidwell Road
				55A	Parker Road, Yale Street
				55B	Little York Road	Northbound exit and southbound entrance
				56A	Canino Road	Northbound exit and southbound entrance
				56B	Spur 261 (North Shepherd Drive) / Little York Road	Southbound exit and northbound entrance
				57A	Gulf Bank Road
				57B	SH 249 (West Mount Houston Road) – Tomball
				59	West Road
				60A	FM 525 (Aldine Bender Road) / Fallbrook Road
				60B	Beltway 8 (Frontage Road)	Southbound exit is via exit 60A
				60B	Beltway 8 east / Sam Houston Tollway west – Bush Intercontinental Airport	Signed as exits 60C (west) and 60D (east) northbound
				61	Greens Road
				62	Kuykendahl Road, Rankin Road, Ryan Drive
				63	Airtex Drive
				64	Richey Road
				66A	FM 1960 (Cypress Creek Parkway) – Addicks, Humble	Signed as exit 66 southbound
				66B	Hollow Tree Street, Parramatta Lane	Northbound exit and southbound entrance
				68	Cypresswood Drive, Holzwarth Road, Louetta Road
				70A	FM 2920 – Tomball
				70B	Spring Stuebner Road
				72B	Hardy Toll Road south	Signed as exit 72 northbound (northbound exit closed until summer 2015)
				72A	Spring Crossing Drive	Southbound exit and northbound entrance
Montgomery				73	Rayford Road, Sawdust Road
	The Woodlands			76	Robinson Road, Woodlands Parkway	Signed as exits 76A (Robinson Road), and 76B (Woodlands Parkway), The Woodlands Mall, and Cynthia Woods Mitchell Pavilion, northbound
				77	Lake Woodlands Drive, Research Forest Drive, Tamina Road
				79	SH 242 (College Park Drive, Needham Road) – Lone Star College–Montgomery, Lone Star College–University Center
	Conroe			81	FM 1488 – Magnolia, Hempstead
				82	River Plantation Drive	Northbound exit only
				83	Crighton Road, Camp Strake Road	Southbound exit to River Plantation Drive
				84	SH 75 north (Frazier Street) / Loop 336	Signed as exit 84B northbound
				85	FM 2854 / Gladstell Street
				87A	SH 105 / FM 2854 – Conroe, Lake Conroe
				87B	Wilson Road
				88	Loop 336 – Navasota, Cleveland
				89	FM 3083 (Teas Nursery Road)
				90	League Line Road
				92	FM 830 (Seven Coves Drive)
	Willis			94	FM 1097 (W Montgomery Street) – Willis, Lake Conroe
				95	Longstreet Road	Northbound exit and southbound entrance
				96	Calvary Road
				98	SH 75 / Shepard Hill Road, Danville Road
Walker				102	SH 150 / FM 1374 / FM 1375 – New Waverly	Signed as exit 103 southbound
				109	PR 40 – Huntsville State Park
	Huntsville			112	SH 75 – Sam Houston State University	Northbound alternate to downtown Huntsville
				113	SH 19 – Riverside, Crockett, Grapeland	Northbound exit and southbound entrance
				114	FM 1374 (Montgomery Road) – Sam Houston State University
				115	Avenue S	Exit for new shopping plaza
				116	US 190 east (11th Street) / SH 30 – Huntsville, College Station, Livingston, Lake Livingston	South end of US 190 overlap
				117	Crosstimbers Drive and Eastham Lane	New exit
				118	SH 75 / FM 1791 – Sam Houston State University, Huntsville, Huntsville Regional Airport
				123	FM 1696
				132	FM 2989
Madison				136	Spur 67
	Madisonville			142	US 190 west (E Main Street) / SH 21 – Bryan, Crockett	North end of US 190 overlap
				146	SH 75 – Madisonville
				152	SH OSR – Normangee
Leon				156	FM 977 – Leona
	Centerville			164	SH 7 (St Marys Street) – Centerville
	Buffalo			178	US 79 – Buffalo, Palestine, Jacksonville
				180	SH 164 – Groesbeck
Freestone				189	SH 179 – Teague
	Fairfield			197	US 84 – Fairfield, Teague
				198	FM 27 – Fairfield, Wortham
				206	FM 833
				211	FM 80 – Streetman, Kirvin	No northbound exit
Navarro				213	SH 75 / FM 246 – Streetman, Wortham	Former US 75
				218	FM 1394 – Richland	Northbound exit and southbound entrance
				219A	SH 14 – Richland, Mexia	No northbound exit
				219B	Frontage Road	Southbound exit and northbound entrance
				220	Frontage Road
				221	Frontage Road
				225	FM 739 – Angus, Mustang
	Corsicana			228A	15th Street	Southbound exit is via exit 228B
				228B	I-45 Bus. north / Frontage Road – Corsicana
				229	US 287 south – Palestine	South end of US 287 overlap
				231	SH 31 (Martin Luther King Jr. Boulevard) – Waco, Athens
				232	Roane Road, East 5th Avenue
				235B	I-45 Bus. south – Corsicana	Southbound exit and northbound entrance
				235A	Frontage Road	Signed as exit 235 northbound
				237	Frontage Road
				238	FM 1603
				239	FM 1126
	Rice			242	Calhoun Street – Rice
				243	Frontage Road
Ellis				244	FM 1182
	Alma			246	FM 1183 – Alma
				247	US 287 north – Waxahachie, Fort Worth	North end of US 287 overlap
	Ennis			249	I-45 Bus. north / FM 85 – Ennis
				251A	FM 1181 (Creechville Road)
				251B	SH 34 (E Ennis Avenue) – Kaufman, Italy
				253	I-45 Bus. south – Ennis
				255	FM 879 – Garrett
	Palmer			258	I-45 Bus. north / Parker Hill Road – Palmer
				259	FM 813 (Jefferson Street)
				260	I-45 Bus. south / Frontage Road – Palmer
				262	Frontage Road
				263A	Loop 561 – Trumbull
				263B	Frontage Road	Northbound exit and southbound entrance
				264	Frontage Road	Southbound exit and northbound entrance
				265	I-45 Bus. north	Northbound exit and southbound entrance
	Ferris			266	FM 660 (5th Street)
				267	Frontage Road
Dallas				268	I-45 Bus. south / Malloy Bridge Road
				269	Mars Road
	Wilmer			270	Belt Line Road
				271	Pleasant Run Road
	Hutchins			272	Fulghum Road
				273	Wintergreen Road
				274	Dowdy Ferry Road, Palestine Street
	Dallas			275	SH 310 north (S Central Expressway)	Northbound exit and southbound entrance
				276	I-20 (Lyndon B. Johnson Freeway) – Fort Worth, Shreveport	Signed as exits 276A (west) and 276B (east)
				277	Simpson Stuart Road
				279	Loop 12	Signed as exits 279A (east) and 279B (west) northbound
				280	Illinois Avenue, Linfield Street
				281	Overton Road	Southbound exit and northbound entrance
				283A	Lamar Street
				283B	Pennsylvania Avenue, Martin Luther King, Jr. Boulevard	Northbound exit and southbound entrance
				283B	US 175 east (C.F. Hawn Freeway) / Martin Luther King, Jr. Boulevard – Kaufman	Southbound exit and northbound entrance
				284A	I-30 (East R. L. Thornton Freeway)
				—	I-345	Northbound exit and southbound entrance
1.000 mi = 1.609 km; 1.000 km = 0.621 mi       Concurrency terminus       Incomplete access

See also

• Interstate 345
• Texas State Highway 3
• Texas State Highway 75
• U.S. Route 75
• U.S. Route 175

References

External links

Wikimedia Commons has media related to Interstate 45.

• Interstate Guide: I-45
• I-45 info/history page—from dfwfreeways.info
• METRO - Gulf Freeway HOV system & map

v t e Main Interstate Highways Signed 2 4 5 8 10 12 15 16 17 19 20 22 24 25 26 27 29 30 35 37 39 40 43 44 45 49 55 57 59 64 65 66 68 69 70 71 72 73 74 75 76 (W) 76 (E) 77 78 79 80 81 82 83 84 (W) 84 (E) 85 86 (W) 86 (E) 87 88 (W) 88 (E) 89 90 91 93 94 95 96 97 99 H-1 H-2 H-3 Unsigned A-1 A-2 A-3 A-4 PRI-1 PRI-2 PRI-3 Lists Primary Main Intrastate Suffixed Temporary Future Gaps Auxiliary Main Future Unsigned Other Standards Business Bypassed Tolled Major Interstates highlighted