{"id":8519,"date":"2017-04-20T10:00:55","date_gmt":"2017-04-20T15:00:55","guid":{"rendered":"http:\/\/iowahighwayends.net\/blog\/?p=8519"},"modified":"2017-04-15T18:13:28","modified_gmt":"2017-04-15T23:13:28","slug":"the-1981-map-and-the-tail-end-of-the-great-decommissioning","status":"publish","type":"post","link":"http:\/\/iowahighwayends.net\/blog\/2017\/04\/the-1981-map-and-the-tail-end-of-the-great-decommissioning\/","title":{"rendered":"The 1981 map and the tail end of the Great Decommissioning"},"content":{"rendered":"

\"1981mapdisclaimer\"
\nThe disclaimer on the 1981 Iowa highway map.<\/em><\/p>\n

From the start, I have limited the reach of Iowa Highway Ends to those state highways on the 1981 map and later. (For the US routes, since there are far fewer, any once-existing state line is fair game.) I set that because the Great Decommissioning of 1980 was a watershed in both the scope and purpose of the Iowa highway system. Also, finding the precise in-town endpoint of a highway that hasn’t been signed for decades can be difficult because it could change over the years. Spurs would have a few blocks added or subtracted in an effort to be more consistent in where in the business district they ended, or in relation to a construction project.<\/p>\n

There are multiple dates involved in the creation or turnover of a highway, and there can be months in between:<\/p>\n