Interstate 40 in Tennessee

Interstate 40
Wikimedia | © OpenStreetMap I-40 highlighted in red
Route information
Maintained by TDOT
Length	454.81 mi (731.95 km)
Existed	1958–present
Major junctions
West end	I-40 at Arkansas state line
	I-240 / Sam Cooper Boulevard in Memphis I-840 near Burns I-440 in Nashville I-65 in Nashville I-24 in Nashville I-840 in Lebanon I-140 in Knoxville I-75 / I-640 in Knoxville I-275 in Knoxville I-81 in Dandridge
East end	I-40 at North Carolina state line
Location
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 Highway System Main Auxiliary Suffixed Business Future Tennessee State Routes Interstate US State ← SR 39 → SR 40

Interstate 40 (I-40) is part of the Interstate Highway System that spans 2,559.25 miles (4,118.71 km) from Barstow, California to Wilmington, North Carolina. In the U.S. state of Tennessee, I-40 traverses the entirety of the state from west to east, running from the Mississippi River at the Arkansas border to the northern base of the Great Smoky Mountains at the North Carolina border. At a length of 454.81 miles (731.95 km), the Tennessee segment of I-40 is the longest of any state on the route, and the longest interstate highway in Tennessee. I-40 parallels the older U.S. Route 70 (US 70) corridor for its entire length in Tennessee.

Sometimes known as "Tennessee's Main Street", I-40 passes through Tennessee's three largest cities—Memphis, Nashville, and Knoxville—and 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, Appalachian Valley and Ridge Province, and Blue Ridge Province in East Tennessee. It has interchanges and concurrencies with every other mainline interstate highway in the state except for I-55 and I-26 and has five auxiliary routes in the state.

The I-40 corridor between Memphis and Nashville is culturally significant in that it passes through a region that was instrumental in the development of American popular music, and is known as "Music Highway". In Memphis, I-40 is also nationally significant due to a 1971 U.S. Supreme Court case that established the modern process of judicial review of infrastructural projects. Community opposition to the original proposed routing of I-40 led to a more than two decades-long legal battle that culminated in this case and the state abandoning the original routing in favor of relocating the route onto a section of what was originally part of I-240.

Route description[]

West Tennessee[]

Memphis[]

The Hernando de Soto Bridge carries I-40 across the Mississippi River into Memphis

I-40 enters Tennessee via the six lane Hernando de Soto Bridge, which spans the Mississippi River at river mile 736. Immediately within the city of Memphis, the interstate passes across the southern half of Mud Island before crossing the Wolf River Harbor into downtown Memphis. Throughout Memphis, the highway contains a minimum of six through lanes, except through major interchanges. Upon reaching Memphis, I-40 immediately has an interchange with U.S. Route 51 (US 51), and one mile (1.6 km) from the state line is an interchange with the western terminus of I-240, where I-40 abruptly turns north, following a route formerly designated as part of I-240. About one mile later, I-40 has an interchange with State Route 14 (SR 14, Jackson Avenue), and about two miles (3.2 km) beyond this point, the highway crosses the Wolf River and has an interchange with the eastern terminus of SR 300, a controlled-access connector to US 51. At this interchange, the Interstate turns due east.

Passing first near the neighborhoods of Frayser and Raleigh, about five miles (8.0 km) later, I-40 crosses the Wolf River for a second time as the highway turns southeast, and has an interchange with SR 14 again. Two miles later is an interchange with SR 204 (Covington Pike), and two miles (3.2 km) beyond this point, I-40 comes to a complicated interchange with US 64/US 70/US 79, I-240 southbound and Sam Cooper Boulevard eastbound, and turns northeast, leaving Memphis, and crossing the Wolf River for a third and final time about 1⁄2 mile (0.80 km) later. For the next several miles the highway is known as the Isaac Hayes Memorial Highway and is eight lanes, the left lanes functioning as HOV lanes during rush hour. This segment passes through several major suburbs of Memphis, including Bartlett, Cordova, and Lakeland. At exit 18, which is US 64, the highway narrows to six lanes, and to four lanes a short distance beyond. Several miles later, near Arlington, at exit 24, is a cloverleaf interchange with I-269/SR 385.

Gulf coastal plain[]

I-40 at the U.S. 45 Bypass interchange in Jackson

About one mile (1.6 km) east of Arlington, I-40 enters Fayette County, and about another mile later crosses the Loosahatchie River and leaves the Memphis area, traversing through the Gulf Coastal Plain. This stretch is very flat and straight, passing through mostly farmland with some rural woodlands, and bypasses most cities and communities. At exit 35 is an interchange with SR 59, which connects to Covington and Somerville. About eight miles (13 km) later, I-40 enters Haywood County, and about 10 miles (16 km) later, the highway turns north and enters the Hatchie National Wildlife Refuge and crosses the Hatchie River. Upon exiting the refuge about four miles (6.4 km) later, I-40 turns east and passes just southeast of Brownsville, where it has an interchange first with SR 76, which also connects to Somerville. Eight miles (13 km) later is an interchange with US 70, and two miles (3.2 km) later, I-40 enters Madison County.

Entering Jackson, at mile marker 78, I-40 crosses the South Fork of the Forked Deer River. Passing through the northern half of Jackson, the interstate temporarily widens to six lanes and has a total of six exits. First, at mile 79, is an interchange with US 412, which connects to Alamo and Dyersburg, then about one mile (1.6 km) later an interchange with the US 45 Bypass. About 1+1⁄2 miles (2.4 km) later is an interchange with US 45, which also connects to Humboldt and Milan, and about five miles (8.0 km) later is an interchange with US 70, which also connects to Huntingdon. I-40 leaves Jackson beyond this point.

From this point, I-40 continues east northeast through a sparsely populated area of farmland and woodlands, and about seven miles (11 km) later enters Henderson County. About 15 miles (24 km) later, near the community of Parkers Crossroads, I-40 has an interchange with SR 22, a major north-south connector route in west Tennessee, which, at this interchange, is signed as a connector to Lexington and Huntington. A few miles later, I-40 crosses the Big Sandy River before proceeding through the northern half of the Natchez Trace State Park. Over the next several miles, the highway transitions multiple times between Henderson and Carroll Counties, before entering Decatur County around milepost 120. About six miles (9.7 km) later is an interchange with US 641/SR 69, another major north-south corridor, which at this point connects to Camden and Decaturville. I-40 then enters Benton County, and about six miles (9.7 km) later, the highway descends about 400 feet (120 m) on a steep grade over the course of one mile (1.6 km), the westbound lanes gaining a truck climbing lane, before crossing the Tennessee River into Middle Tennessee on the 1⁄2 mile (0.80 km) Jimmy Mann Evans Memorial Bridge. This section of the river is also part of Kentucky Lake, and this crossing is located within the Tennessee National Wildlife Refuge.

Middle Tennessee[]

Western Highland Rim[]

Upon crossing the Tennessee River into Humphreys County, I-40 traverses through vast woodlands in the rugged hills of the Western Highland Rim for a considerable distance. This section is characterized by several noticeable upgrades and downgrades, with mostly minor curves. About eight miles (13 km) beyond the Tennessee River is an interchange with SR 13, which connects to Linden and Waverly. About five miles (8.0 km) later, I-40 crosses into Hickman County and has an interchange with SR 50, which connects to Centerville. I-40 then crosses the Duck River, traveling through mostly wooded areas characterized by further rugged terrain, and at mile 163 is an interchange with SR 48, which provides access to Centerville and Dickson. I-40 then enters Dickson County, and shortly beyond this point crosses the Piney River.

About six miles (9.7 km) beyond this point is an interchange with SR 46, the primary exit for Dickson, which also connects to Centerville and Columbia. Four miles (6.4 km) later I-40 has an interchange with the western terminus of Interstate 840 (I-840), the outer southern beltway around Nashville. The highway continues through mostly woodlands and rugged terrain, and crossing into Williamson County, ascends steeply over a short distance, gaining a truck climbing lane on the eastbound side. Along this ascent, about six miles (9.7 km) beyond I-840, is an interchange with SR 96, which connects to the Nashville suburbs of Fairview and Franklin. Approaching the urban parts of the Nashville metropolitan area, I-40 enters Cheatham County a few miles later, and descends into the Nashville Basin over a period of about two miles (3.2 km). A short distance later, I-40 has an interchange with SR 248 in Kingston Springs. I-40 then crosses the Harpeth River twice over a distance of about one mile (1.6 km).

Nashville[]

Destination sign for exit 209/209A/209B in Nashville

Around milepost 191, I-40 enters Davidson County, and a few miles later crosses the Harpeth River for a third time. About one mile (1.6 km) later, near Bellevue, I-40 widens to six lanes, entering the urban outskirts of Nashville, and has an interchange with US 70S. Three miles (4.8 km) later is an exit with SR 251 (Old Hickory Boulevard), and two miles (3.2 km) later is an interchange with US 70 (Charlotte Avenue). I-40 then widens to eight lanes, and three miles (4.8 km) has an interchange with SR 155 (Briley Pkwy, White Bridge Road), which includes the western terminus of the northern controlled-access beltway around Nashville. About two miles (3.2 km) later is the western terminus of I-440, the southern loop around central Nashville.

Two miles (3.2 km) later, I-40 enters downtown Nashville, and begins a brief concurrency with I-65, turning southeast. As part of the route around downtown Nashville known locally as the Downtown Loop, the two concurrent routes have interchanges with US 70 (Charlotte Avenue) and US 70S/US 431 (Broadway), as well as two surface streets, Church Street and Demonbreun Street. About two miles (3.2 km) later the two concurrent routes turn east northeast, and I-65 splits off and heads south. Briefly independent for about one mile (1.6 km), I-40 crosses a long viaduct, and has an interchange with US 31A/US 41A (4th Avenue, 2nd Avenue), before beginning a brief concurrency with I-24 and turning southeast. About two miles (3.2 km) later, I-24 splits off to the southeast, and I-40 turns east. The eastern terminus of I-440 is also directly accessible from the eastbound lanes of I-40 at this interchange, and US 41, which crosses I-24 before this interchange, is also directly accessible from I-40 at this interchange.

I-40 near Mount Juliet, east of Nashville

About 1+1⁄2 miles (2.4 km) later, I-40 has an interchange with SR 155 (Briley Parkway) near the Nashville International Airport, and about one mile (1.6 km) later, the eastbound lanes have a partial-y exit to a connector road to the airport; only the westbound lanes of I-40 are accessible from this interchange. Less than one-half mile (0.80 km) later is an exit to SR 255 (Donelson Pike), and beginning here, the left lanes of I-40 function as HOV lanes during rush hour. Passing near J. Percy Priest Dam, I-40 has an interchange with Stewarts Ferry Pike, then crosses the Stones River, and has an interchange with SR 45 (Old Hickory Boulevard). About three miles (4.8 km) later, I-40 enters Wilson County, and few miles later has an interchange with SR 171 in the Nashville suburb of Mount Juliet. six miles (9.7 km) later is an interchange with SR 109, which provides access to Gallatin to the north. About three miles (4.8 km) later and about 25 miles (40 km) east of Nashville, the route narrows back to four lanes and has an interchange with the eastern terminus of I-840 a few miles east of Lebanon. I-40 then enters Lebanon and has interchanges with US 231 and US 70.

Eastern Nashville Basin, Eastern Highland Rim, and Cumberland Plateau[]

For the next roughly 50 miles (80 km), I-40 continues across mostly open farmland, passing near multiple small communities. About 10 miles (16 km) east of Lebanon, I-40 enters Smith County and begins a steep ascent where the eastbound lanes gain a truck climbing lane. This lane terminates about 2+1⁄2 miles (4.0 km) later, and about 5+1⁄2 miles (8.9 km) beyond this point is an interchange with SR 53 in Gordonsville, connecting to Carthage. Between mileposts 263 and 266, I-40 crosses the meandering Caney Fork River five times before crossing into Putnam County. At milepost 268, I-40 has an interchange once again with SR 96 in Buffalo Valley, and begins its ascent out of the Nashville Basin onto the Eastern Highland Rim. This grade is moderately steep, and is protracted over a distance of about four miles (6.4 km). Near the top of this ascent, I-40 reaches an elevation of 1,000 feet (300 m) for the first time in Tennessee near Silver Point. Upon reaching the top of the rim, the interstate begins traversing relatively flat terrain and has an interchange with SR 56 southbound at the eastern terminus of SR 141 in Silver Point, which connects to Smithville and McMinnville.

Beginning a concurrency with SR 56 at this point, the latter route splits off seven miles (11 km) later in Baxter, heading north towards Gainesboro. Reaching Cookeville about five miles (8.0 km) later, I-40 has a total of five interchanges, including one with SR 111, a major north-south connector to Chattanooga, and another with US 70N. Beginning a few miles beyond this point, I-40 begins a steep uphill ascent onto the Cumberland Plateau, protracted over a distance of about five miles (8.0 km), reaching an elevation of nearly 2,000 feet (610 m). Through this section, the speed limit reduces to 65 mph, and 55 mph for trucks on the westbound descent. I-40 then continues through a wooded area for a short distance before reaching Monterey a few miles later. In Monterey, I-40 has two interchanges with US 70N, the first of which carries a concurrency with SR 84. A short distance later, I-40 reaches an elevation of 2,000 feet (610 m) for the first time in Tennessee, just before crossing into Cumberland County and East Tennessee.

East Tennessee[]

Cumberland Plateau and Tennessee Valley[]

I-40 descending Walden Ridge, miles 341–346

After ascending further up into the Cumberland Plateau, I-40 remains relatively flat and straight as it continues east through a mix of wooded areas and farmland. At mile marker 308, I-40 crosses the Tennessee Divide, where the Cumberland and Tennessee River watersheds meet. The divide is marked in the eastbound lanes with a sign reading "Entering Emory River watershed." In the westbound counterparts is a sign noting the beginning of the Caney Fork watershed. About 10 miles (16 km) later, I-40 reaches Crossville, and has three interchanges, including one with US 127, which also connects to Jamestown. 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.

A short distance beyond this point, I-40 has an interchange with a connector road to US 70 near the town of Crab Orchard. A short distance later, the interstate enters Crab Orchard Gap and proceeds through a narrow valley at the base of the Cumberalnd Mountains once prone to rockslides. This section is characterized by several relatively sharp curves where motorists are advised to slow down. Beyond this point, the Interstate descends into a short depression, and then ascends upwards, with the eastbound lanes utilizing a truck climbing lane. A short distance later, the truck lanes terminates, and I-40 crosses into Roane County, also entering Eastern Time Zone at this point. Shortly thereafter I-40 curves to the northeast, and begins its descent of the Cumberland Plateau into the Tennessee Valley, the speed limit dropping to 60 mph in the eastbound lanes. I-40 hugs the slopes of the plateau's Walden Ridge escarpment for several miles, containing what some describe as dramatic views of the Tennessee Valley below to the south, before reaching the base of the plateau at mile 347 and shifting eastward between Harriman and Rockwood, and containing an interchange with US 27.

Entering the Ridge-and-Valley province of the Appalachians, of which the Tennessee Valley is a part, I-40 then crosses a series of paralleling ridges and valleys characteristic of the region's topography. About four miles (6.4 km) later is an interchange with SR 29, and about one mile (1.6 km) later, the road crosses the Clinch River, with the Kingston Fossil Plant and its 1,000-foot (300 m) twin smokestacks dominating the view to the north. About one mile (1.6 km) later is an interchange with SR 58 southbound in Kingston, and at this point, I-40 begins a brief concurrency with SR 58. After ascending a short and relatively steep ridge out of the Clinch River Valley, SR 58 splits off to the north about four miles (6.4 km) later, heading towards Oak Ridge. Continuing through the relatively rugged terrain of the Great Appalachian Valley and traversing additional ridges, I-40 enters Loudon County about seven miles (11 km) later and has an interchange with US 321/SR 95 near Lenoir City, before reaching I-75 about four miles (6.4 km) later.

Knoxville[]

I-40 concurrent with I-75 in Knoxville

At exit 368, about 20 miles (32 km) west southwest of downtown Knoxville, I-40 merges with I-75, which continues to the southwest to Chattanooga. The two routes turn east northeast, carrying six through lanes, and cross into Knox County a short distance later. Throughout this concurrency, exits are numbered according to I-40's mileage. The two interstates pass through several of the western suburbs of Knoxville, including Farragut, and have interchanges with multiple surface streets. At exit 374 (SR 131/Lovell Road), the highway widens to eight lanes and at the next exit, about 1+1⁄4 miles (2.0 km) later, is an interchange with the Pellissippi Parkway (SR 162 westbound, I-140 eastbound), which connects to Oak Ridge and Maryville, respectively.

Continuing through West Knoxville, the two routes have interchanges with additional surface streets, before reaching an interchange with a connector to US 11/US 70 four miles (6.4 km) later near the West Hills neighborhood. two miles (3.2 km) later is an interchange with SR 332 (Northshore Drive), and the separate Papermill Drive and Weisgarber Road. This segment of I-40 and I-75 is the most heavily traveled section of highway in Tennessee, with an annual average daily traffic (AADT) volume of more than 210,000 vehicles. two miles (3.2 km) later is an interchange with the western terminus of I-640, a beltway which passes northwest of downtown Knoxville. Also at this exit, I-75 splits off from I-40 onto a concurrency with I-640, splitting off a few miles later and heading towards Lexington, Kentucky. The route then enters downtown Knoxville, containing a minimum of six through lanes, as well as several short segments of auxiliary lanes between exits.

Passing near the main campus of the University of Tennessee, as well as several residential neighborhoods, about 1+1⁄2 miles (2.4 km) past I-640 is an interchange with the northern terminus of US 129 (Alcoa Highway), which is a controlled-access highway that provides access to McGhee Tyson Airport and the Great Smoky Mountains National Park. Just under one mile (1.6 km) later is an interchange with SR 62 (Western Avenue), and a mile beyond this point is a three-level interchange, known locally as "Malfunction Junction," with the southern terminus of I-275.^[1] About 1⁄4 mile (0.40 km) later, the eastbound lanes of I-40 have an interchange with US 441 southbound (Henley Street). I-40 then crosses a long viaduct over a railyard, before reaching a directional T interchange 1⁄2 mile (0.80 km) later with SR 158 (James White Parkway) westbound, a controlled-access highway that provides access to downtown Knoxville to the south.

I-40 then curves due north, and about 1⁄2 mile (0.80 km) later, due east again before coming to an interchange with a connector to US 441. I-40 then has an interchange with a surface street before reaching a parclo interchange with US 11W (Rutledge Pike) about three miles (4.8 km) later. The highway then enters a predominantly residential area, passing next to the Knoxville Zoo, before coming to an interchange with the eastern terminus of I-640 and leaving Knoxville less than one mile (1.6 km) later. Also at this interchange, I-40 begins a brief (unsigned) concurrency with US 25W, which splits off a little over one mile (1.6 km) later at an interchange with US 11E/US 70 (Asheville Highway). Leaving Knoxville, I-40 crosses the Holston River about two miles (3.2 km) later.^[2]

Smoky Mountains and Pigeon River gorge[]

I-40 near mile 441, with Mount Cammerer rising in the distance

Continuing east as a six-lane highway, I-40 travels through a semi-rural residential area before crossing into Sevier County. A few miles later, at exit 407, near Sevierville, I-40 has an interchange with SR 66 and the northern terminus of the Great Smoky Mountains Parkway, beginning 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, as a result, is reportedly one of the busiest and most congested non-interstate exits in the state. A few miles later, I-40 crosses into Jefferson County, and about 5 miles (8.0 km) later is an interchange with US 25W/US 70 in Dandridge. SR 66 also splits off at this interchange, but there is no signage for this. two miles (3.2 km) later is an interchange with SR 92, also in Dandridge. Four miles later, at exit 421 is the interchange with the southern terminus of I-81, which runs into northeast Tennessee to the so called "Tri-Cities" of Bristol, Kingsport, and Johnson City. At this interchange, I-40 reduces back to four lanes and turns southeast.

About 3+1⁄2 miles (5.6 km) later, I-40 crosses the Douglas Dam impoundment of the French Broad River, and then into Cocke County about five miles (8.0 km) later. A short distance later is an interchange with US 411/US 70/US 25W near Newport. Traveling along the northern base of English Mountain for a few miles, I-40 has an interchange with US 321 three miles (4.8 km) later. About five miles (8.0 km) later the road has an interchange with SR 73 near Cosby, and turns south through the gap between English Mountain and Stone Mountain, revealing a dramatic view of the 4,928-foot (1,502 m) Mount Cammerer at the northeastern end of the Great Smoky Mountains. At this point, I-40 enters the Cherokee National Forest and proceeds into the Pigeon River Gorge through the Blue Ridge Mountains, closely following the north bank of the river. This section is extremely curvy and the speed limit reduces to 55 mph due to its susceptibility to accidents. This stretch is also prone to rockslides, and contains mesh nets along some of the cliff slopes as preventive measures. A few miles later I-40 crosses the Pigeon River and has an interchange with the Foothills Parkway, before crossing the Pigeon River again about 1+1⁄2 miles (2.4 km) later and curving sharply to the east. About two miles (3.2 km) later, the route curves to the south again near the unincorporated community of Hartford before entering North Carolina about four miles (6.4 km) later.

Music Highway[]

Music highway sign at an I-40 rest area in Benton County honoring country singers Loretta Lynn and Hank Williams

The name Music Highway refers to the section of I-40 between Memphis and Nashville. I-40 was designated as such by an act of the Tennessee Legislature in 1997 "from the eastern boundary of Davidson County to the Mississippi River in Shelby County," a distance of about 222 miles (357 km). I-40 is designated as such because of the significant roles that Memphis, Nashville, and 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." Nashville is known as "Music City USA" 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 music notes are erected in both directions along I-40, especially at the borders of Shelby and Davidson counties. In addition, the rest areas along this stretch are each named for musicians or bands associated with areas along this stretch of I-40.^[3]

History[]

Predecessor highways[]

Prior to the settlement of Tennessee by European Americans, a series of Native American trails existed within what is now the Interstate 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. In 1787, the North Carolina legislature, which at the time controlled what is now Tennessee, authorized the construction of a trail between the south end of Clinch Mountain in East Tennessee 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.^[4] On July 10, 1795, the territorial legislature 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, a veteran of the American Revolutionary War. It was constructed out of portions of Tollunteeskee's Trail, Avery's Trace, and the Emery Road, and passed through the cities of Kingston, Carthage, and Gallatin. It was constructed between 1799 and 1801 at a cost of $1,000.^[5]

In 1911 a series of Tennessee businessmen formed the Memphis to Bristol Highway Association in an effort to encourage the state to improve the network of roads that ran between Memphis and Bristol. After the formation of the Tennessee Department of Highways, the predecessor agency to the Tennessee Department of Transportation, in 1915, the agency designated these roads as the Memphis to Bristol Highway and State Route 1. When the United States Numbered Highway System was formed by Congress in 1926, the portion of this route between Memphis and Knoxville became part of US 70 and US 70S.^[6] This highway became part of the "Broadway of America" highway between California and New York in the late 1920s.^[7]

Construction and early history[]

A sign at a construction site for a segment of I-40 in Nashville in 1962 explaining the project^[8]

The Tennessee leg of Interstate 40 was part of the original 1,047.6 miles (1,685.9 km) of Interstate Highways authorized for Tennessee by the Federal Aid Highway Act of 1956.^[9] The first completed segment of I-40 in Tennessee was the approximately 1 mile (1.6 km) segment between Unaka Street and Gay Street in Knoxville, which was grandfathered into the interstate system.^[10] Known initially as the Magnolia Avenue Expressway and later renamed the Frank Regas Expressway, the first segment, between Unaka Street and Tulip Avenue, was completed on November 14, 1952,^[11] and the second segment, located between Tulip Avenue and Gay Street, was completed on December 10, 1955.^[12] This was the first freeway constructed in Tennessee, and contained a cloverleaf interchange, named for Grace Moore, which was later used as the interchange with I-75 (now I-275) and US 441.^[10]

The first initial segment of I-40 in Tennessee, located between Nonconnah Creek and Hindman Ferry Road in Memphis (originally I-240), was contracted on February 14, 1956, and on March 4, 1956, a design contract was awarded for the first section in Davidson County. Within a year contracts had been awarded for sections in Davidson, Knox, Roane, Haywood, Madison, Jefferson, and Cocke counties. By 1958, sections in Loudon, Smith, Putnam, Cumberland, Humphreys, Hickman, and Sevier counties had been contracted. In 1960 additional contracts were awarded for design and construction of segments in Wilson, Dickson, Williamson, Henderson, Benton, and Haywood counties.^[13]

On October 19, 1961, the bridge over the Clinch River near Kingston was dedicated and opened to traffic.^[14] The 21.5 miles (34.6 km) section between US 70 east of Brownsville and US 70 in Jackson, referred to at the time as the "Jackson Bypass," was dedicated and opened to traffic on December 1, 1961.^[15] On December 2, 1961 the approximately 31 miles (50 km) segment of I-40 between the Clinch River Bridge in Kingston and Papermill Drive in Knoxville was opened to traffic.^[16][17] The first section of I-40 in Middle Tennessee to be completed was the 14.5 miles (23.3 km) stretch between SR 96 in Williamson County and US 70S in Bellevue, opened on November 1, 1962.^[18][19] That same day the section between SR 113 near Dandridge and US 411/US 25W/ US 70 in Newport was opened.^[18] The short segment between US 70S in Bellevue and US 70 (Charlotte Pike) in west Nashville was opened on November 15, 1962.^[19]

The 16.5 miles (26.6 km) segment between SR 56 near Silver Point and US 70N in Cookeville was completed in December 1962.^[20] In early 1963, a short segment between Spence Lane and McGavock Pike in Nashville was opened.^[21] The 31 miles (50 km) segment between SR 59 near Braden and US 70 east of Brownsville was dedicated and opened to traffic on December 17, 1963.^[22] That same month the 15 miles (24 km) segment between SR 53 in Gordonsville and SR 56 near Silver Point was completed.^[20] On December 4, 1964, two separate sections, the approximately 3.7 miles (6.0 km) portion between US 27 in Harriman and the Clinch River Bridge in Kingston, and the 1.8 miles (2.9 km) section between Liberty Street and Unaka Street in downtown Knoxville were opened.^[23][24] On December 14, 1964, two separate sections; the 23 miles (37 km) section between I-240 in East Memphis and SR 59 in Braden and the 21 miles (34 km) section between US 70 in Jackson and SR 22 in Henderson County were dedicated and opened.^[25]

Work began on the approximately 1⁄2 mile (0.80 km) long bridge over the Tennessee River on November 29, 1962, and was completed on July 21, 1965.^[26] On August 26, 1965, the 19 miles (31 km) stretch between SR 45 (Old Hickory Boulevard) in eastern Nashville and US 70 in Lebanon was dedicated and opened to traffic.^[27] The 10.5 miles (16.9 km) segment between SR 13 in Humphreys County and SR 230 in Hickman County, including the bridge over the Duck River, was completed on November 24, 1965.^[26] In December 1965, three segments were completed. These were the 19 miles (31 km) stretch between US 70 in Lebanon and SR 53 in Gordonsville, the 8.4 miles (13.5 km) segment between the Tennessee River and SR 13 in Humphreys County, and the 3.3 miles (5.3 km) segment between US 411/US 25W/US 70 and US 321 in Cocke County.^[28] On July 24, 1966, I-40 was completed between Memphis and Nashville, with the dedication of the 64.3 miles (103.5 km) segment between SR 22 in Parkers Crossroads and SR 46 near Dickson.^[29] This was the first segment completed between two major cities in Tennessee.^[30]

In late 1966, the 8.8 miles (14.2 km) segment between US 25W/70 and SR 113 in Jefferson County was completed.^[31] On April 11, 1967 the final segment in Knoxville, approximately 4 miles (6.4 km) between Gay Street and US 11W (Rutledge Pike), was opened.^[32] The 16.2 miles (26.1 km) segment between US 70N in Monterey and US 127 in Crossville was opened to traffic on December 1, 1967.^[33] The 11.7 miles (18.8 km) long segment between US 127 in Crossville and US 70 in Crab Orchard was opened to traffic on September 12, 1968.^[34] On September 26, 1969, the 9.2 miles (14.8 km) section between US 70 in Crab Orchard and SR 299 near Westel Springs was opened to traffic.^[35] The section along the Pigeon River Gorge in Cocke County, as well as into North Carolina, was initially believed by many to be impossible to construct. Construction of this segment was one of the most difficult and laborious highway construction projects in the nation, requiring thousands of tons of earth and rock to be moved.^[36] It was also one of the most expensive highway construction projects per mile, at a cost of $19 million (equivalent to $109 million in 2019^[37]).^[38][39] Work began on this segment in 1961,^[39] and the entire segment, 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.^[40]

The short segment between 46th Avenue in West Nashville and the interchange with I-65 in North Nashville opened to traffic on March 15, 1971.^[41] Work on the final segment between Memphis and Knoxville, the 5.4 miles (8.7 km) segment between the interchange with I-65 in North Nashville and the split with I-24 southeast of downtown Nashville, began in May 1969 and was opened to traffic on March 3, 1972, completing the entirety of I-40 between Memphis and SR 299 near Rockwood.^[42] 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, 1968, and the bridge opened to traffic on August 2, 1973. The bridge was officially dedicated in a ceremony by both states on August 17, 1973.^[43][44]

The 9.2 miles (14.8 km) segment between SR 299 and US 27 near Harriman and Rockwood, including the descent up Walden Ridge, was opened to traffic on August 19, 1974 after years of delays due to geological difficulties, opening the entirety of the route between Memphis and Knoxville.^[45] Work started on this section in 1966, and was originally expected to be complete by late 1968.^[46] The final segment of the planned route of I-40 in Tennessee, the 21.5 miles (34.6 km) stretch located between US 11E/25W/70 (Asheville Highway) east of Knoxville and US 25W/70 in Dandridge, was dedicated and partially opened to traffic on December 20, 1974^[47] and fully opened on September 12, 1975.^[48] This segment was constructed with six lanes, making it one of the first rural six lane sections of interstate in the country,^[48][49] and was dedicated on the same day that the last sections of I-75 and I-81 in Tennessee were opened.^[50]

Controversies[]

1955 Yellow Book Map showing plans for interstates in Memphis. I-40 (center) was originally planned to pass through Overton Park, but was never built, due to citizen opposition.

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, the predecessor to the Federal Highway Administration, the following year.^[51] The park consists of a wooded refuge, as well as the Memphis Zoo, the Memphis Brooks Museum of Art, the Memphis College of Art, a 9-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 plans to route I-40 through Overton 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.^[52] 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.^[53]

The organization waged a 12-year legal battle to prevent highway construction in the park, culminating in the 1971 United States Supreme Court decision, Citizens to Preserve Overton Park v. Volpe. The Supreme Court remanded the case to the District Court for further review, and it ruled that the highway commission had not adequately explored alternative routes.^[54] For many years after this case, the state continued to explore options to route I-40 through Overton Park, including tunneling under the park or constructing the highway below grade.^[51] On January 26, 1981, the highway commission abandoned plans to route I-40 through Overton Park, and instead redesignated the northern portion of I-240 as I-40.^[52]

Several miles of a controlled-access road were actually built within the I-240 loop east of the park; this portion of highway still exists and is in regular use as Sam Cooper Boulevard, reaching the eastern end of Chickasaw Country Club and the Binghampton neighborhood, and then East Parkway. For over 20 years, I-40 signage existed on this segment.^[53] In addition, right of way was acquired west of the park, and many structures demolished to make way for the interstate. Most of these empty lots have since been built over.

In western Nashville, I-40 passes through the Jefferson Street neighborhood, a predominantly African American neighborhood, which contains three historically Black colleges and was a major location for the Nashville sit-ins during the Civil Rights Movement.^[55] This section was originally slated to pass near Vanderbilt University until the mid 1960s.^[56] When this section was still in the planning phase, many residents opposed the routing, believing that it would divide their community from the rest of the city and lead to economic decline of the neighborhood. Some also believed that the routing was an act of racial discrimination. In October 1967, several residents of Jefferson Street, organized as the I-40 Steering Committee, began legal action against the state in an effort to get them to reroute I-40. The Davidson County General Sessions Court ruled against the organization, arguing that there was no alternate route for the interstate and that the residents were exaggerating the effect of the damage that I-40 would have. The I-40 Steering Committee appealed the decision to the Sixth Circuit Court of Appeals, which ruled unanimously against the organization on January 29, 1968, but did agree that the methods the state used to notify residents about the project were unsatisfactory.^[57] The committee appealed the ruling to the U.S. Supreme Court, which refused to hear the case. The construction of I-40 through Jefferson Street ultimately resulted in many Black residents being displaced to the Bordeaux area in North Nashville, and led to an economic decline of the neighborhood that residents had predicted.^[58]

Later history[]

Since its initial completion, much of I-40 in Tennessee has been reconstructed or widened.

Memphis[]

The first HOV lanes in the Memphis area opened on September 15, 1997 on the 7.5 miles (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.^[59]

The cancellation 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. On the eastern interchange, this was accomplished in two separate projects.^[60] The first project, which began in January 2001 and was completed in June 2003, constructed a new two-lane flyover ramp from I-40 westbound to I-240 westbound, replacing a single-lane loop ramp, and widened I-240 south of the interchange.^[61] Also in this project, I-40 directly north of the interchange was reconstructed in preparation for the second project and the interchanges with Summer Avenue and White Station Road were modified.

The second project was initially slated to begin in January 2004,^[60] but was delayed until October 2013 due to funding and redesign.^[62] A two-lane flyover was constructed to carry I-40 eastbound traffic through the interchange, replacing a one-lane ramp with a slow design speed that had a high accident rate. The single-lane ramp carrying I-40 westbound traffic through the interchange was replaced with a two-lane flyover that connects to the flyover constructed in the first project, and the former ramp was rerouted to become the exit ramp for the Summer Avenue exit. Additional aspects of this project widened the ramp connecting I-240 eastbound to I-40 eastbound to three lanes, widened I-40 between the interchange and Covington Pike, which required the replacement of the Wolf River Bridge with a 14-lane bridge, widened I-240 to the north and south of the interchange, added through lanes to Sam Cooper Boulevard, and reconfigured the Covington Pike interchange.^[63] The project cost $109.3 million, which was at the time the highest bid project in TDOT history,^[62] and was completed on December 15, 2016.^[64]

The interchange with the western terminus of I-240 near Midtown Memphis was reconstructed between June 2003 and December 2006.^[65] This project included converting the interchange into a directional T interchange and 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.^[66] The nearby cloverleaf interchange with SR 14 (Jackson Avenue) was also converted into a parclo 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.^[67]

On May 11, 2021, inspectors discovered a crack on a tie girder of the Hernando De Soto Bridge, resulting in the bridge being closed to all traffic.^[68] 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.^[69][70] TDOT awarded an emergency repair contract for the bridge on May 17, 2021 that was conducted in two phases.^[71][72] In the first phase, which was completed on May 25, 2021, fabricated steel plates were attached to both sides of the fractured beam.^[73] The second phase consisted of the installation of additional steel plating and removal of part of the damaged beam.^[71] The eastbound lanes of the bridge reopened on July 31, 2021,^[74] and the westbound lanes reopened on August 2, 2021.^[75]

Nashville area[]

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 7 miles (11 km) section between Old Hickory Boulevard in East Nashville and SR 171 in Mt. Juliet from four and six to eight lanes.^[76] These were the second set of HOV lanes constructed in Tennessee.^[77] 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 to enforce the HOV lanes from the median.^[78]

A project to widen I-40 to eight lanes from east of SR 171 to east of SR 109 in Lebanon began in July 2012.^[79] Initially expected to be completed in December 2013, the project was delayed by more than six months due to inclement weather.^[80] This was followed by a project several miles east in Smith County, which widened the eastbound side to three lanes over a three-mile stretch and added more shoulder space. This was done to help relieve congestion caused by large trucks ascending a hill into the New Middleton community.^[81] A project to widen I-40 between SR 109 and I-840 in Lebanon began in April 2019, with an estimated completion date in August 2021.^[82]

Knoxville[]

In the late 1970s and early 1980s, multiple projects on I-40 in the Knoxville area were conducted as part of a larger $250 million (equivalent to $572 million in 2019^[37]) multi-phase improvement project on multiple roads in the area in preparation for the 1982 World's Fair.^[83] Beginning in late 1978, the segment between SR 332 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 three through lanes in each direction, added frontage roads, and reconstructed the cloverleaf interchange with I-75 into a stack interchange with flyover ramps.^[84] This project was completed on March 30, 1982.^[85] While this project was underway, the concurrent part of I-75 on this segment was rerouted around I-640, which was completed in December 1980, and the short segment of I-75 north of this segment became I-275.^[86] The concurrent segment with I-75 between the interchange near Lenoir City and Papermill Road was also widened to six lanes at the same time.

In 1981, TDOT proposed to widen I-40/75 between the Pellissippi Parkway and east of Papermill Road from six to eight lanes and reconstruct interchanges along this segment. Plans were publicly announced in May of that year, and the Federal Highway Administration (FHWA) approved an environmental impact statement for this project on October 9, 1986. This project required additional right-of-way to be acquired, and was later extended west to SR 131 and east to I-640, lengthening the distance from approximately 7 miles (11 km) to 10 miles (16 km).^[87] The first phase, which took place in two separate projects between August 1990 and August 1994, widened the section between east of the Pellissippi Parkway and east of Cedar Bluff Road, and reconstructed the interchange with Cedar Bluff Road.^[88][89] The second phase widened the section between east of Cedar Bluff Road and east of Gallaher View Road and extended Bridgewater and Gallaher View roads to the interstate. The interchange with Walker Springs Road was replaced with a new interchange providing access to all three roads with collector-distributor frontage roads in between. The next phase, completed in July 2003, improved the interchange with SR 131 and widened the section between this route and the Pellissippi Parkway.^[90] The final phase widened the section between Gallaher View Road and Papermill Road, and reconfigured the interchanges with the US 11/70 connector and Papermill Road. A new collector-distributor facility serving the westbound lanes was constructed along the Papermill interchange, and ramps providing direct access to Weisgarber Road were constructed.^[91] This project took place between January 2003 and November 2006.^[92][93]

In the latter 2000s, TDOT undertook a $203.7 million project called "SmartFix 40" on the segment between I-275 and Cherry Street. The first phase, which was largely divided into two sub-phases, took place between July 6, 2005 and September 21, 2007.^[94] It consisted of reconstructing and realigning the interchanges with SR 158, Hall of Fame Drive, and Cherry Street, and constructing collector-distributor ramps between these interchanges.^[95][96] 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.^[97] This section, which was four lanes between east of I-275 and James White Parkway and six lanes between James White Parkway and Cherry Street, was widened to six and eight lanes, plus additional auxiliary lanes. This substandard section had experienced severe congestion and was unusually accident-prone. In addition, left-hand entrance and exit ramps with the SR 158 interchange were eliminated.^[98] During this closure, through traffic was required to use I-640 or surface streets, and inbound and outbound ramps between I-40 and I-640 at both interchanges were temporarily widened to three lanes to facilitate the extra traffic.^[99] Both phases won an America's Transportation Award from AASHTO in 2008 and 2010, respectively.^[100][101]

Other developments[]

In the late 1990s, the 6 miles (9.7 km) section between US 25W/70 and I-81 in Jefferson County was widened from four to six lanes.

On January 18, 2008, the Federal Highway Administration (FHWA) authorized the states of Mississippi and Tennessee to extend I-69 from the I-40/SR 300 interchange in north Memphis to the I-55/I-69 interchange in Hernando, Mississippi; however, Tennessee has not yet signed the extension of the route, although Mississippi has already done so.^[102]

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, widens I-40 between west of US 45 Byp. and east of US 45, a distance of approximately 2.9 miles (4.7 km), modifies both interchanges in two subphases, and improves intersections on both routes near the interchanges.^[103] The first subphase, which was completed in the middle of 2019, converted the cloverleaf interchange into a parclo interchange, removing the loop entrance ramps onto I-40, and replaced the US 45 Byp. bridge over I-40. The second part of the project, begun on August 3, 2019, converts the cloverleaf interchange with US 45 into a single point urban interchange (SPIU), and requires the complete replacement of the I-40 overpass.^[104] The entire first phase is slated for completion in June 2021. The second phase, which began on November 4, 2020, widens I-40 from east of US 45 to east of US 70/US 412, a distance of approximately 5.4 miles (8.7 km), and replaces multiple bridges along this segment. It is expected to be completed by November 8, 2022.^[105] The final phase will widen the 1.6 miles (2.6 km) segment from west of US 412 to west of US 45 Byp.^[103]

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 since the road's construction.

Crab Orchard and Walden Ridge area[]

On December 17, 1986, a truck driver was killed when his truck skidded across some rocks that had spilled across the road just east of Crab Orchard between miles 331 and 333.^[106] In response, the Tennessee Department of Transportation (TDOT) flattened the cutslopes along this stretch of Interstate and moved the road 60 feet (18 m) away from the problematic cliffside.^[107]

Twenty rockslides occurred along the Walden Ridge section, miles 341–346, of the eastern plateau in 1968 alone, while still under construction. This prompted various remedial measures throughout the 1970s, including the employment of rock buttresses, gabion walls, and horizontal drains. A minor rockslide shut down the right lane of westbound I-40 at mile 343 on May 6, 2013.^[108][109]

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.^[110] 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, TDOT dug over 24,000 feet (7,300 m) of horizontal drains, blasted out large volumes of unstable rocks, and installed massive mesh catchment fences.^[107] Nevertheless, rockslides in 1985 and 1997 again forced the closure of I-40 in the Pigeon River Gorge for several weeks.^[111] Additional stabilization measures were implemented, including the blasting of loose rock, the installation of rock bolts, and the construction of a better drainage system.^[112] In spite of these measures, another massive rock slide 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.^[113] 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.^[114]

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.^[107]

1988 Memphis tank truck explosion[]

On December 23, 1988, a 10,450-US-gallon (39,600 l) tank truck hauling liquified propane skidded off of a ramp carrying traffic on I-40 at the Midtown interchange with I-240 in Memphis and crashed into a retaining wall, rupturing a small hole in the front of the tank. The leaking gas ignited in a boiling liquid expanding vapor explosion (BLEVE) seconds later.^{[115][116][117]} The explosion created a fireball estimated to be about 700 feet (210 m) wide and 700 to 800 feet (210 to 240 m) tall, which set nearby vehicles and structures on fire and instantly killed five motorists, including the driver.^[118][119] The tank was then propelled from the highway by the remaining combusting gas inside the tank, causing it to strike a nearby overpass bridge, bounce off the ground, and crash into a duplex about 125 yards (114 m) away, killing one and starting additional fires which subsequently spread to multiple other buildings and cars.^[119] About one hour later, a truck on I-240 northbound crashed into the traffic jam caused by the accident several miles to the south, killing the driver.^[120] In addition to the trucks and residential complex, a total of seven additional cars were destroyed and ten cars, six houses, and one residential complex were damaged by the explosion and subsequent fires.^[115] A total of 10 people were injured, and two people who were inside of homes impacted by the crash later died from their injuries.^[121] The one-lane ramp where the accident occurred contained a hazardous sharp curve with an advisory speed of 25 miles per hour (40 km/h), and had been the site of multiple previous accidents.^[119][122] This accident was one of the worst motor vehicle accidents to ever occur in Tennessee, and was cited as one of the primary reasons the interchange was eventually completely reconstructed.^[65]

Exit list[]

County	Location	mi	km	Exit	Destinations	Notes
Mississippi River		0.00	0.00		I-40 west – Little Rock	Continuation into Arkansas
				Hernando de Soto Bridge
Shelby	Memphis	0.91	1.46	1	Front Street / Riverside Drive – Downtown Memphis	Western end of Music Highway designation
		1.15	1.85	1A	2nd Street / 3rd Street (SR 3 / SR 14)	Westbound exit and eastbound entrance
		1.60	2.57	1B	US 51 (Danny Thomas Boulevard / SR 1)	Signed as exits 1C (south) and 1D (north) westbound
		2.68	4.31	1E	Future I-69 / I-240 south / Madison Avenue – Jackson Miss.	Western end of Future I-69 overlap; I-240 exit 31
		3.19	5.13	1F	SR 14 (Jackson Avenue)	Westbound exit and eastbound entrance
		4.05– 4.34	6.52– 6.98	2	Chelsea Avenue / Smith Avenue
		5.48	8.82	2A	Future I-69 north to US 51 (SR 3) – Millington	Access via SR 300 west; eastern end of Future I-69 overlap
		5.92	9.53	3	Watkins Street
		7.74	12.46	5	Hollywood Street
		8.83	14.21	6	Warford Street
		10.56	16.99	8	SR 14 (Jackson Avenue / Austin Peay Highway)	Signed as exits 8A (north) and 8B (south) westbound
		12.78	20.57	10	SR 204 (Covington Pike)
		13.58	21.85	12A	US 64 / US 70 / US 79 (Summer Avenue / SR 1) / White Station Road	Eastbound exit only; westbound access via Sam Cooper Blvd.
		14.23	22.90	10A	I-240 west – Jackson Miss.	Westbound exit follows Sam Cooper Blvd. numbering; no exit number eastbound
		14.42	23.21	—	Sam Cooper Boulevard	Westbound left exit and eastbound left entrance
		15.93	25.64	12	Sycamore View Road – Bartlett
		17.51	28.18	14	Whitten Road
		19.01	30.59	15	Appling Road	Signed as exits 15A (south) and 15B (north) eastbound
		20.34	32.73	16	SR 177 – Germantown	Signed as exits 16A (south) and 16B (north) westbound
	Memphis–Bartlett line	21.64	34.83	18	US 64 (SR 15) – Somerville, Bolivar, Bartlett
	Lakeland	24.05	38.70	20	Canada Road – Lakeland
	Arlington	28.12	45.25	24	I-269 south / SR 385 north – Millington, Collierville	Signed as exits 24A (south) and 24B (north); I-269 exit 19
		28.91	46.53	25	SR 205 – Arlington, Collierville
Fayette	​			28	SR 196 – Gallaway, Oakland
	​	32.62	52.50	35	SR 59 – Covington, Somerville
	​	39.13	62.97	42	SR 222 – Stanton, Somerville
Haywood	​	45.91	73.88	47	SR 179 (Stanton-Dancyville Road)
	​	51.21	82.41	52	SR 179 / SR 76 – Whiteville
	Brownsville	55.68	89.61	56	SR 76 – Brownsville, Somerville
	​	60.18	96.85	60	SR 19 (Mercer Road)
	​	63.77	102.63	66	US 70 (SR 1) – Brownsville, Ripley
Madison	​	71.83	115.60	68	SR 138 (Providence Road)
	​	78.26	125.95	74	Lower Brownsville Road
	Jackson	79.97	128.70	76	SR 223 south – McKellar-Sipes Regional Airport
		82.74	133.16	79	US 412 (SR 20) / Vann Drive – Jackson, Alamo, Dyersburg
		84.01	135.20	80	US 45 Byp. (SR 186) – Jackson, Humboldt	Signed as exits 80A (south) and 80B (north)
		85.47	137.55	82	US 45 (SR 5) / Vann Drive – Jackson, Milan	Signed as exits 82A (south) and 82B (north)
		86.72	139.56	83	Campbell Street
		88.29	142.09	85	Christmasville Road, Dr. F.E. Wright Drive – Jackson
	​	90.42	145.52	87	US 70 / US 412 east (SR 1) – Huntingdon, McKenzie, Jackson
	​	97.07	156.22	93	SR 152 (Law Road) – Lexington
Henderson	​	104.35	167.94	101	SR 104 – Lexington
	Parkers Crossroads	111.61	179.62	108	SR 22 – Parkers Crossroads, Lexington, Huntingdon
Henderson–Carroll county line	​	119.73	192.69	116	SR 114 – Natchez Trace State Park, Lexington
Decatur	​	129.48	208.38	126	US 641 / SR 69 – Camden, Paris, Parsons
Benton	​	136.58	219.80	133	SR 191 (Birdsong Road)
Tennessee River		137.56– 138.64	221.38– 223.12	Bridge
Humphreys	​	140.30	225.79	137	Cuba Landing
	​	146.43	235.66	143	SR 13 – Linden, Waverly
Hickman	​	151.73	244.19	148	SR 50 to SR 229 – Centerville
	Bucksnort	155.83	250.78	152	SR 230 – Bucksnort
Dickson	​	166.95	268.68	163	SR 48 – Centerville, Dickson
	Dickson	175.93	283.13	172	SR 46 – Centerville, Dickson, Columbia
	​	180.00	289.68	176	I-840 east – Knoxville, Franklin	I-840 exit 0; half-clover interchange.
Williamson	​	185.33	298.26	182	SR 96 – Franklin, Fairview, Dickson
Cheatham	Kingston Springs	191.41	308.04	188	SR 249 – Kingston Springs, Ashland City
Davidson	Nashville	195.96	315.37	192	McCrory Lane – Pegram
		199.72	321.42	196	US 70S (SR 1) – Bellevue, Newsom Station
		202.61	326.07	199	SR 251 (Old Hickory Boulevard)
		204.52	329.14	201	US 70 (Charlotte Pike / SR 24)	Signed as exits 201A (east) and 201B (west) eastbound
		207.34	333.68	204	SR 155 (Briley Parkway / White Bridge Road) / Robertson Avenue	Signed as exits 204A (north) and 204B (south) westbound; SR 155 exit 6
		207.85– 208.21	334.50– 335.08	205	51st Avenue / 46th Avenue – West Nashville
		209.22	336.71	206	I-440 east (Four-Forty Parkway) – Knoxville	Left exit westbound
		209.78	337.61	207	28th Avenue	Westbound exit and eastbound entrance
		210.24	338.35		Jefferson Street	Eastbound exit and westbound entrance
		211.09	339.72	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
		211.99	341.16	209	US 70 (Charlotte Avenue / SR 24) / Church Street	Church St. not signed eastbound
		212.22	341.53	209A	Church Street US 70 / US 70S / US 431 (Broadway / SR 1 / SR 24)	Eastbound signage Westbound signage
		212.42	341.86	209B	US 70S / US 431 (Broadway / SR 1) / Demonbreun Street	Exit numbers follow I-40; westbound signed as "Demonbreun St." only
		213.32	343.31	210	I-65 south – Huntsville	Left exit and entrance westbound; signed as exit 210B westbound; eastern end of I-65 overlap; I-65 exit 82B northbound
		213.73	343.97	210C	US 31A / US 41A south (4th Avenue / 2nd Avenue / SR 11 south)
		214.36	344.98	211	I-24 west to I-65 north – Clarksville, Louisville	Left exit and entrance eastbound; signed as exit 211B eastbound; western end of I-24 overlap; I-24 exit 50B eastbound; former I-65 north
		214.73	345.57	212	Hermitage Avenue (US 70 / SR 24)	Westbound exit and eastbound entrance
		215.44	346.72		Fesslers Lane	Eastbound exit and westbound entrance
		216.51	348.44	213A	I-24 east – Chattanooga	Eastern end of I-24 overlap; eastbound exit and westbound left entrance
					I-440 west (Four-Forty Parkway) / I-24 east – Memphis, Chattanooga	Westbound left exit and eastbound entrance; I-24 exit 52B
		216.76	348.84	213	Spence Lane to US 41 / US 70S (Murfreesboro Road / SR 1)	Westbound exit only; eastbound access via exit 213A
		218.19	351.14	215	SR 155 (Briley Parkway)	Signed as exits 215A (south) and 215B (north); SR 155 exit 27 southbound; not signed northbound
		219.52	353.28	216A	Nashville International Airport	Eastbound exit and westbound entrance
		219.92	353.93	216B	SR 255 south (Donelson Pike) – Nashville International Airport, Air Freight
				216C	SR 255 north (Donelson Pike)
		222.33	357.81	219	Stewarts Ferry Pike – J. Percy Priest Dam
		223.89	360.32	221A	SR 45 north (Old Hickory Boulevard) – The Hermitage	Eastern end of Music Highway designation
		224.19	360.80	221B	Old Hickory Boulevard
Wilson	Mount Juliet	229.17	368.81	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
		232.33	373.90	229	Beckwith Road / Golden Bear Gateway	Signed as exits 229A (south) and 229B (north) eastbound; Golden Bear Gtwy. not signed eastbound
	Lebanon	235.15	378.44	232	SR 109 – Gallatin	Signed as exits 232A (south) and 232B (north) eastbound
		238.18	383.31	235	I-840 west – Memphis, Murfreesboro	I-840 exit 76; trumpet interchange.
		239.67	385.71	236	S. Hartmann Drive	Opened on October 18, 2002[123]
		241.18	388.14	238	US 231 (SR 10) – Lebanon, Hartsville
		242.90	390.91	239	US 70 (SR 26) – Watertown, Lebanon	Signed as exits 239A (east) and 239B (west) eastbound
	Tuckers Crossroads	248.10	399.28	245	Linwood Road
Smith	New Middleton	257.53	414.45	254	SR 141 – Alexandria
	Gordonsville	261.65	421.08	258	SR 53 – Carthage, Gordonsville
Caney Fork River				Bridge
Putnam	Buffalo Valley	271.41	436.79	268	SR 96 (Buffalo Valley Road) – Center Hill Dam
	Silver Point	276.66	445.24	273	SR 56 south – Smithville, McMinnville	Western end of SR 56 overlap; eastbound exit ramp includes direct access to SR 141 west
		279.31	449.51	276	Old Baxter Road
	Baxter	283.30	455.93	280	SR 56 north – Baxter, Gainesboro	Eastern end of SR 56 overlap
	Cookeville	286.10	460.43	283	Tennessee Avenue / Highland Park Boulevard	Opened on June 20, 2018[124]
		288.92	464.97	286	SR 135 (South Willow Avenue) – Cookeville
		290.40	467.35	287	SR 136 – Cookeville, Sparta
		291.71	469.46	288	SR 111 – Livingston, Sparta
		293.35	472.10	290	US 70N – Cookeville
	Monterey	303.98	489.21	300	US 70N (SR 24) / SR 84 to SR 62 – Monterey, Livingston
		304.62	490.24	301	US 70N (SR 24) / SR 84 to SR 62 – Monterey, Jamestown, Livingston
Cumberland	​	314.00	505.33	311	Plateau Road
	Crossville	320.81	516.29	317	US 127 (SR 28) – Crossville, Jamestown
		322.99	519.80	320	SR 298 (Genesis Road) – Crossville
		325.20	523.36	322	SR 101 (Peavine Road) – Crossville, Fairfield Glade
	Crab Orchard	332.53	535.16	329	To US 70 (SR 1) – Crab Orchard
	​	341.70	549.91	338	SR 299 south (Westel Road) – Rockwood	Western end of SR 299 overlap
Roane	​	343.67	553.08	340	SR 299 north (Airport Road)	Eastern end of SR 299 overlap
	Harriman	350.76	564.49	347	US 27 (South Roane Street) – Harriman, Rockwood
		353.47	568.85	350	SR 29 – Harriman, Midtown
	Clinch River	354.13– 354.91	569.92– 571.17	Bridge
	Kingston	355.84	572.67	352	SR 58 south – Kingston	Western end of SR 58 overlap
		358.67	577.22	355	Lawnville Road
		359.71	578.90	356	SR 58 north (Gallaher Road) – Oak Ridge	Eastern end of SR 58 overlap; signed as exits 356A (north) and 356B (south) westbound
	​	363.85	585.56	360	Buttermilk Road
	​	364.85	587.17	362	Industrial Park Road – Roane Regional Business and Technology Park	Opened on October 8, 2008.[125]
Loudon	Lenoir City	367.01	590.65	364	US 321 (SR 73) / SR 95 – Lenoir City, Oak Ridge
	​	370.93	596.95	368	I-75 south – Chattanooga	Western end of I-75 overlap
Knox	​	372.18	598.97	369	Watt Road
	Farragut	375.97	605.07	373	Campbell Station Road – Farragut
	Knoxville	377.72	607.88	374	SR 131 (Lovell Road)
		379.07	610.05	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
		380.87	612.95	378	Cedar Bluff Road	Signed as exits 378A (south) and 378B (north) westbound
		382.11– 382.32	614.95– 615.28	379	Bridgewater Road / Walker Springs Road
		382.71	615.91	379A	Gallaher View Road	Eastbound access is via exit 379
		383.65	617.42	380	US 11 (SR 1) / US 70 – West Hills
		385.66– 386.18	620.66– 621.50	383	SR 332 (Northshore Drive/Papermill Drive) / Weisgarber Road	Complete access to Northshore Drive and Papermill Drive; westbound exit and entrance only for Weisgarber Road; SR 332 (Northshore Drive) accessible via eastbound lanes only; southbound entrance and exit ramps accessible via collector-distributor slip ramp
		388.16	624.68	385	I-75 north / I-640 east – Lexington	Eastern end of I-75 overlap
		389.33	626.57	386A	University Avenue / Middlebrook Pike (SR 169)	Westbound access is part of exit 386B
		389.64	627.06	386B	US 129 (Alcoa Highway, SR 115) – Alcoa, Maryville, McGhee Tyson Airport, Great Smoky Mountains National Park
		390.47	628.40	387	SR 62 (Western Avenue) / 17th Street
		390.76	628.87	387A	I-275 north – Lexington	I-275 exit 0
		391.07	629.37	388	US 441 south (Henley Street, SR 33 south) – Downtown Knoxville	No westbound exit, US 441 exit 0
		391.55	630.14	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)
		392.10	631.02	389	To US 441 north (Hall of Fame Drive, SR 71) / Broadway	SR 71 is unsigned
		393.24	632.86	390	Cherry Street
		395.09	635.84	392	US 11W (Rutledge Pike, SR 1) / Knoxville Zoo Drive	Signed as exits 392A (south) and 392B (north)
		395.90	637.14	393	I-640 west / US 25W north (SR 9 north) to I-75 north – Lexington	I-640 exits 10A-B; western end of US 25W/SR 9 overlap; tri-stack interchange
		397.03	638.96	394	US 11E / US 25W south / US 70 (Asheville Highway, SR 9 south, SR 168)	Eastern end of US 25W/SR 9 overlap
		400.87	645.14	398	Strawberry Plains Pike – Strawberry Plains
		405.21	652.12	402	Midway Road – Seven Islands State Birding Park
Sevier	Sevierville	410.46	660.57	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[126]
Jefferson	​	415.20	668.20	412	Deep Springs Road – Douglas Dam
	​	418.39	673.33	415	US 25W (SR 9, SR 66 north) / US 70 – Dandridge	Eastern end of SR 66 overlap
	Dandridge	420.67	677.00	417	SR 92 – Dandridge, Jefferson City
	​	424.30	682.84	421	I-81 north – Bristol	I-81 exits 0A-B southbound; southern terminus of I-81; left exit eastbound; tri-stack interchange
	​	427.25	687.59	424	SR 113 – Dandridge, White Pine
Cocke	Newport	434.69	699.57	432A	US 411 south / US 25W north / US 70 west / SR 9 north – Sevierville
				432B	US 25W south (SR 9 south) / US 70 east – Newport
		438.42	705.57	435	US 321 / SR 32 – Newport, Gatlinburg
		443.44	713.65	440	SR 73 to US 321 (Wilton Springs Road) – Gatlinburg, Cosby
	​	446.26	718.19	443	Foothills Parkway – Gatlinburg, Cosby, Great Smoky Mountains National Park
	Hartford	450.34	724.75	447	Hartford Road
	​	453.89	730.47	451	Waterville Road
	​	454.81	731.95		I-40 east – Asheville	Continuation into North Carolina
1.000 mi = 1.609 km; 1.000 km = 0.621 mi       Concurrency terminus       Incomplete access

Auxiliary routes[]

This section is in list format, but may read better as prose. You can help by , if appropriate. Editing help is available. (April 2020)

• I-140 spur off I-40/I-75 to Alcoa
• I-240 Memphis Inner Beltway; future overlap with I-69
• I-440 inner bypass around Nashville
• I-640 bypass around Knoxville
• I-840 outer bypass around Nashville. Formerly SR 840

See also[]

•  U.S. Roads portal

References[]

External links[]

Route map:

• Media related to Interstate 40 in Tennessee at Wikimedia Commons

Interstate 40
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