U.S. 70 Business | U.S. 70-A | U.S. 170 & U.S. 270
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| U.S. 70 490 miles | |||||
| The Road: | Enters Madison County near Hot Springs from Tennessee (with US 25).
Ends in the village of Atlantic in Carteret County
Nationally, US 70 runs from US 60 Globe, AZ to Atlantic. |
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| Towns and Attractions: | Madison Co.:Pisgah National Forest, Hot Springs (Bridge St), Marshall
Buncombe Co.: Weaverville, Asheville (freeway, Charlotte st, College st, Tunnel Rd), Swannanoa, Black Mountain (State St) McDowell Co.: Old Fort (Main St), Marion (Court St) Burke Co.: Morganton (Union St/Fleming Dr), Valdese (Main St), Rutherford College, Icard Catawba Co.:Hickory, Conover Iredell Co.:Statesville (Industrial Blvd) Rowan Co.: Salisbury (Jake Alexander Blvd, Main St) Davidson Co.:Lexington Randolph Co.:NONE Guilford Co.:High Point, Greensboro (Henry Blvd, Wendover Ave) Alamance Co.:Burlington (Church St), Haw River, Mebane (Center St) Orange Co.:Duke State Forest, Hillsborough (Cornelius St) Durham Co.:Durham (many streets - see descriptions below), Duke University Wake Co.: William B Umstead State Park, Raleigh (Glenwood Ave, Capital Blvd, Saunders Av), Garner Johnston Co.:Clayton, Smithfield (Market St) Wayne Co.:Goldsboro (Ash St), Seymour Johnson AFB Lenoir Co.:Kinston (Vernon Ave, Queen St) Jones Co.:NONE Craven Co.:New Bern (Neuse Blvd, Front St), Croatan National Forest, Cherry Point Marine Corps Air Station, Havelock Carteret Co.:Newport, Morehead City (Arendel St), Beaufort (Cedar St, Carolina Av) | ||||
| History: | US 70 was an original 1927 US Route, and was given a large role in North Carolina. In late 1934, all the state route multiplexes were removed -- NC 20 from Tennessee to Asheville, NC 10 from Asheville to Conover, NC 10A from Conover to Catawba, and NC 10 from Catawba to Atlantic. The following description of US 70 is organized geographically.
US 70 entered N.C. at Tenn line with its buddy NC 20 then headed to Hot Springs and Marshall generally along today's US 25-70. The route dropped south across the French Broad River at Marshall to get to Asheville, along today's Bailey Branch Rd, Bear Creek Rd, "Old NC 20" to re-cross the French Broad at Craggy-Woodfin. 
In 1928 US 70/NC 20 was rerouted by staying north of the French Broad River at Marshall and hugged the river down to Woodfin (on today's NC 251). The old route has been secondary ever since, except the Bailey Branch Rd piece was NC 213 for a time. By 1961, US 25-70 received its bypass of Marshall, leaving behind US 25-70 Business. In the early 70's, US 70 was moved onto a new expressway leading north out of Asheville, then west along new construction at Weaverville to go west to Marshall. The old route from Asheville to Marshall became a little of US 25 and most of NC 251. Sometime between 1993-99, US 70 was rebuilt to a much straighter alignment between the Tennessee Line and Hot Springs. Asheville: US 70 initially used Merrimon Ave, Broadway, and Biltmore Ave to go through Downtown Asheville, then east on current NC 81 out to the Oteen area. In Asheville, US 70 dropped NC 20 and picked up NC 10 to continue its journey east.  In 1932, US 70 was rerouted in the Asheville area, leaving Merrimon Ave at College St and heading east through the Beaucatcher Tunnel, and generally following today's Tunnel Rd. This replaced a piece of US 74, which had been rerouted this way a little earlier. US 70's old route is shown in 1932 as US 25/NC 10-69 along Biltmore Ave and solo NC 10 on Swannanoa Dr. (NC 81 today).  By 1947, US 70 began using Woodfin St to leave Merrimon on its way to to the tunnel. 
By 1963, US 70 appears to have assumed its current routing in Downtown Asheville from Merrimon eastward on new 4-lane routing (precursor to I-240).  US 70 followed mostly what is "Old US 70" through Swannanoa over to Black Mountain and Yates Ave through Ridgecrest before descending the Blue Ridge Escarpment via today's Mill Creek Rd to Old Fort. US 70 followed today's 70 to Marion. The notable "old NC 10" south of US 70 in this area is clearly shown on the 1924 Official Map as NC 10, and clearly on the 1925 Official Map as bypassed to the north!
US 70 headed east from Marion on Memorial Park Dr. to Nebo (there were some 20's bridges with NC 10 nameplates on this road in 1989), then followed today's 70 through Glen Alpine to Morganton. Although Jamestown Road looks today as if it could have been NC 10 at some point, the 1922 Auto Trails Map shows it clearly going through Glen Alpine. US 70 passed through Morganton on today's 70 Business, as far as I can tell. From there it appears to follow today's US 70 to Valdese and Icard, then venturing south on Icard School Rd and "Old NC 10" east to Hickory, on 1st Ave SW. The original US 70 then followed 1st Ave then Highland Ave NE to Conover. From Conover it went south along today's NC 16 to Newton, then followed today's NC 10 to Catawba and today's US 70 from there to Statesville. In 1927 NC 10 out of Newton used a different route, following a more southerly track avoiding Catawba and crossing the Catawba River on Hudson Chapel Rd/Buffalo Shoals Rd. US 70's initial route followed the brand new NC 110 from Newton to Statesville. In 1929 or 1930,US 70/NC 10 was given a straighter alignment between Marion and the Nebo area along today's US 70 leaving behind today's Memorial Park Drive. Also, US 70 was rerouted between Conover and Catawba over essentially today's US 70. This was cosigned with the first NC 110 (later NC 10A) as NC 10 stayed in what is its current route from Newton to Catawba. In 1946, US 70 was rerouted around Hickory and Conover, using today's US 70. The old route through these cities became US 70-A (not a primary route today). Between 1953-55, US 70 was rebuilt to ascend the Blue Ridge escarpment, generally along the I-40 routing of today. The old route was downgraded to Mill Creek Rd. The cover of the 1963 Official Map shows this route... Also, US 70 received its current bypass of Morganton, leaving behind US 70-A (US 70 Business today). Statesville to Greensboro: In Statesville, US 70 initially used Front St and Salisbury Rd to pass through town, then followed today's US 70 to Elmwood. The route used Bakers Mill Rd to go through Cleveland and Barber back then, and followed Statesville Ave and Mahaley Dr. to Main St (also NC 80 then), then south to meet up with US 170 (now US 29) north of Salisbury's downtown. From Salisbury, US 70 went northeast to Lexington (via today's Salisbury Rd), Thomasville (via Atlantic Rd) along Main St, and via Turner St, and today's NC 68 towards High Point, where US 70 used English St, then Main St (was multiplexed with US 311/NC 77) then left town on Montlieu Ave. US 70 continued northeast to Jamestown (Greensboro Rd and Main St), Sedgefield (High Point Rd) and into Greensboro. In 1933, US 70 was rerouted around the north side of High Point, using today's NC 68 and Lexington Ave. It appears the old route through High Point remained part of US 29 (not a primary route today) In 1939, US 70 was rerouted slightly in Salisbury to proceed across US 601 (instead of south along with it) to reach US 29 directly. In 1951 or 1952, US 70 was bypassed as new construction around Lexington and 8 miles east US 70 got another newly constructed bypass of Thomasville. In both cases the old routes through the towns became US 70-A's. It appears that in this timeframe US 70 was rerouted in Salisbury back to its original multiplex with US 601 down to US 29, leaving behind a residential street that no longer even connects to US 29. Between 1953-55 US 70 was rebuilt to avoid Cleveland and Barber, leaving behind a secondary road In 1955 or 1956, US 29-70 received a bypass of High Point, Jamestown, and Greensboro. This new route follows the same route as US 29-70 today. The old route through these cities became US 70-A, which remained until the early '90s. By 1961, it appears US 70 was routed along US 601 through Salisbury to I-85 and around Spencer. Note that I-85 was assigned to US 70 from here all the way to Greensboro as I-85 used today's Green 85. 
Between 1964-68, US 70 was removed from I-85 in the Salisbury area, returning to its historic routing through Salisbury. In the early 70's, US 70 was rerouted along with US 601 to go around Salisbury to the southwest to meet up with US 29 (crossing NC 150 twice in a short distance in the process). The old route through central Salisbury was denumbered. By 2000, US 70 was rerouted in Statesville, veering towards the south (crossing I-77 at Exit 49A instead of Exit 49B) using Industrial Blvd to western Statesville meeting back up with previous US 70 at the US 64-NC 90 split from US 70. Non-multiplexed portions of the old US 70 route through Statesville became non-primary routing. Greensboro: US 70 originally used High Point Rd to Lee St (current NC 6) to Fairground Ave, then Spring Garden St. to Aycock St to West Market St., where US 70 exited to the east before meeting up with today's Wendover Ave near I-840.. 
Between 1964-68, US 70 was rerouted to leave US 29 in Greensboro via its current route on Wendover Ave instead of Market St. Market St east of US 29-70 has been unnumbered since. Greensboro to Raleigh: US 70 followed its current alignment until the Gibsonville area, where it followed today's NC 100 to Gibsonville and Elon College (through the main part of this area, not the bypass road NC 100 uses now) along Burlington St, then followed today's NC 87 through Burlington to Graham (Webb Ave), before heading to Haw River via today's NC 49 Elm St. US 70's route to Mebane and Hillsborough used today's 70, then 70 Business, and NC 86 to "old NC 10" through the hamlet of University on its eastern approach to Durham In 1929 or 1930, US 70/NC 10 was rerouted to bypass Gibsonville and Elon College to the south, over its current routing, which began as the first NC 100. The old way became NC 100 (then 10A, then today's NC 100), which has its own bypass to the north of Elon College now. Also, by 1930 US 70 was given the current 70 Bus/US 70 routing east of Hillsborough, leaving behind "Old NC 10" through University In 1931, US 70/NC 10 was rerouted in the Burlington area, to its current routing avoiding Graham. This was new primary routing. Burlington to Graham became part of NC 54 (now NC 87) and Graham to Haw River became NC 62 (now NC 49). Between 1947-50, US 70 was moved onto its current routing bypassing Hillsborough to the north, replacing what had been US 70-A for a few years first. The old route through Hillsborough became US 70-A (US 70 Business and some of NC 86 today). In 1955 or 1956 a new road was built between Greensboro and Hillsborough along today's I-40/85 corridor and US 70 was put on it (US 70 used today's EXIT 161 connector road to get back to Hillsborough). The old route through Burlington and other cities became part of the US 70-A that was created around High Point (though this extended piece is mostly just mainline US 70 today) . By 1963 US 70 was taken off I-85 and returned to its original Greensboro to Hillsborough routing, replacing what had been US 70-A for a few years. Between 1991-93, US 70 was rerouted to the north of Haw River, leaving behind a little piece of NC 49, but mostly a secondary route. Durham: US 70's earliest routing through Durham used Hillsborough Rd east to 9th St, then south to Main St., which it followed to Alston Av where it jogged one block south to Angier Ave. From there US 70 left Durham and went to Bethesda, where it veered due south on today's Miami Rd until it reached today's NC 54 at Nelson. US 70 followed today's NC 54 to Maynard Rd in western Cary, then used Chatham Rd and Hillsborough St (does not seem to be connected anymore between Cary and Raleigh according to DeLorme) to continue towards Raleigh; or US 70 may have used Chapel Hill Rd to Hillsborough Rd. 
Between 1947-50, US 70 was rerouted between Durham and Raleigh. US 70 was changed to leave downtown Durham on Holloway St east out to today's modern US 70, heading southeast towards Raleigh. By 1952, US 70 was moved onto a new bypass of Durham using today's I-85 corridor. The old route became an extended US 70-A. 
In the mid 1990's, US 70 was placed on I-85 at EXIT 170, extending its Bypass of Durham. The old part that passed by NC 751 became an extended US 70 Business. Raleigh: US 70 entered Raleigh on Hillsborough St to Edenton St, then turned south and east on Capitol Square at the State Capitol onto Fayetteville St, then east on Cabarrus, then south on Bloodworth before angling SE to Garner Rd. which carried US 70 out of Raleigh. 
By 1932, US 70 used a different routing in Raleigh, using Western Blvd to Boylan Dr, then South St east to Fayetteville St north, then east on Lenoir St then south on East St and Hollman Rd. The original way became part of US 1/NC 50 approaching Raleigh, then unnumbered streets mostly downtown. 
Between 1947-50, US 70 changed to approach Raleigh, entering via Glenwood Ave south to Peace St, then east to Person St, then south to New Bern Ave, then east to East St.,where it hooked back up with its previous routing to exit Raleigh to the south.. This was a replacement for US 70-A. The old way via Cary was renumbered as US 70-A (today only a little of this is primary route -- some of NC 54) 
Scan courtesy NCRoads.com Between 1953-55, US 70 was rerouted in Raleigh, leaving Glenwood Ave a little further north, east on Willamson St to Dawson St south through the Downtown Area as one-way streets (Dawson/McDowell) to east-west on one-way streets (Lenoir/South) over to Wilmington St to head south, and use a new road to bypass Garner, Clayton, and Auburn. The old route became a secondary route - Garner Rd and Johnston SR 1004.. 
About 1983, US 70 was taken off Raleigh surface streets and placed around the north and east sides of the newly completed Beltline freeway, all the way around to the Saunders Street exit, where US 70 headed south along its previous alignment. By 1990, US 70 was rerouted slightly south of Raleigh. US 70 left Beltline at the newly completed I-40 and followed I-40 to Exit 306. The old part of US 70 from I-40 Exit 298 to Saunders St and Garner Hwy became US 70 Business. 
S.D. Rhodes describes the 1990 situation in the field: the "old" US-70 stretch from I-40 Exit 306 to I-40 Exit 298 was indeed re-signed as US-70 Business. But they never put a single sign anywhere to indicate that US-70 now followed I-40! Furthermore, logic dictates that once US-70 Business reached Exit 298, it needed to do one of two things: either follow I-40 back to Exit 301 (basically completing the prior routing on the Beltline to the point where it rejoined the "new", unsigned routing) or continue into town along some routing (presumably the current one) until it could rejoin US-70 at the Beltline/Glenwood Avenue interchange. However, the signs along the stretch of I-40 in question were not changed to US-70 Business, and no signs were put up in town indicating US-70 Business went that way, either. So basically, US-70 mainline just disappeared at Exit 306, and the only US-70 that existed beyond that point was US-70 Business; at Exit 298, US-70 Business abruptly ended and you jumped on I-40 to rejoin US-70 mainline. Around 1994, US 70 was restored to surface streets in Raleigh, using its last alignment in the early 1980's, except US 70 stayed on Dawson south to Saunders St to south of I-40/440. This eliminated the short-lived US 70 Business Raleigh to Goldsboro: US 70 originally followed Garner Rd to Garner and Auburn, then followed Johnston SR 1004 Main St through Clayton. Smithfield: US 70 first followed today's 70 and 70 Business to West Smithfield and Smithfield before heading directly via today's 70 Bus to Princeton, using either "Old US 70" or Railroad St through there before continuing on today's 70 to Goldsboro. In 1928, US 70 was rerouted in Smithfield, to multiplex north with US 217/NC 22 (current US 301) to just short of Selma, where US 70/NC 10 left eastward as new routing to go to Pine Level, then Princeton. The direct route from Smithfield to Princeton was downgraded to secondary status, though much later became part of US 70 and is now US 70 Business. Between 1953-55, US 70 was rerouted at Smithfield to go back to its 1927 routing, direct from Smithfield to Princeton witout going to Pine Level. This was not primary routing previously since it was US 70/NC 10. The old route through Pine Level became US 70-A (part US 70-A and part US 70 Business today) Around 1993, US 70 was rerouted in the Smithfield area. At Wilson Mills US 70 followed what had been US 70A towards Selma. Near US 301, US 70 veered southeast over new construction to cross I-95 with no exit and continue over new construction from 70A near Pine Level to what is now the Smithfield 70 Business back to the previous US 70 alignment (the new alignment bypassed Smithfield, Selma, and Pine Level). The old route through Smithfield became US 70 Business. Today there is "US 70" (through Selma), "US 70 Business" (through Smithfield), and "US 70 Bypass" (bisects the two sections) Goldsboro: US 70 appears to have always used today's US 70 Bus: W. Grantham to N. George south to Ash St and eastward out of town. In 1957 or 1958, US 70 received a newly constructed bypass of Goldsboro, with the old route into town becoming US 70-A (US 70 Bus today). Goldsboro to the coast: US 70 initially continued to La Grange using Washington St and entered Kinston along today's US 70 Bus on Vernon Ave. Originally US 70 continued on Vernon to today's NC 11-55, then follwed today's NC 55 to Fort Barnwell and Jasper, approaching New Bern. US 70's routing through western New Bern is unclear, but I believe it followed today's US 70 Business until it reached George St. then veered south through what is now the Tryon Palace to cross the Trent River. 
US 70 originally followed Old Cherry Point Rd to Riverdale, then current US 70 to Croatan and Pine Grove. Approaching Havelock, US 70 I believe followed Greenfield Heights Blvd (where this splits from today's US 70 there was a 20's bridge with a NC 10 plaque on it in the late 1990's). and Miller Blvd., crossing US 70 onto today's NC 101. The 1927 Clasons Map shows US 70/NC 10 following today's NC 101 east to North Harlowe and south to end in Beaufort, probably in the downtown area, not where NC 101 ends today. In 1928, US 70/NC 10 and NC 101 switched routings at Havelock. US 70/NC 10 used Cunningham Blvd south to today's 70, then Chatham Rd and Old US 70 through Newport, then followed today's US 70 through Morehead City. It is unclear if US 70 used Bridges St. at first or if it has always been on Arendel. US 70 then continued east, ending at Beaufort. US 70's original route from Havelock to Beaufort is still NC 101 today. In 1931, US 70/NC 10 was extended east to Atlantic, as all new routing (basically the way 70 runs now) except the first mile or so which was likely part of NC 101. In 1941,, US 70 was rerouted between Kinston and New Bern to run along Vernon Ave only as far as Queen St, then south across the Neuse River to today's US 70. US 70 then followed the railroad tracks beginning in Dover along Sunset Blvd, through Cove City and Tuscarora, before meeting back up with the old US 70 east of Clarks. This routing had been part of NC 55 previously. The old US 70 routing through Fort Barnwell became today's NC 55 routing between Kinston and New Bern. In 1957 or 1958, US 70 received a newly constructed bypass of Kinston, with the old route into town becoming US 70-A (US 70 Bus today). Also, US 70 was rerouted in downtown New Bern to exit via Front St over a new bridge to James City. The old exit from New Bern became part of the grounds of Tryon Palace. Between 1964-68, US 70 was rerouted on new construction to bypass Newport. The route through town has been unnumbered since. In the early 70's, US 70 was rerouted to bypass La Grange, leaving behind an unnumbered route. Also, US 70 was moved onto a new Freeway between Dover to James City. The old route became unnumbered, except the easternmost few miles were NC 55 and US 70 Bus. Comments: US 70 follows much of what was the Central Highway in North Carolina, but it appears much more importance was placed on improving other routes in the early modern period, such as US 29. In 1963 only about 85 miles of non-multiplexed US 70 was 4-laned. Of course, I-40 or I-85 was routed along much of US 70 from Asheville to Raleigh, negating the need for much improvement. East of Raleigh US 70 is now a major east-west corridor, and it is 4-laned in its entirety from Durham to Morehead City. The US 70 freeway west of New Bern is outfitted with Bear Crossing signs. | ||||
Thanks to SD Rhodes for editorial assistance with this page, particularly the Raleigh and Smithfield segments.
Last Update: 27 March 2005
U.S. 70 Business | U.S. 70-A | U.S. 170-U.S. 270
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