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New York State Route 5

New York State Route 5 (NY 5) is a state highway that extends for 370.80 mi across the state of New York in the United States. It begins at the Pennsylvania state line in the Chautauqua County town of Ripley and passes through Buffalo, Syracuse, Utica, Schenectady, and several other smaller cities and communities on its way to downtown Albany in Albany County, where it terminates at U.S. Route 9 (US 9), here routed along the service roads for Interstate 787 (I-787). Prior to the construction of the New York State Thruway, it was one of two main east–west highways traversing upstate New York, the other being US 20. West of New York, the road continues as Pennsylvania Route 5 (PA 5) to Erie.

NY 5 overlaps with US 20 twice along its routing. The second, a 68 mi overlap through western and central New York, is the second-longest concurrency in the state, stretching from Avon in Livingston County east to the city of Auburn in Cayuga County. The concurrency is known locally as "Routes 5 and 20". As the route proceeds across the state, it also directly or indirectly meets every major north–south highway in upstate New York, including all three north–south Interstate Highways (I-390 in Avon, I-81 in Syracuse via US 11, and I-87 in Albany).

NY 5 was assigned in 1924 as a true cross-state highway, extending from the Pennsylvania state line in the west to the Massachusetts state line in the east, mostly by way of modern US 20. At the time, modern NY 5 between Buffalo and Albany was designated as New York State Route 5A. By 1926, NY 5 was moved onto the routing of NY 5A while the old routing of NY 5 became NY 7. It was truncated in 1927 to Athol Springs in the west and Albany in the east following the assignment of US 20, and again in 1930 to downtown Buffalo. NY 5 was reextended to the Pennsylvania state line c. 1932 by way of its old routing to Athol Springs, an old alignment of US 20, and a lakeside spur route of US 20 that had been assigned in 1930. Only local realignments have occurred since.

Route description
Although it is no longer commonly used for long-distance travel, NY 5 is still regionally important. NY 5 is named Main Street in Buffalo, Erie Boulevard and West Genesee Street in Syracuse, State Street in Schenectady, and Central Avenue in Albany, the state capital. It is a major local road in many other locations along its path. NY 5 runs concurrent to US 20 twice between its endpoints: for three miles (5 km) between Silver Creek and Irving and for 68 mi across western and central New York. At 67.6 miles (108 km) in length, the eastern overlap between US 20 and NY 5 is the second-longest surface-road concurrency in New York state, behind only the concurrency of I-86 and NY 17 in the Southern Tier.

Maintenance of the majority of NY 5's 371 mi is performed by the New York State Department of Transportation. However, locally owned and maintained sections exist in six cities. The city-maintained sections of NY 5 are in Buffalo from NY 16 north to the city line (except of the Goodell Street portion, which is state-maintained); in Syracuse between the western city line and just west of NY 635; in Utica from Leland Avenue east to the city line; in Amsterdam between Division and West Main streets; in Schenectady from Washington Avenue to the eastern city line; and the entirety of NY 5 within Albany.

Pennsylvania to Buffalo
At the New York–Pennsylvania border in Ripley, PA 5 becomes NY 5 upon entering New York. It very closely follows the shore of Lake Erie through all of Chautauqua County. Once reaching the village of Silver Creek it briefly overlaps US 20 until entering Erie County at the Cattaraugus Reservation and NY 438 where the roads once again split. Once in Erie County, it pulls slightly inward from the lake shore from Brant to the hamlet of Wanakah. Once past Wanakah, the road once again closely borders the lake shore and goes through steadily more heavily developed areas, particularly the Ford Stamping Plant and the Bethlehem Steel plant in the city of Lackawanna. There the road becomes the Hamburg Turnpike and eight wind-powered turbines, which provide power to the national grid, are visible. Near the northern edge of the city, NY 5 begins to ascend onto an elevated roadway as it connects to Ridge Road and the Buffalo and Erie County Botanical Gardens by way of an interchange. Here, the route becomes the a limited-access highway with exits for Ohio and Tifft streets and Fuhrmann Boulevard. After a quarter-mile, NY 5 passes seamlessly into the city of Buffalo.

A short distance past the city line, NY 5 passes over the Union Ship Canal on a span of the elevated road known as the Father Baker Bridge. North of the waterway, the elevated section of NY 5 gains a frontage road named Fuhrmann Boulevard. Both the service road and NY 5 run parallel to Lake Erie until the northern end of the Buffalo Outer Harbor. Here, the frontage roads end while NY 5 turns to the northeast, crossing the Buffalo River on the bridge called The Skyway, and entering downtown. On the north bank, the Skyway returns to a northerly routing as it passes KeyBank Center, located directly to the east, and Buffalo and Erie County Naval & Military Park, situated to the west, and meets I-190 at exit 7. Past the interchange, the Skyway ends and the route descends in elevation, becoming an at-grade roadway once more at Church Street in the shadow of Buffalo City Hall. NY 384 begins here, following Delaware Avenue north into the heart of downtown, while NY 5 turns east onto Church.

At Main Street, Church Street splits into a pair of one-way streets and becomes North and South Division Street. The route follows South Division eastward for two blocks to an intersection with Ellicott Street located one block north of Sahlen Field. At the junction, which includes the northern terminus of NY 16, NY 5 turns northward, rejoining NY 5 westbound one block later at North Division. The route continues on Ellicott for nine blocks to the unidirectional East Tupper Street, where NY 5 westbound separates from the route once more. NY 5 eastbound, however, continues north on Ellicott for an additional block to the one-way Goodell Street. NY 5 heads west on Goodell for two blocks before turning north onto Main Street, rejoining NY 5 westbound at the intersection.

The route continues along Main Street throughout the remainder of its length in Buffalo, cutting through the city diagonally from southwest to northeast until it enters the town of Amherst at the intersection of Bailey Avenue (US 62) at the south campus of the University at Buffalo.

Buffalo to Avon
Once leaving the city of Buffalo, NY 5 heads east through the densely populated suburban town of Amherst, including the hamlets of Snyder and Eggertsville and the village of Williamsville and is heavily developed through the entire length of the town, particularly at the intersection with Transit Road (NY 78). In the town of Clarence, the road dips into a significant depression known as Clarence Hollow. Once leaving Clarence, NY 5 goes through predominantly rural areas until reaching the city of Batavia in Genesee County, closely paralleling the New York State Thruway through much of the county. The road travels eastward until reaching Livingston County and the village of Caledonia.

NY 5 heads southeast from the village of Caledonia, paralleling the former right-of-way of an Erie–Lackawanna Railroad branch line that connected the villages of Caledonia and Avon as it heads through spacious fields containing little more than farmland. At a rural intersection controlled by single-head flashing traffic signals west of Avon, NY 5 meets US 20 for the second time. The routes embark on a second concurrency, merging onto the right-of-way of NY 5 as they cross the Genesee River and enter both the town and village of Avon.

Avon to Ontario County
US 20 and NY 5 become West Main Street upon entering the village, underscoring the road's status as the primary east–west highway through the town. The route continues southeast from the Genesee, passing through the forested but sparsely populated western area of the village. As the route approaches the Livonia, Avon and Lakeville Railroad (LAL) grade crossing, the number of homes increases rapidly, only to be replaced by businesses in the area surrounding the LAL mainline. Located on the western edge of this transition is NY 39, which terminates at this junction. Past the tracks, West Main intersects Rochester Street, a locally important north–south two-lane arterial that continues north of the village to the Rochester suburb of Brighton as East River Road. Shortly after this intersection, the homes return, following US 20 and NY 5 as West Main enters the heart of the village.

In the centre of Avon, West Main feeds into Park Place, a large traffic circle providing access to two local streets from US 20 and NY 5. The routes follow the circle counterclockwise, departing the roundabout on East Main Street. The street proceeds east, passing through four blocks of densely populated neighbourhoods before exiting the village and abruptly entering vast, barren fields to the east. US 20 and NY 5, now named Avon–Lima Road, intersects NY 15 two miles (3 km) to the east in East Avon, a community based around the intersection and the streets comprising it, and connects to I-390 at exit 10 a half-mile from NY 15. Continuing, the road intersects several county routes over the next four miles (6 km) before becoming West Main Street once more, this time for the village of Lima. At an intersection with NY 15A in the village centre, US 20 and NY 5 become East Main Street, retaining the name to the Ontario County line at Honeoye Creek.

Western Ontario County
In the town of West Bloomfield, US 20 and NY 5 go unnamed as they proceed eastward. Roughly one mile from the county line in the hamlet of West Bloomfield, US 20 and NY 5 meet the southern terminus of NY 65. Exiting the hamlet, US 20 and NY 5 head through another area dominated by open land, intersecting Elton Road before passing seamlessly into East Bloomfield. A mile and a half from the town line, US 20 and NY 5 intersect NY 64, a road running northwest–southeast from the Monroe County line south to US 20 and NY 5. NY 64, whose right-of-way ends at US 20 and NY 5 at the foot of a small hill, joins the two routes eastward on a triple overlap, entering the village of Bloomfield and intersecting the southern terminus of NY 444 south of the portion of Bloomfield once known as Holcomb. Near the junction with NY 444, US 20, NY 5 and NY 64 take-ups on a due east alignment, absorbing the routing used by Gauss Road west of this point.

A mile to the east at Whalen Road, NY 64 separates from US 20 and NY 5, following the road, and US 20A, which has its eastern terminus at this intersection, south toward Bristol. US 20 and NY 5 continue through rural Ontario County before splitting from its easterly alignment at an intersection four miles (6 km) east of US 20A and NY 64 in the town of Canandaigua. West Avenue, the former routing of US 20 and NY 5 into downtown Canandaigua, continues east from the junction while US 20 and NY 5 turn south onto a bypass around Canandaigua.

Canandaigua area
Half a mile from the start of the bypass and a short distance before the arterial makes a turn eastward to traverse Canandaigua Lake to the southeast, US 20 and NY 5 meets NY 21 at a four-way intersection. Like US 20 and NY 5, NY 21 once continued directly into downtown, in this instance via Bristol Street to the east of the junction, but now follows US 20 and NY 5 along the east–west leg of the bypass. Past Bristol Street, the bypass widens from two to four lanes and, after meeting two local streets, enters the city of Canandaigua as the limited-access Western Boulevard, albeit with no exits. The route loses this distinction before intersecting South Main Street, where US 20, NY 5 and NY 21 meet the southern terminus of NY 332. NY 21 departs the bypass, following NY 332 into downtown, while US 20 and NY 5 continue onto the four-lane, median separated Eastern Boulevard, the original section of the US 20 and NY 5 bypasses of Canandaigua. The roadway acts a centre of commerce for the city, sporting restaurants, hotels, and supermarkets along its length within the city limits.

Upon exiting the city, the establishments become a pair of shopping plazas centred around the intersection with the northern terminus of NY 364. Across the town line in Hopewell a quarter-mile to the east, a third plaza, anchored by Runnings, formerly a Walmart, dominates the northeast corner of CR 10 and Eastern Boulevard. On the adjacent parcel is another plaza containing the current Walmart. At the entrance to the second plaza, US 20 and NY 5 intersect Lakeshore Drive, the former routing of US 20 and NY 5 to the south of the bypass. Past the junction, the divided highway comes to an end and, after another half-mile, narrows to two lanes.

Canandaigua to Auburn
Deeper into Hopewell, the area surrounding US 20 and NY 5 become rural once more. Roughly 1.5 mi from the end of the bypass, US 20 and NY 5 meet NY 247. After 10.3 mi of eastward progression through open land, the routes meet the northern terminus of both NY 14A and NY 245, concurrent at this location, in the town of Geneva. A half-mile past NY 14A and NY 245, US 20 and NY 5 enter the city of Geneva and widens into a four-lane road. In the city, US 20 and NY 5 intersect NY 14 by way of a pseudo-interchange on the bank of Seneca Lake. US 20 and NY 5 turns into a divided highway again at this point. At the interchange, NY 14 Truck joins US 20 and NY 5, bypassing a sharp turn on NY 14 downtown. US 20 and NY 5 continues as a divided highway around the northern tip of Seneca Lake, crossing the Preemption Line and entering Seneca County at its midpoint. A mile to the east in East Geneva, just east of a railroad underpass, US 20 and NY 5 meet the northern terminus of NY 96A at a former trumpet interchange that has been converted to an intersection with a traffic signal.

From NY 96A east to the village of Waterloo, a distance of roughly four miles, US 20 and NY 5 become a two-lane road and run parallel to the Cayuga–Seneca Canal. In Waterloo, the concurrency meets NY 96 in the village centre. East of the village, the distance between the canal and the roadway decreases, making US 20 and NY 5 the closest road to the water for the next one and a half miles to NY 414 in the town of Seneca Falls. NY 414 joins US 20 and NY 5, overlapping the road for 4.3 mi into the hamlet of Seneca Falls. At Cayuga Street, NY 414 turns south, crossing the water body that is the canal and the Seneca River and becoming Ovid Street while US 20 and NY 5 turn north onto Cayuga, following the street around the small Van Cleef Lake, through the Finger Lakes Railway grade crossing, and exiting the hamlet. Three miles from NY 414, just west of Montezuma National Wildlife Refuge, US 20 and NY 5 meet NY 318 and NY 89 at intersections just 0.1 mi apart. The intersection with NY 89 has a traffic signal.

About three miles (5 km) later, after entering Cayuga County over the Seneca River/Cayuga and Seneca Canal, just north of Cayuga Lake, the two routes meet NY 90 in the town of Aurelius, at a traffic signal. A few miles east of that intersection, the highway meets the Finger Lakes Railway again but crosses it via an overpass. The routes continue eastward through Aurelius to the city of Auburn where it turns into a divided four-lane highway again. On the western edge of the city, just after passing Finger Lakes Mall, US 20 and NY 5 meet the eastern terminus of NY 326, which is also a four-lane divided highway for a short stretch. In downtown Auburn, US 20 and NY 5's east and west lanes split apart from each other for a short distance as an arterial over the alignments of Clark Street, Franklin Street, and Grant Avenue. The arterial runs concurrent with NY 38 for 0.2 mi. NY 38 then splits from the concurrency and joins NY 34. A quarter-mile to the east, US 20 separates from NY 5 at the northern terminus of NY 38A. NY 5 continues after the split as the four-lane Grant Avenue passing by a high number of shopping areas.

Auburn to Syracuse
From NY 174 in Camillus to Fairmount, NY 5 is a 5 mi limited-access highway traversing the western suburbs of Syracuse. At one time, the highway was to be extended to West Street in Syracuse, via the current Grand Avenue. The freeway has partial access to NY 173 from westbound NY 5. East of NY 173, the freeway connects to NY 695 at a directional T interchange and passes over NY 297 without access. East of Fairmount, NY 5 alters to the south before turning east onto West Genesee Street and converting to grade-level intersections.

In Syracuse, NY 5 is parallel to I-690 for much of its routing but never encounters the highway, thus making the north–south streets that intersect NY 5 entry points to and from I-690. In downtown Syracuse, West Genesee Street becomes James Street. At the southern tip of the interchange between I-690 and I-81, NY 5 transfers onto Erie Boulevard and intersects State Street (US 11), but passes under I-81 without access. From the downtown area to DeWitt, NY 5 is divided. At the Syracuse–DeWitt boundary, NY 5 intersects NY 635 and eastward, it curves to a southeast course. Near the former Shoppingtown Mall, NY 5 turns east onto Genesee Street to begin an overlap with NY 92. Less than a mile east of the mall, NY 5 and NY 92 intersect I-481 at a cloverleaf interchange.

Syracuse to Utica
NY 5 and NY 92 remain concurrent up to Highbridge Road, where NY 92 splits from NY 5 and heads southeast to Manlius. The segment of the overlap with NY 92 between I-481 and the eastern split is the busiest area of NY 5 in the Syracuse area and in all of Onondaga County. Past the split, NY 5 continues east through Onondaga and Madison counties, passing Fayetteville, Chittenango, and Canastota before entering the vicinity of Oneida. West of the city, NY 5 intersects NY 365A, a spur route of NY 365 leading directly into downtown. To the east, NY 5 (which forms the southern boundary of the city) meets NY 46 before crossing over Oneida Creek and into Oneida County.

Just past the county line in Oneida Castle, NY 5 intersects NY 365, a route leading northward to the New York State Thruway in Verona. NY 5 presses on, passing through the city of Sherrill and the village of Vernon (briefly overlapping NY 31) and the town of Westmoreland to the town of Kirkland, where NY 5 intersects NY 233, crosses over Oriskany Creek, and meets the western terminus of NY 5B. The spur of NY 5 later rejoins its parent yards from where NY 5A departs NY 5 to serve western Utica. NY 5 itself continues eastward through New Hartford, meeting NY 12B before merging with NY 12 at Genesee Street. Both routes continue eastward across the Sauquoit Creek into Utica.

Utica to Albany
NY 5 enters the city of Utica on a concurrency with NY 12 heading in a northeast direction. It shortly picks up NY 8, and all three cross the city together. NY 5 also intersects with the terminus of NY 840 at this point. Just south of the New York State Thruway, I-790 begins as a short expressway, also including NY 5, NY 8, and NY 12. After crossing out of the city, they meet the Thruway, with NY 8 and 12 continuing northeast, while I-790 and NY 5 turns to the east-south-east, picking up the tail-end of NY 49. These three, still as an expressway, straddle each side of the Thruway for a short way, with I-790 technically ending at the ramps for I-90. NY 5 continues to the end of the expressway, only a few hundred feet later, dropping to Leland Avenue. A few hundred feet to the north of the Thruway, NY 5 turns eastward again to continue down Herkimer Road. It closely parallels the Thruway to Herkimer, where NY 5 moves slightly northward through the centre of the village, becoming State Street, while I-90 crosses the Erie Canal and goes south for a short distance. There is a short concurrency with NY 28 in the village.

After exiting Herkimer, NY 5 continues east, closely paralleling this time the canal, through the city of Little Falls as Main Street, where two more concurrencies occur, with NY 167 and NY 169. NY 5 continues to parallel the canal, and in some instances again, the Thruway, through Amsterdam, becoming Amsterdam Road all the way to Scotia, where it crosses the canal into Schenectady as Mohawk Avenue, turning into State Street upon entering the city limits. It continues fairly straight on a southeast course into Albany as Central Avenue until it reaches Townsend Park. At this point, NY 5 turns into Washington Avenue and all signage referring to NY 5 ceases. The New York State Department of Transportation recognizes the route, however, as it continues down Washington Ave past the New York State Capitol building, turning south for a short distance as Eagle Street. NY 5 then continues east on State Street to Broadway, where it again turns south-east shortly before returning east on a small spur of Broadway, travelling underneath US 9 and I-787. NY 5 ends at the Hudson River.

Early roads
Soon after the end of the American Revolution in 1783, a surge of westward migration into Central and Western New York began. At the time, most travel west of the Albany area was by water. While rudimentary roads were laid out following the Mohawk River, there were no major land routes west of Fort Schuyler (present-day Utica), except for an old east–west Iroquois trail that was a simple footpath. By the late 1780s, many companies began to set up their operations in the new settlements in the Central and Western New York. As a result, there was a clamour for the building of the main road running west from Utica.

On March 22, 1794, the New York State Legislature passed a law calling for the laying out and improvement of a public road from old Fort Schuyler on the Mohawk River to the settlement of Canawaugus on the Genesee River, in as straight a line as the topography of the land would allow. This road was officially known as the "Great Genesee Road" and is one of the earliest state roads in New York, intended to provide access to the New Military Tract. As planned, it generally followed the old Iroquois trail through Oneida, Manlius, Onondaga Valley (south of modern Syracuse), Skaneateles, Auburn, Seneca Falls, Geneva, and Canandaigua before ending at the Genesee River. Four years later, another legislative act authorized the extension of the Genesee Road to Buffalo.

By the end of the 18th century, while the Genesee Road had been greatly improved and saw heavy traffic, many portions were still substandard and some sections had still not been completed. Partly because of this, and also because of the success of the Lancaster Turnpike in Pennsylvania, the state outsourced the task of improving and maintaining the Genesee Road to a private company. On April 1, 1800, the Seneca Road Company was chartered for this purpose and the portion of the Genesee Road from Utica to Canandaigua was improved and operated as a toll road known as the Seneca Turnpike, which was 157 mi long and, at the time, the longest turnpike in the state. Three days later, the old road following the Mohawk River between Utica and Schenectady also became a turnpike, known as the Mohawk Turnpike.

With the road leading from Albany northwest to Schenectady having been already established as a turnpike (the Albany and Schenectady Turnpike) in 1797, an all-turnpike route over good quality roads was now available from Albany to Canandaigua. The western extension of the Genesee Road to Buffalo soon followed suit and also became an improved Macadam toll road, the Ontario and Genesee Turnpike, in 1805. The Seneca Road Company was authorized to create a more northerly alternate route of the Seneca Turnpike in 1806. This branch left the original turnpike east of Seneca Falls and crossed more level terrain through Elbridge, Geddes, and Fayetteville before rejoining the old path at Chittenango. As the city of Syracuse developed, traffic patterns changed and the northern branch route became more heavily used than the original road.

The construction and opening of the Erie Canal in 1825 along the same alignment as the Albany to Buffalo route began to eat away at the revenues of these turnpike companies. In time, the turnpike business had become unprofitable and the companies were dissolved by 1852, causing the roads to revert to public control. The Seneca Road Company dissolved in 1852. The old, southern path of the Seneca Turnpike is now Franklin Street and Old Seneca Turnpike from Auburn to Marcellus, NY 175 between Marcellus and Onondaga Hill, and NY 173 from there east to Chittenango.

Designation
The improvement of the road from Buffalo southwest to Pennsylvania in the mid-19th century soon allowed for continuous travel across the entire state of New York. With the advent of the automobile, the state began to take over and pave major thoroughfares at the beginning of the 20th century. In 1908, the state legislature created a statewide system of unsigned legislative routes. One of the routes assigned at this time was Route 6, an Albany–Buffalo highway that followed the path of the Genesee Road and the Seneca Turnpike from Buffalo to Utica, the Mohawk Turnpike between Utica and Schenectady, and the Albany and Schenectady Turnpike from Schenectady to Albany. From Auburn to Chittenango, Route 6 utilized most of the newer, northern branch of the Seneca Turnpike.

The automobile allowed people to quickly travel long distances and a way to mark routes became needed. One early means of marking routes was the establishment of various auto trail associations in the 1910s. These associations selected good quality roads and marked them with symbols or colors on telephone poles. Most of legislative Route 6 eventually became part of the Yellowstone Trail, a cross-country auto trail established in 1912 that ran from Washington to Massachusetts. In New York, the trail used modern US 20 from Pennsylvania to Silver Creek, most of modern NY 5 from Silver Creek to Albany, and modern US 20 again from Albany to Massachusetts.

In 1924, following what other states did, New York began to assign route numbers to its main thoroughfares. The Albany to Buffalo portion of the Yellowstone Trail, which ran through the cities of Syracuse and Utica, was assigned the number NY 5A. The portion of the Yellowstone Trail southwest of Buffalo and east of Albany became part of NY 5, which bypassed Syracuse and Utica to the south. The Buffalo to Albany portion of NY 5's original alignment used a new road, Broadway Road, from Buffalo to Avon and the old Cherry Valley Turnpike alignment from Skaneateles to Albany. In between Avon and Skaneateles, NY 5 and NY 5A overlapped.

By 1926, however, the Buffalo to Albany section of NY 5 was relocated onto the Genesee Road alignment, replacing NY 5A. NY 5's former, more southerly alignment was redesignated as NY 7. In 1927, the establishment of the U.S. Highway System created more numbering changes. US 20, which mainly followed the Yellowstone Trail elsewhere in the country, was designated in New York along NY 5 southwest of Hamburg and east of Albany and along old NY 7 from Skaneateles to Albany. Between the towns of Hamburg and Avon, the new US 20 used an even more southerly alignment, running via East Aurora and Warsaw. This truncated both ends of NY 5 to Athol Springs (south of Buffalo in the town of Hamburg) in the west, and to Albany in the east.

In the 1930 state highway renumbering, NY 5 was truncated even further to begin in downtown Buffalo. The portion between Buffalo and Athol Springs was assigned as part of NY 62. Southwest of Buffalo, Southwestern Boulevard, an alternate route of US 20 between Irving and Big Tree (east of Athol Springs) became NY 20B. Further southwest, another alternate route of US 20 between the Pennsylvania line and Silver Creek, running along the shore of Lake Erie, was designated as NY 20A. The NY 20A and NY 20B designations proved to be short-lived. US 62 was extended into New York c. 1932, causing NY 62 to be renumbered. Around the same time, US 20 was realigned to follow NY 20B from Irving to Big Tree. NY 5 was extended along part of old NY 62 to Athol Springs, from where it continued to the Pennsylvania state line by way of US 20's old routing to Irving and all of NY 20A.

Expressway relocations
Originally, NY 5 entered Buffalo from the south on Fuhrmann Boulevard and Michigan Avenue and followed South Park Avenue and Main Street through the city before rejoining its modern alignment at Goodell Street. In the mid-1950s, a new limited-access highway was constructed along Fuhrmann Boulevard from Lackawanna to the Buffalo River. At the river, the new roadway broke from Fuhrmann and continued directly into downtown, returning to grade level two blocks south of Niagara Square. The expressway, known as the Buffalo Skyway, became part of a rerouted NY 5 by 1956. Visually, the Skyway cuts off the city from the Buffalo inner harbor. In 2008 there was momentum to tear it down, but the momentum passed. In 2019 a plan to remove part of the Skyway and close the rest to motorized traffic was proposed as part of a competition. This plan has drawn strong opinions both for and against the removal.

Farther east in Utica, construction began in the early 1950s on a new arterial highway—known as the North–South Arterial—through the city center. The new roadway bypassed NY 5, which was initially routed on Genesee Street and Herkimer Road through Utica. The first portion of the highway to open was the segment north of River Road, which was completed by 1956. It was extended southward to Oriskany Street (NY 5A) by 1961 and completed entirely by 1964, at which time it became part of a rerouted NY 5 and NY 12. Two portions of Genesee Street, from NY 12 in New Hartford to the Utica city line and from NY 5S to Herkimer Road in Utica, remain state maintained to this day as unsigned NY 921E and NY 921C, respectively.

In the Syracuse suburbs of Camillus and Geddes, NY 5 was initially routed on West Genesee Street between the villages of Camillus and Solvay. Construction on a bypass of this segment of NY 5 began in the early 1970s and was completed between NY 695 and Genesee Street by 1977. By the following year, the freeway was open to traffic up to Hinsdale Road; however, NY 5 remained on Genesee Street between Hinsdale and the Solvay village limits. The remainder of the Camillus Bypass was completed c. 1979, at which time NY 5 was realigned to follow the freeway. Genesee Street is now largely maintained by Onondaga County as CR 98; however, two portions of the street remain state maintained. Near the western end of the expressway, the former routing of NY 5 became part of an extended NY 174. Between the Camillus town line and the eastern end of the bypass, Genesee Street is unsigned NY 930W. This particular expressway was meant to link Downtown Syracuse to Auburn, but was never completed past Camillus or Fairmount. Several incomplete ramps mark both ends of this expressway section.

Smaller realignments also took place in other cities along the route. In Canandaigua, NY 5 originally entered the city on West Avenue and followed South Main Street and Lakeshore Drive through the city limits before rejoining its current routing in Hopewell. In the mid-1950s, a new bypass was built north of Lakeshore Drive from South Main Street to Hopewell. It became part of a realigned NY 5 by 1956. The remainder of the bypass around the southwestern extents of the city was built in the late 1970s and early 1980s. The former routing of NY 5 on South Main Street remains state maintained as NY 942T; until 1996, the portion of West Avenue between the west end of the bypass and the Canandaigua city line was maintained by the New York State Department of Transportation (NYSDOT) as NY 942W. Even though maintenance of the road had been transferred to the town of Canandaigua in 1996, the designation remained in NYSDOT documents until 2007.

In Geneva, NY 5 was initially routed on East North Street and Border City Road, overlapping NY 14 through the city and rejoining its modern routing in East Geneva. The overlap was eliminated c. 1931 when NY 5 was moved onto a new roadway located along the edge of Seneca Lake. NY 5 was realigned again in the 1960s to use a new divided highway built midway between the lake shore road and Border City Road. Border City Road is now maintained by Seneca County as CR 110.

In April 2014 work began on a $68.3 million project to replace the viaduct over Columbia Street, Lafayette Streets, and Oriskany Boulevard (NY 5A and NY 5S) in Utica. The nearly one mile stretch had signalized at-grade intersections that had been causing safety concerns and some fatalities. In addition to the replacement of the viaduct, the alignment of the arterial was straightened, a new single point urban interchange was built at Court Street, and a pedestrian bridge was built across the roadway. The pedestrian bridge was opened by December 2014, and the remainder of the project was completed by October 2017.

Suffixed routes
NY 5 has three suffixed routes, all located in Oneida County, with NY 5S extending eastward into three other counties. The NY 5A designation was also used in the past for two other routes.

NY 5A
The current NY 5A is a short 5.59 mi alternate route of NY 5 between New Hartford and downtown Utica in Oneida County. It was assigned in the mid-1930s. At its eastern end, NY 5A becomes NY 5S at an interchange with Interstate 790 (I-790), NY 5, NY 8, and NY 12. The route is four lanes wide and passes through mostly commercial areas and connects NY 5 to NY 840 and NY 69.
 * The NY 5A designation has been used for three distinct highways:
 * The first NY 5A was a short-lived designation for the portion of modern NY 5 east of Buffalo. When it existed from 1924 to the mid-1920s, NY 5 was routed on what is now US 20.
 * The second NY 5A was a northerly alternate route of NY 5 between Aurelius and Sennett in Cayuga County. It was assigned c. 1933 and renumbered to NY 135 c. 1937. That route was removed c. 1939.  Its former routing is now maintained by Cayuga County as CR 10A, CR 10B, and CR 10C.
 * NY5A West End - NY5 NY5B Signs (42805916581).jpg

NY 5B
NY 5B is a 3.12 mi alternate route southwest of Utica in Oneida County, connecting NY 5 to NY 12B. The route was assigned in April 1935.

NY 5S

 * NY 5S (72.92 mi) is an alternate route of NY 5 on the south side of the Mohawk River between Utica, Oneida County, and Rotterdam, Schenectady County. The route parallels NY 5 (which follows the north side of the river) and is partially a limited-access highway. It was assigned as part of the 1930 renumbering of state highways in New York.

title: New York State Route 5


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Acalyptratae

The Acalyptratae or Acalyptrata are a subsection of the Schizophora, which are a section of the order Diptera, the "true flies". In various contexts the Acalyptratae also are referred to informally as the acalyptrate muscoids, or acalyptrates, as opposed to the Calyptratae. All forms of the name refer to the lack of calypters in the members of this subsection of flies. An alternative name, Acalypterae is current, though in minority usage. It was first used by Pierre-Justin-Marie Macquart in 1835 for a section of his tribe Muscides; he used it to refer to all acalyptrates plus scathophagids and phorids, but excluding Conopidae.

The confusing forms of the names stem from their first usage; Acalyptratae and Acalyptrata actually are adjectival forms in Neo-Latin. They were coined in the mid 19th century in contexts such as "Muscae Calyptratae and Acalyptratae" and "Diptera Acalyptrata", and the forms stuck.

The Acalyptratae are a large assemblage, exhibiting very diverse habits, with one notable and perhaps surprising exception: no known acalyptrates are obligate blood-feeders (hematophagous), though blood feeding at various stages of the life history is common throughout other Dipteran sections.

Classification
The classification of the Acalyptratae has varied over time, and the below list is likely to change in future.
 * Subsection Acalyptratae
 * Superfamily Conopoidea
 * Conopidae
 * Superfamily Tephritoidea
 * Ctenostylidae
 * Eurygnathomyiidae
 * Lonchaeidae
 * Pallopteridae
 * Piophilidae
 * Platystomatidae
 * Pyrgotidae
 * Richardiidae
 * Tephritidae (including Tachiniscidae)
 * Ulidiidae
 * Superfamily Nerioidea
 * Cypselosomatidae
 * Fergusoninidae
 * Micropezidae
 * Neriidae
 * Pseudopomyzidae
 * Strongylophthalmyiidae
 * Tanypezidae
 * Superfamily Diopsoidea
 * Diopsidae
 * Gobryidae
 * Megamerinidae
 * Nothybidae
 * Psilidae
 * Somatiidae
 * Syringogastridae
 * Superfamily Sciomyzoidea
 * Coelopidae
 * Dryomyzidae
 * Helcomyzidae
 * Helosciomyzidae
 * Heterocheilidae
 * Ropalomeridae
 * Sepsidae
 * Sciomyzidae (including Huttoninidae and Phaeomyiidae)
 * Superfamily Sphaeroceroidea
 * Chyromyidae
 * Heleomyzidae
 * Heteromyzidae (disputed)
 * Nannodastiidae
 * Sphaeroceridae
 * Superfamily Lauxanioidea
 * Celyphidae
 * Chamaemyiidae
 * Lauxaniidae
 * Superfamily Opomyzoidea
 * Agromyzidae
 * Anthomyzidae
 * Asteiidae
 * Aulacigastridae
 * Clusiidae
 * Marginidae
 * Neminidae
 * Neurochaetidae
 * Odiniidae
 * Opomyzidae
 * Periscelididae
 * Teratomyzidae
 * Xenasteiidae
 * Superfamily Ephydroidea
 * Camillidae
 * Curtonotidae
 * Diastatidae
 * Drosophilidae
 * Ephydridae
 * Mormotomyiidae
 * Superfamily Carnoidea
 * Acartophthalmidae
 * Australimyzidae
 * Braulidae
 * Canacidae
 * Carnidae
 * Chloropidae
 * Cryptochetidae
 * Inbiomyiidae
 * Milichiidae
 * Acalyptratae incertae sedis
 * Paraleucopidae

license: Creative Commons - Attribution Share-Alike - https://creativecommons.org/licenses/by-sa/4.0/

title: Acalyptratae


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Bud Collyer

Bud Collyer (born Clayton Johnson Heermance Jr., June 18, 1908 – September 8, 1969) was an American radio actor and announcer and game show host who became one of the nation's first major television game show stars. He is best remembered for his work as the first host of the TV game shows Beat the Clock and To Tell the Truth, but he was also famous in the roles of Clark Kent / Superman on radio and in animated cartoons, initially in theatrical short subjects and later on television.

He also recorded a number of long-playing 33 1/3 R.P.M. record albums for children. Some of these had Bible stories, in keeping with his strong connections with his church and deep spirituality.

Early life and career
Collyer was born in Manhattan to Clayton Johnson Heermance and Caroline Collyer. He originally sought a career in law, attending Williams College, where he was a member of Psi Upsilon fraternity, and Fordham University law school. Although he became a law clerk after his graduation, making as much in a month on radio as he did in a year of clerking convinced him to make broadcasting his career. He changed his surname, and by 1940 he had become a familiar voice on all three major radio networks.

He held starring or major supporting roles in The Man I Married (as Adam Waring); Kate Hopkins, Angel of Mercy (as Tom); Pretty Kitty Kelly (as Michael Conway); Terry and the Pirates (as Pat Ryan); Renfrew of the Mounted (as Renfrew); and Abie's Irish Rose (as Abie Levy). He also was the announcer for a number of radio soap operas, including The Guiding Light and The Goldbergs.

Superman
Collyer's best-remembered radio starring role began in early 1940 in The Adventures of Superman on the Mutual Broadcasting System, a role he also performed in the subsequent Superman cartoons. Collyer supplied the voices of both Superman and his alter ego Clark Kent, opposite radio actress Joan Alexander as Lois Lane. Every Superman episode featured a scene in which Clark Kent changed into his Superman costume, an effect which Collyer conveyed by shifting voices while speaking the phrase "This is (or "looks like") a job for Superman!" his voice always dropping when becoming Superman. Originally, Clark Kent and Superman were going to be played by two different actors. It was Collyer's ability to voice Clark Kent as a tenor and switch to bass to voice Superman that got him the role. It also saved the producers the cost of two actors.

In 1966, Collyer reprised the role in the Filmation animated television series The New Adventures of Superman, reunited with Alexander as Lois Lane.

Game-show hosting
Collyer got his first helping of game shows when he co-hosted ABC's (the former NBC Blue network) Break the Bank with future Miss America Pageant mainstay Bert Parks; and, when he was picked to host the radio original of the Mark Goodson-Bill Todman team's first game, Winner Take All. Collyer went on to host the television versions of both shows. (Winner Take All became, in due course, the first hosting seat for another game show titan, Bill Cullen.)

Beat the Clock
In 1950 Bud Collyer got the job which genuinely made him a household name: Beat the Clock, a game show that pitted couples (usually, but not exclusively, married) against the clock in a race to perform silly (sometimes messy) tasks, which were called "problems" but could with more accuracy be called "stunts." The grand prizes for these usually came in terms of cash or home appliances. (When Monty Hall hosted the program in the 1980s, the "problems" did indeed come to be called "stunts.") Collyer hosted the show for eleven years (1950–61), and he also co-produced it for part of its run.

Collyer did an excellent job keeping the show fast-paced; he spoke quickly and brightly, and was often moving around the stage as much as the contestants. Frequently Collyer would interrupt a stunt to offer helpful advice, or demonstrate a more efficient way to win the game. One of Collyer's trademarks on the show was securing his long-tubed stage microphone in his armpit (particularly while demonstrating the basics of a stunt for his contestants). He also typically wore bow ties, and liked to point out when contestants were "bow-tie guys" like himself, though initially, through the mid-1950s, he wore straight "four-in-hand" neckties most weeks. He enjoyed meeting families of contestants, and was fond of children. He would always ask about contestants' children, and sometimes would compare the number and sexes with that of his own family. When children were brought onstage with their parents, he would take time to talk to each of them and ask them what they wanted to be when they grew up, in a manner reminiscent of his contemporary, Art Linkletter.

At the height of the show's popularity, an installment of The Honeymooners (which surfaced years later, when Jackie Gleason released the so-called "Lost Episodes") featured blustery Ralph Kramden and scatterbrained Ed Norton appearing on and playing Beat the Clock. Unlike the show's familiar parody of The $64,000 Question (The $99,000 Answer), Gleason's Beat the Clock episode used the actual show and set, complete with the familiar large 60-Second clock emblazoned with sponsor Sylvania's logo, and ending with Collyer and his famous sign-off: "Next time may be your time to beat the clock."

To Tell the Truth
In 1956, Collyer became equally, if not more, familiar as the host of a new Goodson-Todman production, To Tell the Truth, on CBS. This panel show featured four celebrities questioning three challengers all claiming to be the same person. Collyer would read an affidavit from the actual contestant, and then monitor the panel's cross-examination. Because the show depended on conversation instead of physical stunts, Collyer's demeanor on To Tell the Truth was much calmer and more avuncular than his fever-pitch performances on Beat the Clock. After the celebrities voted for their choices, Collyer intoned the famous phrase, "Will the real... John Doe... please... stand up?" Collyer always employed pauses to build the suspense. Sometimes one or both impostors would pretend to stand up before the real contestant did, bringing a moment of last-minute suspense as well as a chuckle from Collyer. The sequence provided an especially riotous moment in 1962, when Collyer purred, with a particularly pronounced twinkle, "Will the real... Bob Miller... please... stand up?" Two Bob Millers, both pitchers for the newborn New York Mets, rose in response. At least once, Collyer added to his call for the real person to stand up, when blues harmonica player/singer Paul Butterfield appeared as one of three challengers: "Will the real . . . Paul Butterfield . . . stand up . . . and give us some blues?" Butterfield rose, then joined a small band onstage to play and sing his signature song, "Born in Chicago."

The show became popular enough to sustain a weekday version as well as a weekly evening version, and Collyer presided over both concurrently.

Among the celebrities who served as To Tell The Truth panelists during the 14-year run of the show were Tom Poston, Peggy Cass, Orson Bean, Kitty Carlisle (the foregoing foursome was the resident panel in the weekday series), Don Ameche, Peter Lind Hayes, Johnny Carson, Ralph Bellamy, Polly Bergen, Mimi Benzell, Sally Ann Howes, Hy Gardner, Betty White, Phyllis Newman, and Robert Q. Lewis.

Other work
Collyer's other game show hosting included the DuMont game shows Talent Jackpot (1949) and On Your Way (1953–1954), the game show Feather Your Nest, and the ABC game Number Please in 1961, which replaced Beat the Clock on the Monday after the final ABC episode.

On September 24, 1957, Collyer was among the guests on To Tell the Truth panelist Polly Bergen's premiere episode of her short-lived NBC comedy/variety show, The Polly Bergen Show.

Spirituality and charity
Religion and charitable work were very important to Collyer, and he was always particularly pleased to hear contestants say that they considered donating portions of their winnings to the church, or that they planned to donate to charities. He would often include "God bless you" in his parting words to contestants. He was always particularly happy to have a contestant that was a minister on the show and would ask about his congregation. On Beat The Clock, he often delivered public service messages about such charitable causes as the March of Dimes and other drives for research of diseases.

Collyer taught a Sunday school class at his Presbyterian church in Connecticut for more than thirty-five years and spent some of his off time as a caretaker at his church. According to one story, a parishioner called the church one Sunday during a particularly heavy snowstorm to inquire if the church would have services that day. "Oh yes," Collyer replied, tongue in cheek, "God and I are here." Collyer was known to have contributed to various Christian religious works, including authoring at least one religious book and making a recording of the New Testament of the Good News Bible. He wrote two inspirational books, Thou Shalt Not Fear (1962) and With the Whole Heart (1966).

Death
When producers Mark Goodson and Bill Todman planned to revive To Tell the Truth for syndication, they wanted Collyer to once again host the show. Collyer declined, citing poor health. When Goodson and Todman called Garry Moore about the job, he immediately called Collyer, who told Moore that "I am just not up to it." Collyer died at age 61 from a circulatory ailment in Greenwich, Connecticut, on the same day the new To Tell The Truth premiered in daytime syndication.

Collyer is interred at Putnam Cemetery in Greenwich. In 1985, he was posthumously named as one of the honorees by DC Comics in the company's 50th anniversary publication Fifty Who Made DC Great.

Family
Collyer was the brother of film actress June Collyer and film producer Richard Heermance.

He married Heloise Law Green in 1936. In 1947, he married 1930s movie actress Marian Shockley. He had two daughters, Cynthia and Pat, and a son, Michael, who died in 2004. In January 1957, his son Mike appeared as a challenger on To Tell the Truth, under the name of "Pat Rizzuto".

title: Bud Collyer


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Calyptratae

Calyptratae is a subsection of Schizophora in the insect order Diptera, commonly referred to as the calyptrate muscoids (or simply calyptrates). It consists of those flies which possess a calypter that covers the halteres, among which are some of the most familiar of all flies, such as the house fly.

About 18,000 described species are in this group, or about 12% of all the flies yet described.

Subsection
The Mormotomyiidae belong to the Ephydroidea and not to Hippoboscoidea as previously construed. The Streblidae are probably not monophyletic.
 * Superfamily Muscoidea
 * Anthomyiidae - cabbage flies
 * Fanniidae
 * Muscidae - house flies
 * Scathophagidae - dung flies
 * Superfamily Oestroidea
 * Calliphoridae
 * Mystacinobiidae
 * Oestridae
 * Rhinophoridae
 * Sarcophagidae
 * Tachinidae
 * Ulurumyiidae
 * Superfamily Hippoboscoidea
 * Glossinidae
 * Hippoboscidae
 * Nycteribiidae
 * Streblidae

title: Calyptratae


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Anti-Australian sentiment

Anti-Australian sentiment (also known as Australophobia or Anti-Australianism) refers to hostile sentiment toward the nation of Australia or its people.

History
One of the earliest references to the specific phrase "Anti-Australian sentiment" occurred in 1983 in relation to anti-independence groups in New Caledonia.

In 1948 there were anti-Australian sentiments in Singapore by their citizens due to the treatment of one of their countrywomen.

The term "anti-Australian" also predates it by decades in that by 1949, people in parts of Asia were said to have "anti-Australian feeling" over how Australia applied its White Australia policy.

In 2006 "anti-Australian sentiment" was reported in East Timor.

Indonesia
Indonesia has been alleged to have a rise in "anti-Australian sentiment" because of suggestions of Australia interfering in its internal affairs. A 2003 study on Indonesian aspirants for a diplomatic position reported that 95% of them had anti-Australian sentiment. The post-Suharto era period also saw anti-Australian sentiment in Indonesia over East Timor. In Indonesia, it is related to a generalised anti-Western sentiment.

The Australian intervention in East Timor still made the Indonesian government upset and led to it taking revenge on Australia by undermining the Australian interest in the Melanesian country.

Turkey
After the Christchurch mosque shootings in 2019 (which were carried out by an Australian), Turkish President Recep Tayyip Erdoğan warned that if Australians and New Zealanders with anti-Muslim views try to enter Turkey, they will be "sent back home in coffins like their grandfathers", referring to the Gallipoli campaign in World War I. Many Australians and New Zealanders were highly offended by these comments and accused Erdoğan of anti-Australianism. Australian Prime Minister Scott Morrison and New Zealand Prime Minister Jacinda Ardern described these comments as "appalling" and "highly insensitive".

title: Anti-Australian sentiment


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U.S. Route 6

U.S. Route 6 (US 6) or U.S. Highway 6 (US 6), also called the Grand Army of the Republic Highway, honoring the American Civil War veterans association, is a main route of the United States Numbered Highway System. While it currently runs east-northeast from Bishop, California, to Provincetown, Massachusetts, the route has been modified several times. The highway's longest-lasting routing, from 1936 to 1964, had its western terminus at Long Beach, California. During this time, US 6 was the longest highway in the country.

In 1964, the state of California renumbered its highways, and most of the route within California was transferred to other highways. This dropped the highway's length below that of US 20, making it the second-longest U.S. Route in the country.

US 6 is a diagonal route, whose number is out of sequence with the rest of the U.S. Route grid in the Western U.S. When it was designated in 1926, US 6 only ran east of Erie, Pennsylvania. Subsequent extensions, largely replacing the former U.S. Route 32 and U.S. Route 38 (US 38), have taken it south of US 30 at Joliet, Illinois, US 40 near Denver, Colorado (past the end of US 38), US 50 at Ely, Nevada, and US 70 near Los Angeles, California, due to its north–south alignment in that state.

US 6 does not serve a major transcontinental corridor, unlike other highways. George R. Stewart, author of U.S. 40: Cross Section of the United States of America, initially considered US 6, but realized that "Route 6 runs uncertainly from nowhere to nowhere, scarcely to be followed from one end to the other, except by some devoted eccentric".

Route description

 * CA
 * 40.51 mi
 * NV
 * 305.65 mi
 * UT
 * 373.96 mi
 * CO
 * 467.28 mi
 * NE
 * 373.07 mi
 * IA
 * 319.60 mi
 * IL
 * 179.88 mi
 * IN
 * 149.00 mi
 * OH
 * 248.00 mi
 * PA
 * 403.00 mi
 * NY
 * 78.09 mi
 * CT
 * 116.33 mi
 * RI
 * 26.50 mi
 * MA
 * 118.00 mi
 * Total
 * 3198.87 mi
 * }
 * NY
 * 78.09 mi
 * CT
 * 116.33 mi
 * RI
 * 26.50 mi
 * MA
 * 118.00 mi
 * Total
 * 3198.87 mi
 * }
 * Total
 * 3198.87 mi
 * }
 * }

California

The modern US 6 in California is a short, two-lane, north–south surface highway from Bishop to the Nevada state line. Prior to the 1964 state highway renumbering, US 6 extended to Long Beach along what is now US 395, State Route 14 (SR 14), Interstate 5 (I-5), I-110/SR 110, and SR 1. Despite the fact that the renumbering removed all freeway portions, it is still part of the California Freeway and Expressway System. US 6's former routing included a short segment of the famous Arroyo Seco Parkway.

Currently, US 6 begins at US 395 in Bishop and heads north between farms and ranches in Chalfant at the base of the 14000 ft western escarpment of the White Mountains. After about 30 mi, Benton is reached, which has a cafe and gas station. SR 120 begins here, heading west past Mono Lake through Lee Vining, over Tioga Pass, and through Yosemite National Park to the San Joaquin Valley. US 6 continues north to the Nevada state line.

Nevada
From the California border, US 6 heads northeast through the semidesert Queen Valley with Boundary Peak, Nevada's highest summit, and Montgomery Peak in California on the right. These twin peaks are the northernmost high summits of the White Mountains, both over 13000 ft. The highway then climbs into pinyon–juniper woodland and crosses Montgomery Pass (7167 ft).

From the pass, US 6 descends into barren shadscale desert, passing Columbus Marsh on the left, then merging with US 95 from Coaldale Junction to Tonopah. The Nevada Test and Training Range begins about 15 mi southeast of Tonopah.

Just east of Tonopah, US 6 continues east across a series of desert mountain ranges and valleys, including the Monitor Range. At Warm Springs, SR 375, also known as the "Extraterrestrial Highway", departs to the southeast and US 6 assumes a northeasterly alignment across the Reveille, Pancake, Grant and White Pine ranges. Rainfall increases eastward, so valleys become less barren and peaks over 11500 ft add scenic interest.

Ely is the largest city on US 6 in Nevada. US 50 joins US 6 at Ely. East of Ely, US 6/US 50 cross the Schell Creek Range, known for verdant forests and meadows and for a large mule deer and elk population. The highway descends to Spring Valley, then crosses the Snake Range at Sacramento Pass, north of Nevada's second-highest mountain, Wheeler Peak, where a branch road accesses Great Basin National Park. Beyond the pass, US 6 passes just north of Baker, a Mormon farming community, and reaches the Utah state line.

Utah
US 6 enters Utah concurrently with US 50 in a remote portion of the Great Basin Desert; the routes separate at Delta. US 6 then proceeds on a northeast course toward the Wasatch Front serving the Tintic and Eureka historic and mining districts along the way. Upon entering the Wasatch Front, at Santaquin, the route joins I-15 to Spanish Fork, which is where US 6 reverses course on a southeastern path away from the Wasatch front, also joining with US 89 for the journey through Spanish Fork canyon. After cresting the Wasatch Range via Soldier Summit, the route descends into Utah's coal country, which is where it joins US 191. At Green River, those two routes join I-70 and rejoin US 50. From Green River east the routes travel concurrently using the route of I-70 following the southern rim of the Book Cliffs. US 191 leaves the concurrency at Crescent Junction but the other three routes remain concurrent as they continue to follow the Book Cliffs toward the Grand Valley into Colorado.

Colorado
US 6 is basically parallel to, or runs concurrently with, I-70 for a significant portion of its length as it generally heads east from the Utah state line thru about half of Denver. It is unsigned while it is overlapped. It separates to become I-70 Business (I-70 Bus.) through the south side of Grand Junction, rejoining I-70 just east of Palisade. It again separates west of Rifle and runs through that town, Silt, New Castle, and Chacra until it again joins I-70. It separates from and runs parallel to, I-70 at Dotsero, where the Eagle River joins the Colorado River. It again joins I-70 just east of Avon, the location of the Beaver Creek Resort, just a bit west of Vail. A significant departure from I-70 occurs at Silverthorne where it veers a bit south then north, avoiding the nearly 2 mi tunnel on I-70 as it goes under the Continental Divide. It passes Arapahoe Basin before a steep climb to the highest altitude along US 6, 11990 ft, at Loveland Pass, where it crosses the Continental Divide. It continues down the Clear Creek valley as it again reaches I-70 at the Loveland Ski Area straddling the eastern mouth of the Eisenhower Tunnel. Slightly east of Idaho Springs, it separates to go through the scenic Clear Creek Canyon. At Golden, it combines with 6th Avenue to head south until it again crosses paths with I-70. Then, continuing east, it passes through Lakewood and west Denver as the 6th Avenue freeway. From near the eastern terminus of the 6th Avenue freeway, US 6 takes a convoluted route through Denver. First, it turns north on I-25, then heads east on I-70 to Vasquez Boulevard through Elyria-Swansea. The route emerges from the freeway alongside US 85 through Commerce City, where the pair briefly join State Highway 2 (SH 2) before separating at Colorado Boulevard. SH 2 represents the historic alignment of US 6 northeast to Brighton, while US 6 combines with I-76, heading northeast, until east of Brush. It then separates to join I-76 Bus. until it crosses I-76 east of Sterling, where it changes direction from the Interstate. It continues east until it reaches Nebraska. The last town in Colorado that it passes is Holyoke.

Nebraska
From the Colorado state line, US 6 starts going southeast. The first town it goes into is Imperial. US 6 runs concurrently with US 34 near Culbertson, passing through McCook. US 6 then moves to the northeast, through Hastings. At Hastings, US 34 diverges and moves north. US 6 parallels I-80 north of Milford until it reaches Lincoln. At Lincoln, US 6 becomes West "O" Street, Sun Valley Boulevard, and eventually Cornhusker Highway as it moves north of I-80 outside of the city, paralleling I-80 to Gretna. There US 6 moves due north and becomes the West Dodge Expressway and Dodge Street in Omaha. It passes through Downtown Omaha on parallel one-way streets and runs concurrently with I-480 in Omaha on its last Nebraska segment. East of Omaha, it crosses the Missouri River to enter Iowa at Council Bluffs, Iowa, on a girder bridge completed in 1966 that replaced the Ak-Sar-Ben Bridge, which was the first road bridge to connect the two cities.

Iowa
US 6 enters Iowa at Council Bluffs, across the Missouri River from Omaha where it intersects I‑29 within the first mile. Through Council Bluffs, it travels south concurrent with I‑29, then turns east to run concurrent with I‑29 and I‑80. Where I-29 and I-80 split, US 6 continues northeast concurrent with I-80. The concurrency with I-80 ends at the interchange with East Kanesville Boulevard, on the northeast side of Council Bluffs, at which point US 6 turns east to run through rural Pottawattamie County. Further east, the highway briefly overlaps US 59 near Oakland and continues east until Lewis. There, it turns sharply north-northeast to Atlantic where joins US 71 until I‑80. It overlaps I‑80 between US 71 and US 169 at De Soto. US 6 travels north with US 169 to Adel, then turns east to go toward Des Moines. It enters the Des Moines metro area along Hickman Road in Waukee and then forms the border between Urbandale to the north and Clive and Windsor Heights to the south. In Des Moines, Iowa Highway 28 (Iowa 28) joins US 6 at 63rd Street, and the two highways head east and north on Merle Hay Road. US 6 splits away at Douglas Avenue and it continues east. Near the Des Moines River, Douglas Avenue becomes Euclid Avenue. In the northeastern part of the city, it intersects US 69 and I‑235. The highway turns onto Hubbell Avenue and heads into Altoona where it meets US 65 and rejoins I‑80.

East of the Des Moines metropolitan area, US 6 again overlaps I‑80 until they reach Newton. There, it splits away to the north and runs parallel to the Interstate. It passes through Grinnell, Marengo, and the Amana Colonies before arriving in Coralville. In Iowa City, it passes through the University of Iowa campus on the banks of the Iowa River. The highway heads southeast from Iowa City toward West Liberty and then more easterly to Wilton. At Wilton, the highway heads north to rejoin I‑80 until they reach Davenport. After a short overlapping of I‑280, US 6 enters the city along Kimberly Road, on which it remains until I‑74. The two routes then run south to cross the Mississippi River into Illinois on the I-74 Bridge.

Illinois
In Illinois, US 6 parallels I-74 and I-80, mostly along its original routing, overlapping with I-74 for its first 5 mi and I-80 for the final 2 mi of its routing in Illinois. US 6 directly serves the downtowns of many cities for its length, including Oak Forest, Tinley Park, Moline, Geneseo, Atkinson, Annawan, Princeton, Peru, La Salle, Ottawa, Channahon, and Joliet—unlike US 20, which, in Illinois, mainly consists of freeway sections that bypass the cities US 6 serves. Like nearby US 30 and US 52, US 6 skirts the Chicago city limits.

Indiana
US 6 crosses the state line and shares the same Borman Expressway with I-80 and I-94 through Hammond and Gary, until State Road 51 (SR 51, exit 15); it then runs south for about 2 mi and turns east until it meets US 421 in Westville, then runs south for, then east until it meets US 31 and US 35, and it shares the same road with US 33 for about 5 mi until Ligonier, where US 33 breaks south toward Fort Wayne. From there, it is mostly two lanes through Indiana until it meets the Ohio state line just east of Butler. Before the Borman Expressway was completed, US 6 was on Ridge Road, portions of which were signed US 6 Bus.

Ohio
US 6 enters Ohio from Indiana in Williams County. It travels through Edgerton, then just south of Bryan before it passes through Napoleon, Bowling Green, and Fremont, before turning northeast toward Sandusky Bay and Lake Erie. After passing through Sandusky, the highway follows the southern shore of Lake Erie, passing through Huron and Vermilion. After crossing the Charles Berry Bridge in Lorain, it passes through the western suburbs of Greater Cleveland as Lake Road in Sheffield Lake, Avon Lake, Bay Village, and Rocky River, and Clifton Boulevard in Lakewood and the West Boulevard–Edgewater neighborhood of Cleveland proper. US 6 follows the Cleveland Memorial Shoreway into Downtown Cleveland, entering downtown by crossing the Detroit–Superior Bridge. US 6 follows Superior Avenue through Public Square and the east side of Cleveland before turning east onto Euclid Avenue in East Cleveland and Chardon Road in the city of Euclid. US 6 continues eastward through Lake County, Geauga County, and finally into Ashtabula County before entering the state of Pennsylvania along the Pymatuning Reservoir causeway.

Ohio also has an alternate route of US 6 in Greater Cleveland.

Pennsylvania
US 6 runs for 403 mi in Pennsylvania between its entrance point 20 mi west of Meadville and its exit at Matamoras. From the Ohio border to US 322 in Conneaut Lake, the route runs in a southeasterly direction. US 6 then joins US 322 and heads east to Meadville, picking up US 19 west of the city. South of downtown, US 322 splits from the concurrency while US 6 and US 19 remain concurrent through Meadville. The two routes continue northward to Mill Village, where US 6 and US 19 split at a junction with US 6N.

For the remainder of its routing in Pennsylvania, US 6 runs roughly parallel to the New York–Pennsylvania border. Along the way, US 6 is concurrent with US 62 for a short distance near Warren. US 11 joins US 6 from the north in Factoryville. They run concurrently to Scranton, where US 11 continues south and US 6 east. At Milford, US 6 meets US 209. The two routes embark to the northeast, crossing the Delaware River from Matamoras to Port Jervis, New York.

New York
The 79 mi portion of US 6 in New York travels through Orange, Putnam, and Westchester counties, going across the southern part of the state through the northern suburbs of New York City. The route enters the state along with US 209 in Port Jervis. The two routes split just north of town, with US 209 taking a more northerly route to access Kingston. US 6, in contrast, runs primarily east–west through southern New York.

A section of US 6 runs concurrent with New York State Route 17 (NY 17; The Quickway) between Goshen and Harriman. The route is currently being upgraded to become part of I-86. At Harriman, US 6 passes through one of the largest interchanges in the state of New York, where US 6/NY 17 meet I-87 (New York State Thruway) and NY 32. NY 17 becomes an at-grade road and heads south, while US 6 remains a limited-access freeway as it heads east into Harriman State Park. Near the east side of the park, US 6 intersects the Palisades Interstate Parkway and runs concurrently with it to the historic Bear Mountain Bridge, where US 6 is joined by US 202 and is narrowed to a rural two-lane road as it crosses the Hudson River with scenic views of the Hudson Highlands.

On the other side of the river and exiting Orange County for Westchester, US 6 and US 202 run along the Hudson River to Peekskill and has a short concurrency with US 9 before the three routes split, allowing US 6 to continue to the northeast through northern Westchester County and into Putnam County. At Shrub Oak, US 6 has an interchange with the historic Taconic State Parkway, one of the first and most scenic long-distance freeways in the U.S. In Brewster, US 6 joins US 202 once again, with the routes running concurrently into Connecticut. US 6 and US 202 also have a large interchange with I-84, I-684, and NY 22 in Brewster.

Connecticut
US 6 runs for 116.3 mi in Connecticut. It enters from the town of Southeast, New York, concurrent with US 202, shortly passes through begins the city of Danbury, and ends at the Rhode Island state line in the town of Killingly. In western Connecticut, US 6 either closely parallels or is concurrent with I-84, serving as the local route in the suburbs of Danbury, Waterbury, Bristol, and Hartford. It crosses the Connecticut River (overlapped with I-84 and US 44) on the Bulkeley Bridge. In eastern Connecticut, US 6 is one of the principal routes connecting Hartford and Providence, passing through the small urban areas of Willimantic and Danielson. The unsigned portion of the Connecticut Turnpike then meets with US 6 shortly before crossing the Rhode Island state line.

Rhode Island
US 6 covers approximately 26.5 mi in Rhode Island from Foster (western border with Killingly, Connecticut) to East Providence (eastern border with Seekonk, Massachusetts). In and around Providence, US 6 overlaps with Route 10, as well as US 1A, US 44, I-95, and I-195.

Massachusetts
US 6 runs approximately 117.5 mi in Massachusetts, paralleling I-195 between Providence and Wareham, and serves as the local business route. US 6 continues onto Cape Cod across the Sagamore Bridge as a freeway from Bourne to Orleans. North of Orleans, it becomes a surface road again to its terminus in Provincetown. Although the westbound sign in Provincetown has been updated to reflect the shorter terminus in Bishop, California, the eastbound sign in Provincetown still reflects the original coast-to-coast terminus of Long Beach, California (see photo).

New England
The first interstate numbering along the path of US 6 was Route 3 of the New England road marking system, designated in 1922. This route connected Provincetown with the New York–Connecticut border via Providence, Hartford, and Danbury. In late 1925, the Joint Board on Interstate Highways approved the preliminary plan for U.S. Routes. US 6 was restricted to New England and southeastern New York, with its vague description matching the existing Route 3 to Danbury, Connecticut, and heading west from there to US 7 at Brewster, New York. By the time the final plan was approved in late 1926, a second section had been added, from the New York–Pennsylvania border at Port Jervis, New York, west to US 120 in Kane, Pennsylvania. This did not last long, for the April 1927 route log shows the eastern segment running only to the border of New York, short of Brewster, while the western segment was extended in both directions—east to Kingston, New York, and west to Erie, Pennsylvania (the latter replacing part of US 120). The western segment was also swapped with US 106 between Carbondale and Tunkhannock, Pennsylvania, taking US 6 through Scranton. The gap through New York was eliminated in 1928 with a new alignment across the state, crossing the Hudson River on the Bear Mountain Bridge; the old route between Kingston and Port Jervis became the first US 6N.

While US 6 replaced the general corridor of Route 3 in New England, some portions used different alignments. One of these was on Cape Cod, where Route 3 had used a southerly alignment that is now Route 28. Instead, US 6 followed the more direct route between Buzzards Bay and Orleans that had been the southern extremity of Route 6, and now known as Route 6A. Farther west, in Connecticut, US 6 ran via the South Coventry Historic District, while Route 3 had served Andover; the old route became US 6A. US 6 is now on the old Route 3, while the South Coventry route now carries Route 31. A different alignment was also chosen for US 6 between Plainville and Woodbury; Route 3 ran via Milldale and Waterbury, and became parts of Route 14 and Route 10 in the 1932 state highway renumbering. Here, US 6 mostly remains on its original routing, with the main difference being between Hartford and Terryville, where US 6 followed the present Route 4, Route 10, and Route 72. The final difference was from Danbury west to the New York state line; here, US 6 ran straight west, while Route 3 had left the Danbury area to the south, curving to the southwest through Ridgefield to the border. Part of this became US 7, while the rest became Route 35 in 1932.

In New York, US 6 replaced all of Route 37—known as the "Bridge Route"—over the Bear Mountain Bridge, overlapped part of NY 17, and was assigned to an unnumbered road from Middletown west to Port Jervis. The original route, which soon became US 6N, replaced NY 50, and is now part of US 209. The part of US 6 in Pennsylvania replaced Route 7, also known as the Roosevelt Highway, an auto trail. The Roosevelt Highway Association extended the name east with US 6 to Cape Cod by 1930.

Extensions
Two other routes that would become part of US 6 were included in the 1925 plan: US 32 from Chicago, Illinois to Omaha, Nebraska, and US 38 from Lincoln, Nebraska to Greeley, Colorado. As part of the fine-tuning during 1926, US 38 was extended east from Lincoln to Omaha, allowing US 77, which had been assigned to this road, to extend north to Sioux City, Iowa. These routes, which now connected end-to-end at Omaha, replaced a large portion of the Detroit–Lincoln–Denver Highway, which split at Princeton to bypass Chicago to the south via Joliet. They followed existing state highways: SH 2 and SH 14 in Colorado, Nebraska Highway 7 in Nebraska, Iowa 2 and Iowa 7 in Iowa, and Illinois Route 7 (IL 7) and IL 18 in Illinois.

Most of US 32 and all of US 38 became a western extension of US 6 on June 8, 1931, and the Roosevelt Highway name followed. To connect Western Pennsylvania to Central Indiana, relatively minor roads (including the route for SR 6 in Indiana) were used, except west of Joliet, where it used a part of the old Detroit–Lincoln–Denver Highway. The short stub to Erie, Pennsylvania, formed at the old west end became US 6N, and US 32 remained in Illinois, running independently from Chicago to Princeton and overlapping US 6 to Davenport, Iowa. In 1934, US 32 was absorbed into US 34.

The Roosevelt Highway Association continued to push for an extension, and, in December 1936, the American Association of State Highway Officials made US 6 (and thus the Roosevelt Highway) a transcontinental route from Cape Cod, Massachusetts, to Long Beach, California. It took a new route from Wiggins, Colorado, southwest to Denver (the old route to Greeley became an extended US 34) and west over the Rocky Mountains to Leadville, overlapping US 24 to Grand Junction and US 50 to Spanish Fork, Utah. From Spanish Fork to Ely, Nevada, it followed a roadway that had yet to be improved in areas; the rest of the route, from Ely to Southern California, followed the old Midland Trail, running almost north–south in California. The unimproved segment from Ely east to Delta, Utah, about 160 mi long, was, according to BusinessWeek, "nothing but a wagon trail-rutted, filled with dust [...] one of the worst chunks of federal road in the country". Paving was completed in September 1952, with a two-day celebration in Delta marking the occasion.

Major William L. Anderson, Jr., of the U.S. Army recommended that US 6 be designated the Grand Army of the Republic Highway, honoring the Union soldiers in the Civil War. The Sons of Union Veterans of the Civil War began pushing for the name in April 1934. Massachusetts, the first state to apply the name, passed a law to do so on February 2, 1937; it was not until at least 1948 that all states had agreed. The highway was formally dedicated at the Long Beach end on May 3, 1953, though the Roosevelt Highway Association continued to exist at least through the 1960s.

Modern history
As part of the 1964 state highway renumbering in California, US 6 was truncated to its intersection with US 395 at Bishop. The portions of the former route that did not overlap other routes, including US 395 and I-110/SR 110, were redesignated as SR 14.

Starting in early 1983, US 6 was a discontinuous route for almost one year, due to a massive landslide that destroyed the town of Thistle, Utah. The highway was rebuilt by blasting a path higher up the canyon wall. The landslide remains the most costly in the history of the U.S.

Since the 1970s, portions of US 6 in Iowa have been moved permanently onto I-80. The first section, between US 71 and Adair, was rerouted in 1972. In 1980, three lengthy sections were moved onto the Interstate: 26 mi in western Iowa between Adair and Dexter, 25 mi in central Iowa between Altoona and Newton, and 20 mi in eastern Iowa between Wilton and Davenport. On July 1, 2003, 15 mi between Dexter and Adel were turned over to Dallas County. US 6, which had previously split away from I-80 at the Dexter exit, was continued along I-80 to the US 169 interchange at De Soto, and then along US 169 to Adel.

In 2015, the American Association of State Highway and Transportation Officials (AASHTO) approved a request from the Colorado Department of Transportation to eliminate US 6 through the city of Rifle, meaning that US 6 is now discontinuous between Rifle and Grand Junction, although current signage does not reflect this change.

Major intersections

 * California
 * in Bishop

 * Nevada
 * in Coaldale. The highways travel concurrently to Tonopah.
 * in Ely. US 6/US 50 travel concurrently to Delta, Utah. US 6/US 93 travel concurrently to Majors Place.

 * Utah
 * in Santaquin. The highways travel concurrently to Spanish Fork.
 * in Spanish Fork. The highways travel concurrently for just under 10 mi.
 * north of Helper. The highways travel concurrently to east-southeast of Green River.
 * west of Green River. US 6/US 50 travel concurrently to Grand Junction, Colorado. I-70/US 6 run mostly parallel between here and just east of Idaho Springs, Colorado with the two routes, joining, separating and crossing over each other several times in this span.

 * Colorado

 * northwest of Minturn (as part of a concurrency with I-70).
 * east of Empire (as part of a concurrency with I-70). The highways travel concurrently to east of Idaho Springs
 * east of Idaho Springs. East end of a mostly concurrent route with I-70 since Green River, Utah (with several separations and merges)
 * in Golden
 * in Golden
 * in Denver. I-25/US 6/US 87 travel concurrently through the city. US 6/US 85 travel concurrently to near Commerce City.
 * in Denver
 * in Denver. I-70/US 6 travel concurrently through the city.
 * in Commerce City
 * northwest of Derby. The highways travel concurrently to northeast of Brush.
 * northeast of Wiggins. The highways travel concurrently to west of Fort Morgan.
 * in Sterling
 * in Sterling
 * in Holyoke

 * Nebraska
 * west of Culbertson. The highways travel concurrently to Hastings
 * in McCook. The highways travel concurrently through the city.
 * in Arapahoe
 * north of Edison
 * in Holdrege
 * in Hastings. The highways travel concurrently through the city.
 * in Fairmont
 * in Lincoln
 * in Waverly
 * in West Omaha
 * in Omaha
 * in Omaha. The highways travel concurrently to Council Bluffs, Iowa.

 * Iowa
 * in Council Bluffs
 * in Council Bluffs
 * in Belknap Township. The highways travel concurrently to Oakland.
 * in Atlantic. The highways travel concurrently to Pymosa Township.
 * in Pymosa Township. I-80/US 6 travel concurrently to De Soto.
 * in De Soto. US 6/US 169 travel concurrently to Adel.
 * on the Clive–Urbandale city line.
 * in Des Moines
 * in Des Moines
 * in Altoona
 * in Altoona. I-80/US 6 travel concurrently to Newton.
 * north-northwest of Malcom. The highways travel concurrently to north of Malcom.
 * south-southwest of the Amana Colonies. The highways travel concurrently to south of the Amana Colonies.
 * in Sugar Creek Township. The highways travel concurrently to Davenport.
 * in Davenport. I-280/US 6 travel concurrently for approximately 0.824 mi.
 * in Davenport
 * on the Davenport–Bettendorf city line. The highways travel concurrently to Moline, Illinois.
 * in Bettendorf

 * Illinois
 * in Moline
 * in Moline
 * in Colona
 * in Sheffield. The highways travel concurrently to Princeton.
 * east of Princeton.
 * in LaSalle
 * in Channahon
 * in Joliet. The highways travel concurrently through the city.
 * in Joliet. The highways travel concurrently through the city.
 * in New Lenox
 * in Orland Park
 * in Markham
 * in Markham
 * in South Holland
 * in Lansing. The highways travel concurrently to Lake Station, Indiana.

 * Indiana
 * in Hammond. The highways travel concurrently through the city.
 * in Gary
 * in Westville. The highways travel concurrently to south-southeast of Westville.
 * south of Kingsbury. The highways travel concurrently to South Center.
 * southeast of La Paz
 * in Benton Township. The highways travel concurrently to Ligonier.
 * west-northwest of Waterloo

 * Ohio
 * in Pulaski Township
 * in Napoleon. The highways travel concurrently to Liberty Township.
 * in Center Township
 * on the Freedom–Scott township line
 * in Fremont. The highways travel concurrently through the city.
 * in Sandusky
 * in Lakewood. The highways travel concurrently to Cleveland.
 * in Cleveland. US 6/US 322 travel concurrently through the city.
 * in Cleveland
 * in East Cleveland. The highways travel concurrently to Euclid.

 * Pennsylvania
 * in Conneaut Lake. The highways travel concurrently to Meadville.
 * in Vernon Township. The highways travel concurrently to LeBoeuf Township.
 * in Vernon Township
 * in LeBoeuf Township
 * in Brokenstraw Township. The highways travel concurrently to Warren.
 * in Hamlin Township
 * in Mansfield
 * in North Towanda Township
 * in Clinton Township. The highways travel concurrently to Chinchilla.
 * in Chinchilla. I-81/US 6 travel concurrently to Dunmore.
 * in Dunmore
 * in Milford Township
 * in Milford. The highways travel concurrently to Port Jervis, New York.
 * in Westfall Township

 * New York
 * in Port Jervis
 * in Port Jervis
 * in Middletown. US 6 and NY 17M run concurrently to Goshen.
 * in Goshen. US 6 and NY 17 run concurrent to Harriman, with the concurrency commonly called 6 and 17.
 * in Harriman
 * in Harriman State Park. US 6 and the Palisades Parkway run concurrently to Bear Mountain.
 * in Bear Mountain State Park. US 6 and US 202 travel concurrently to Peekskill.
 * in Cortlandt. US 6/202 and US 9 travel concurrently to Peekskill.
 * in Peekskill
 * at Shrub Oak
 * in Brewster. US 6 and US 202 travel concurrently to Danbury, Connecticut, and US 6/202 and NY 22 have a short concurrency.
 * in Brewster

 * Connecticut
 * in Danbury. The highways travel concurrently through the city.
 * in Newtown. The highways travel concurrently to Southbury.
 * in Thomaston
 * in Farmington. The highways travel concurrently to Manchester.
 * in Hartford. The highways travel concurrently to East Hartford.
 * in Hartford
 * in East Hartford
 * in Manchester
 * in Manchester. US 6/US 44 travel concurrently to Bolton.
 * in Bolton
 * in Killingly

 * Rhode Island
 * in Johnston. The highways travel concurrently through the city.
 * in Providence. The highways travel concurrently through the city.
 * in Providence
 * in Providence. I-195/US 6 travel concurrently to East Providence.
 * in Providence. The highways travel concurrently to East Providence.

 * Massachusetts
 * in Swansea
 * in Provincetown

title: U.S. Route 6


text:
Muscoidea

Muscoidea is a superfamily of flies in the subsection Calyptratae. Muscoidea, with approximately 7000 described species, is nearly 5% of the known species level diversity of the Diptera, the true flies. Most muscoid flies are saprophagous, coprophagous or necrophagous as larvae, but some species are parasitic, predatory, or phytophagous. In September 2008, a study was done on the superfamily using both nucleic and mitochondrial DNA and the conclusion suggested that Muscoidea may actually be paraphyletic.

title: Muscoidea


text:
Oestroidea

Oestroidea is a superfamily of Calyptratae including the blow flies, bot flies, flesh flies, and their relatives. It occurs worldwide and has about 15,000 described species.

The superfamily includes the families:
 * Calliphoridae
 * Mesembrinellidae (formerly included in Calliphoridae)
 * Mystacinobiidae
 * Oestridae
 * Polleniidae (formerly included in Calliphoridae)
 * Rhiniidae (formerly included in Calliphoridae)
 * Sarcophagidae
 * Tachinidae
 * Ulurumyiidae

Ecology
Oestroidea have a wide range of feeding habits and breeding environments: saprophagous (many Calliphoridae and Sarcophagidae), feeding on blood of birds or mammals (some Calliphoridae), parasites of gastropods or earthworms (some Calliphoridae), parasitoids of arthropods (Rhinophoridae, Tachinidae and some Sarcophagidae), living in association with termites or ants (some Calliphoridae and Rhiniidae), and commensals of bats (Mystacinobiidae). Various species of Calliphoridae, Oestridae and Sarcophagidae have larvae that parasitise vertebrates, causing myiasis.

Phylogeny
Historically, Oestroidea was considered the sister group to Muscoidea. A 2012 molecular analysis placed the superfamily within a paraphyletic Muscoidea, and also confirmed the monophyly of Oestroidea and of most of its families (except Calliphoridae). Morphological and molecular analyses in 2017 yielded overall similar results. Relationships among the families and subfamilies within Oestroidea are complicated and not well resolved.

Evolution
The earliest known fossil of Oestroidea is of a Mesembrinellidae found in Dominican amber from the Miocene. The Oestroidea in general are believed to have originated 48.2 million years ago.

Forensic entomology
Many species of Oestroidea are of forensic importance due to feeding on decomposing animals, including humans.

title: Oestroidea


text:
User:Rj/questions

Can history be truly NPOV?

Why Aren't These Pages Copyedited?

What is dab?

Who owns wikipedia articles?

Is Wikipedia simply replicating information from elsewhere around the internet?

title: User:Rj/questions


text:
Hippoboscoidea

Hippoboscoidea is a superfamily of the Calyptratae. The flies in this superfamily are blood-feeding obligate parasites of their hosts. Four families are often placed here:

(Note that the Mystacinobiidae, while also a bat fly, belongs to the superfamily Oestroidea).
 * Glossinidae - Tsetse flies
 * Hippoboscidae - Ked flies
 * Nycteribiidae - Bat flies
 * Streblidae - Bat flies

The Hippoboscidae are commonly called louse flies or ked flies. The bat flies are Nycteribiidae and Streblidae (along with Mystacinobiidae); the Streblidae are probably not monophyletic. The family Glossinidae, monotypic as to genus, contains the tsetse flies, economically important as the vectors of trypanosomiasis. The enigmatic Mormotomyiidae are believed to belong to the Ephydroidea and not to Hippoboscoidea as previously construed.

In older literature, this group is often referred to as the Pupipara ("pupa-bearers"), because, unlike virtually all other insects, most of the larval development takes place inside the mother's body, and pupation occurs almost immediately after "birth" – in essence, instead of laying eggs, a female lays full-sized pupae one at a time. In the strict sense, the Pupipara only encompass the Hippoboscidae, Nycteribiidae, and "Streblidae", which in older works were all included in the Hippoboscidae.

Development
Species of the Hippoboscoidea do not lay eggs. Instead, the larvae hatch in utero, are fed internally by "milk glands," and pass through three morphological stages before being deposited to pupate. This type of reproduction is termed as adenotrophic viviparity.

title: Hippoboscoidea


text:
Botfly

Botflies, also known as warble flies, heel flies, and gadflies, are a family of flies known as the Oestridae. Their larvae are internal parasites of mammals, some species growing in the host's flesh and others within the gut. Dermatobia hominis is the only species of botfly known to parasitize humans routinely, though other species of flies cause myiasis in humans.

General
A botfly, also written bot fly, bott fly or bot-fly in various combinations, is any fly in the family Oestridae. Their life cycles vary greatly according to species, but the larvae of all species are internal parasites of mammals. Largely according to species, they also are known variously as warble flies, heel flies, and gadflies. The larvae of some species grow in the flesh of their hosts, while others grow within the hosts' alimentary tracts.

The word "bot" in this sense means a maggot. A warble is a skin lump or callus such as might be caused by an ill-fitting harness, or by the presence of a warble fly maggot under the skin. The human botfly, Dermatobia hominis, is the only species of botfly whose larvae ordinarily parasitise humans, though flies in some other families episodically cause human myiasis and are sometimes more harmful.

Family Oestridae
The Oestridae now are generally defined as including the former families Oestridae, Cuterebridae, Gasterophilidae, and Hypodermatidae as subfamilies.

The Oestridae, in turn, are a family within the superfamily Oestroidea, together with the families Calliphoridae, Mesembrinellidae, Mystacinobiidae, Polleniidae, Rhiniidae, Rhinophoridae, Sarcophagidae, Tachinidae, and Ulurumyiidae.

Of families of flies causing myiasis, the Oestridae include the highest proportion of species whose larvae live as obligate parasites within the bodies of mammals. Roughly 150 species are known worldwide. Most other species of flies implicated in myiasis are members of related families, such as blow-flies.

Infestation

Botflies deposit eggs on a host, or sometimes use an intermediate vector such as the common housefly, mosquitoes, and, in the case of D. hominis, a species of tick. After mating, the female botfly captures the phoretic insect by holding onto its wings with her legs. She then makes the slip—attaching 15 to 30 eggs onto the insect or arachnid's abdomen, where they incubate. The fertilized female does this over and over again to distribute the 100 to 400 eggs she produces in her short adult stage of life of only 8–9 days. Larvae from these eggs, stimulated by the warmth and proximity of a large mammal host, drop onto its skin and burrow underneath. Intermediate vectors are often used, since a number of animal hosts recognize the approach of a botfly and flee.

Eggs are deposited on larger animals' skin directly, or the larvae hatch and drop from the eggs attached to the intermediate vector; the body heat of the host animal induces hatching upon contact or immediate proximity. Some forms of botfly also occur in the digestive tract after ingestion by licking.

Myiasis can be caused by larvae burrowing into the skin (or tissue lining) of the host animal. Mature larvae drop from the host and complete the pupal stage in soil. They do not kill the host animal, thus they are true parasites.

The equine botflies present seasonal difficulties to equestrian caretakers, as they lay eggs on the insides of horses' front legs on the cannon or metacarpal bone (below the knee) and knees, and sometimes on the throat or nose depending on the species. These eggs, which look like small, yellow drops of paint, must be carefully removed during the laying season (late summer and early fall) to prevent infestation in the horse. When a horse rubs its nose on its legs, the eggs are transferred to the mouth and from there to the intestines, where the larvae grow and attach themselves to the stomach lining or the small intestine. The attachment of the larvae to the tissue produces a mild irritation, which results in erosions and ulcerations at the site. Removal of the eggs (which adhere to the host's hair) is difficult, since the bone and tendons are directly under the skin on the cannon bones; eggs must be removed with a sharp knife (often a razor blade) or rough sandpaper and caught before they reach the ground. The larvae remain attached and develop for 10–12 months before they are passed out in the feces. Occasionally, horse owners report seeing botfly larvae in horse manure. These larvae are cylindrical in shape and are reddish orange in color. In one to two months, adult botflies emerge from the developing larvae and the cycle repeats itself. Botflies can be controlled with several types of dewormers, including dichlorvos, ivermectin, and trichlorfon.

In cattle, the lesions caused by these flies can become infected by Mannheimia granulomatis, a bacterium that causes lechiguana, characterized by rapid-growing, hard lumps beneath the skin of the animal. Without antibiotics, an affected animal will die within 3–11 months.

Philornis botflies often infest nestlings of wild parrots, like scarlet macaws and hyacinth macaws. A method using a reverse syringe design snake bite extractor proved to be suitable for removing larvae from the skin.

Cuterebra fontinella, the mouse botfly, parasitizes small mammals all around North America.

Dermatobia hominis, the human botfly, occasionally uses humans to host its larvae.

As human food

In cold climates supporting reindeer or caribou-reliant populations, large quantities of Hypoderma tarandi (caribou warble fly) maggots are available to human populations during the butchery of animals.

The sixth episode of season one of the television series Beyond Survival, titled "The Inuit – Survivors of the Future", features survival expert Les Stroud and two Inuit guides hunting caribou on the northern coast of Baffin Island near Pond Inlet, Nunavut, Canada. Upon skinning and butchering of one of the animals, numerous larvae (presumably H. tarandi, although not explicitly stated) are apparent on the inside of the caribou pelt. Stroud and his two Inuit guides eat (albeit somewhat reluctantly) one larva each, with Stroud commenting that the larva "tastes like milk" and was historically commonly consumed by the Inuit.

Copious art dating back to the Pleistocene in Europe confirms their consumption in premodern times, as well.

The Babylonian Talmud Hullin 67b discusses whether the warble fly is kosher.

title: Botfly